Tuesday, November 23, 2010

The End of the World as We Know It?

The End of the World as We Know It?

A Q&A with Barry Zellen on his new book, Arctic Doom, Arctic Boom: The Geopolitics of Climate Change in the Arctic

Alaska Report: Tell us about your new book, Arctic Doom, Arctic Boom?Near Kotzebue, Alaska
Barry Zellen: Arctic Doom, Arctic Boom considers the geopolitical transformation taking place at the top of the world as the polar ice cap thaws and a new sea emerges from beneath the ice pack  and opens up to maritime commerce and naval activity.

It looks at the history of the Arctic as a strategic theater throughout history, from the imperial era when Russia and Britain sparred for control of the Far North, through World War II when Japan grabbed the western Aleutians and sought to divide our Pacific fleet and gain a launching pad to mainland North America for la later invasion, and the Cold War, when Alaska become a forward base abutting the Soviet Far East, and became of increasing strategic importance to strategic stability. After the end of the Cold War, a general strategic withdrawal took place as Russian military power declined, easing tensions across the Arctic basin.

With climate change and recent rapid ice melt trends suggesting we might witness the emergence of what I call the “post-Arctic world,” interest has been rekindled as the promise of vast reserves of natural resources long beyond the reach of resource developers, and new shipping lanes and sea lines of communication, refocus attention on the top of the world for the first time in a generation. My book examines these strategic opportunities as well as the challenges associated with what some call the “Big Thaw.”

Alaska Report: What inspired you to write Arctic Doom, Arctic Boom?

Zellen: I lived in the Western Arctic during the 1990s where I worked on issues of indigenous cultural renewal and survival, language preservation, and efforts to reconcile tribal and state interests along frontier regions where traditional tools of national power are least effective and therefore largely absent.

Back then, the Cold War’s rapid end and the disappearance of the “Ice Curtain,” the Arctic’s equivalent of the Iron Curtain, introduced an era of intense political/structural innovation as new models of regional and local governance were developed to enable indigenous self-governance to increase in a manner consistent with national security and constitutional order. Even then, some early and very prescient observers began to speculate about what might happen if climate change did accelerate, and affect the largely frozen geophysical environment, and around 1992, I became intrigued by both the theoretical implications as well as the broader strategic implications of a thaw. And so I dived into it, working on this issue ever since. My first book, Breaking the Ice: From Land Claims to Tribal Sovereignty in the Arctic focused on these processes of political empowerment and indigenous structural innovation.

More recently, as popular interest in climate change increased, crossing over from obscure and little read science to a pop-cultural phenomenon thanks in part to the hard work of former Vice President Al Gore, who’s maintained a steady interest in the topic since well before Earth in the Balance and culminating in An Inconvenient Truth as well as his Nobel Peace Prize, I became concerned with what looked to be a politicization of the climate issue, as well as pervasive pessimism that presumes the “Big Thaw” is inevitably a “crisis” and to many activists, a “catastrophe.”

More optimistic and open-minded analysis became marginalized by the dominance of this single paradigm, and the many intriguing strategic opportunities of a polar thaw were not being widely discussed at conferences or in the media as a result of the dominance of this dogma. So I decided to contribute to the discussion and to present a theoretical analysis that left open the possibility that a polar thaw might create many new opportunities and was not just a crisis defined by risk, hoping in part to enrich the debate and also prepare for what will surely be a unique geo-strategic opportunity.

Alaska Report: In the announcement of your book’s release, it says you consider the importance of the Arctic region through the “bifocal lenses of neorealism and geopolitics.” What do you mean by this, and how does neorealism and geopolitics relate to climate change?

Zellen: Neorealism is the branch of international relations theory that applies a structural framework to the study of world politics, and generally presumes that cause and effect is driven largely by systemic forces inherent in the structure of world politics. For instance, during the Cold War there was a bipolar structure of international politics with much of the world divided into two competing military blocs with their own largely autonomous economic systems. When communism collapsed, we entered into a transition period and for many years people grappled with the riddles of the emergent world order.

Was it going to be a multipolar global structure, a hemispheric or inter-civilizational structure, a transcendent unipolar system, or some sort of hybrid model? Or with the rise of China, might we again see a bipolar structure emerge? And while it’s been a generation, the jury is still out and much debate continues on the structural foundations of world politics, largely because today’s world seems so much more chaotic than during the Cold War period.

In my book, I postulate that geopolitics, a much earlier theory of world politics that fell out of favor during the post-World War II period in part because it had been so vociferously embraced by the losing side of that conflict, is in fact an ideal theory for the post-Arctic world (and indeed the post-Cold War world), since it’s an antecedent to neorealism. Before humanity erected structures of international politics, economics, diplomacy and military power, nature ordained the world with fixed geographical and geological attributes, and these, according to the geopoliticians, were a primary driver of cause and effect in world history, more so than the more ephemeral systems created by political man.

To me, geopolitics represented the ideal “systemless systems theory” if you will, one that operated globally but which endured regardless of the political order that defined world politics, and indeed shaped some of the macro trends in the development of international politics. Such features as the Eurasian heartland, the Euro-Atlantic rimland, and the lesser-known isolated “Lenaland” of the Far North, seemed to be especially relevant in defining the world order after the bipolar structure of international politics collapsed. Indeed, if you look at the strategic calculations made during the Cold War, and efforts to secure the heartlands of both superpowers through extended deterrence linking European security to both Eurasia and North America, you can see geopolitics driving cause and effect even during the Cold War era.

So in addition to viewing an interconnection between geopolitics and neorealism, I saw their fusion as an intriguing theory for the post-Cold War period, and one that might help to guide us during the coming post-Arctic world as strategic competition extends into the polar basin.

Alaska Report: We hear a lot about the environmental consequences of climate change, but why do you believe it’s important for people to be as concerned about the geopolitics of the polar thaw?

Zellen: The political and environmental consequences are very closely interconnected. As the “Big Thaw” takes place, there are numerous regional challenges relating to the direct environmental consequences: a less stable ice pack affects the hunting abilities of the Inuit, and could contribute to an increase in hunger and impact on health security as well as on traditional subsistence hunting cultures of our northernmost communities; coastal erosion and a melting of the permafrost is already causing damage to infrastructure, affecting the stability of roadbeds, airport runways, and damaging the physical plant of commercial and residential structures.

Addressing these issues is costly, and most of the northern communities have very limited economic resources already. As the ice continues its retreat, we’re seeing increased resource exploration and development, a rise in maritime traffic, the northward migration of southern fisheries and wildlife populations, and longer term can expect to see a demographic shift as new economic opportunities attract workers from farther and farther south.

All of these trends will have political, economic, social, and ecological consequences that will need to be managed. For millennia, we’ve enjoyed a unique buffer at the top of the world – a massive, continent-sized barrier of ice. This has essentially divided the world in two, between an East and a West, like a vast desert, enabling both the Eurasian heartland and the North American heartland to maintain their isolation from the rest of the world, and this isolation had a stabilizing effect on world politics.

When the polar ice cap melts, this geopolitical barrier will disappear, taking with it many of our concepts of geopolitics; the result of the post-Arctic geopolitical fusion of East and West will require a new vocabulary, as we adapt to a new geophysical structure. It’s quite a remarkable transformation. So while there are many environmental unknowns and certainly all sorts of risks, the opportunities, of an open polar sea, and a true unification of East and West, are quite compelling.

So as we begin to think about the post-Arctic world, and to prepare for it, it’s important that we think about not just the environmental risks and challenges, but the strategic consequences as well.

Alaska Report: What do you hope readers will learn when they read Arctic Doom, Arctic Boom?

Zellen: I’m hoping that readers find the Arctic to be of increasing interest to strategic and security studies, and also that they, in the words of Herman Kahn, the colorful and controversial nuclear age theorist, begin to “think about the unthinkable,” and explore the many fascinating, complex, and no doubt difficult challenges of the new, post-Arctic world – as they search for solutions, and develop new policies and doctrines, to ensure the post-Arctic world remains a stable and prosperous world.

I also hope they come away from the book with a renewed sense of optimism, that the changes unfolding at the top of the world, while epic in scale, are not beyond our means to manage wisely and creatively.

Alaska Report: Do you have any other books in the pipeline?

Zellen: My next volume on the transformation of the Arctic is just now out: On Thin Ice: The Inuit, the State, and the Challenge of Arctic Sovereignty. It discusses the increasing role of the Inuit in the formulation of defense, security, and sovereignty policies in the Far North, and grapples with how states can most effectively assert sovereignty over a domain where national tools of power have been largely muted by the region’s harsh climate and remote geography.

It also considers aspirations of Inuit independence, and what the restoration of Inuit sovereignty might look like, something that might occur in Greenland in the years ahead and which could inspire a similar movement in Arctic Canada and Alaska.

Now that it’s been published, I’m starting work on the next project: “2041: The Age of the Antarctic,” on the colonization of Antarctica as mankind’s last, best hope for survival in a post-Arctic World. It grapples with modernizing the Antarctic treaty so that it can better meet the needs of mankind if some of the more worrisome scenarios of the Big Thaw do unfold, and considers the historic opening up the entire southern continent to human settlement in a modern day, twenty-first century exodus.

Alaska Report: Environmentalists must really hate you! Do worry that Al Gore might not send you a Christmas Card this year?

Zellen: It's important to stand up and challenge some of the dogma that's passing itself off as scientific truth out there, especially on how a polar thaw must necessarily be a human catastrophe. It will surely present new challenges, most big changes do. But neglecting the opportunities, and refusing to consider creative ways to adapt to these changes, only does a disservice to mankind.

In my book, I note how ironic it is that Gore criticizes President Bush for using the "politics of fear" in his 2007 book, Assault on Reason; and yet the year before, in An Inconvenient Truth, Gore masterfully wages his own campaign based on the politics of fear. Machiavelli would be proud! But even if it means not getting a Christmas card from Al and Tipper, I thought this still worth pointing out.

While I disagree with Gore’s inherent pessimism, I do appreciate his commitment to this issue. Not every politician out there has spent so many decades trying to educate the public on climate science, and while his efforts have invariably become politicized, they have also provided inspiration to young people around the world to take interest in these issues, and to try to make a difference. And that is certainly commendable.

The challenge is how do we maintain interest in, and passion for, an issue, without overly politicizing it? How do we avoid the dogma, and foster a truly open, mutually respectful, debate between differing viewpoints? I hope my book helps to shift things back in this direction, so that we can start to “think about the unthinkable” without experiencing the sorts of scientific McCarthyism currently under fire, as revealed in the public release of the CRU documents last week. Now maybe we can have a fair and balanced debate!

Alaska Report: Thanks, Barry. We look forward to hearing all about your next book.

Zellen: My pleasure. Thanks for the opportunity!
Barry Zellen is author of Arctic Doom, Arctic Boom: The Geopolitics of Climate Change in the Arctic (Praeger Books, October, 2009) and On Thin Ice: The Inuit, the State, and the Challenge of Arctic Sovereignty (Lexington Books, November 2009).

The 25th Atlantic Rally for Cruisers (ARC) - Las Palmas to Saint Lucia






Alliance - Log 3eme jour Reveil au sifflet
The 25th Atlantic Rally for Cruisers (ARC) started in spectacular style on Sunday 21 November as 233 yachts from 26 nations sailed across the start line off Las Palmas de Gran Canaria heading for their final destination, 2,700 nautical miles away in Rodney Bay, Saint Lucia.

The early morning rain and dark clouds cleared away, to be replaced by bright sunshine and the light NE wind filled to provide a reaching start. For the thousands of spectators ashore and afloat it was a picture perfect start to the 25th ARC. After crossing the start line in 8-10 knots and light swell, a colourful display of spinnakers were hoisted to help the yachts on their way. The forecast is for the light north easterlies to continue for the next few days.  The daily weather forecast is posted on the ARC website.





Share the Fun Online at www.worldcruising.com/arc


Daily Logs and Photos

There are already lots of crews busy blogging and sending photos to the ARC website. Check out the lastest logs at http://www.worldcruising.com/arc/dailylogs.aspx

Yacht Positions Every 6 Hours

This year each yacht has been fitted with a Yellowbrick Iridium satellite tracker which automatically sends updates to the ARC website every 6 hours. Our new fleet viewer allows online fans for follow the progress of individual boats, or selected classes. Click here for the fleet viewer:http://www.worldcruising.com/arc/viewer.aspx





Facebook: ARC 2010 Supporters 

ARC 2010 supporters can now get together on Facebook.  This is a great way for family and friends to meet and chat - to share ideas about accommodation and activities in Saint Lucia, or to post news about ARC yachts.  Make friends before you fly - there are lots of family and friends out there, thinking about yachts in the fleet and wondering what the arrival in Saint Lucia is going to be like.

With over 1,000 crew in this year's ARC, there are plenty of people to chat with, share photos or ideas, and ask advice.  Come on and join in!

Just go to www.facebook.com and search for ARC 2010 Supporters






Join the ARC Fanzone and you might win a holiday in Gran Canaria!

Puerto de Mogan and World Cruising Club have teamed up with leading hotels in Gran Canaria to offer sailing fans and friends of the ARC the chance to win superb holidays in Gran Canaria's Five Star Hotels.

To win, all you and your crew and families and friends need to do is sign-up via the ARC fanzone page at www.arcfanzone.com or follow the link on the official ARC website at www.worldcruising.com/arc

All ARC fans are included in prize draws, with extra prizes awarded during the crossing in all classes. See the ARC fanzone website for full details.

Don't forget to tell your friends and family about the ARC fanzone!





We hope that you enjoy sharing the ARC online with us this year.


Happy virtual sailing!

Jeremy Wyatt
World Cruising Club

Fleet Viewer Map - opens interactive map showing yacht tracks and information as a new window.


http://live.adventuretracking.com/arc2010


Fleet Leaderboard - opens list of yachts with relative position on handicap (without allowance for engine use); handicaps, classes and predicted arrival times in St.Lucia.


http://live.adventuretracking.com/Leaderboard/arc2010
All yachts are fitted with a Yellowbrick Iridium tracking device, which automatically uploads the yacht’s position to the online Fleet Viewer. World Cruising Club can monitor the progress of yachts at all times, as well as sharing the ARC experience with thousands of followers online. Yachts taking part in the ARC receive a daily update on all fleet positions, and in addition, there is a daily SSB radio net, which keeps the fleet in touch and provides an opportunity to share experiences amongst the boats.





ARC yachts carry Yellowbrick position trackers
03 November 2011
World Cruising Club will fit tracking units to the entire ARC fleet this year. Last year the RORC Racing Division trialled the Yellowbrick system, and the feedback was very positive.   The units are quick and easy to fit, and a team from Yellowbrick will be on hand in Las Palmas visiting every yacht.

The previous once daily position reporting will be replaced by automatic reports at a 6 hourly interval.

Yellowbrick provides the perfect way for family and friends at home to clearly follow the progress of the boats from the comfort of their sofa. Using the Fleet Viewer on the WCC website, people at home can follow the route the boats are taking, track their progress over 24 hour periods, and even see their current speed.

The small transponders, which use the Iridium satellite network to send position reports, are battery operated and easily fitted to yachts.   Because they operate independently of the yacht's onboard systems, they will still transmit in an emergency situation.  
As Rally organisers, the trackers provide us with an invaluable safety mechanism. Yellowbrick enables us to know exactly where the individuals yachts are, and we can remotely control how often the units onboard send a position signal.

In an emergency situation, this means the transmission frequency can be increased, and the boat’s course plotted without the need for any power onboard. The units have already helped in the successful recoveries of damaged boats in both the ARC and World ARC in the past year.









Ric Searle from Yellowbrick

Saturday, November 20, 2010

Young Scot eyes Pole after scaling ‘unclimbable’ Himalayan peak

Calum Macintyre and Dave Morris
A year ago, as a 16-year-old schoolboy, he was conquering one of the most difficult mountains in the Himalayas.
Now he wants to spend next summer rowing to the North Pole.
However, Calum Macintyre must first beat off the challenge of more than 40 other short-listed finalists from across the world who want to be chosen as the last crew member in that boat heading north.
So today, at the Dorney Lake Olympic rowing centre near Windsor, he and his rivals will undergo a series of endurance rowing challenges, interviews and psychometric tests before the winner is announced at the London Boat Show in January.
They all want to join Scots explorer Jock Wishart in his mission to complete the first rowing expedition to one of the world’s Poles, in this case the magnetic North Pole.
The idea of rowing to the North Pole just seemed so different. 
Calum Macintyre
The expedition is being sponsored by Wick-based malt whisky brand Old Pulteney and will take four to six weeks with the crew rowing in shifts, and possibly dragging the specially designed ice boat across sections of the polar cap.
The adventure, which is due to start in August, will be captured online and on camera for a UK and international audience, and will deliver environmental data to scientific partners. The planned 450-mile route across the Arctic Sea starts at Resolute Bay in Canada, and is timed to coincide with the few weeks of the year the final section is navigable before refreezing.
It has only become possible to consider an attempt like this in recent years due to the increase in seasonal ice melt and the much-documented deterioration of the Arctic landscape.
Last year Calum became the youngest person to reach the summit of the Himalayan mountain of Ama Dablam, which at 23,501ft is five times the height of Ben Nevis and was once described by Sir Edmund Hillary as “unclimbable”.
Now studying politics at Stirling University, he said the sheer adventure of the Row to the Pole expedition attracted him.
“After last year everybody was suggesting that I do Mount Everest, but Everest seems almost to be getting commercial now with all the record-breaking attempts. The idea of rowing to the North Pole just seemed so different. It is said to be one of the last great ‘firsts’ on the scale of the first row across the Atlantic. If I managed to get into the team I think I would see if I could take a year out of university.”
When he climbed Ama Dablam last year he was raising money for the Teenage Cancer Trust inspired by two family members’ fights against cancer. His sister Esme had been diagnosed with a brain tumour in 2006 at the age of 11 and his father Dave Morris, director of Ramblers Scotland, was also treated for cancer in 2008 and had his voice box removed last year. Calum said if he is selected he would see if he could use the expedition to benefit the trust.
The teenager will be up against others from Scotland, including Jenny Reid, 19, a medical student from Mull, and Sam Scrimgeour, 22, an aero-mechanical engineering graduate from near Forfar.
They all want to join Wishart, who has established an international reputation as a leading adventurer and sportsman, not least by becoming the only man ever to have walked unsupported to a Pole and rowed across an ocean.
Wishart, a former pupil of Dumfries Academy who claims to be a descendant of Robert Burns, represented Scotland and Britain at rowing and yachting, said when launching the project that it would be “the greatest challenge of my life”.
It will be the first polar expedition to involve rowing since Ernest Shackleton’s men took to their boats in the South Pole on the legendary 1916 Imperial Trans-Antarctic Expedition.

Saturday, November 13, 2010

A New Gulf of Mexico Expedition


November 12, 2010:
DSV ALVIN in front of the R/V Atlantis (courtesy WHOI)
On November 8th, we sailed from Galveston Texas on board the R/V Atlantis which carried the Deep Submergence Vessel (DSV) ALVIN, t he ALVIN crew, the Ship’s crew, and 21 researchers from across the globe.
This collaborative project involves scientists from the University of Georgia, the University of North Carolina at Chapel Hill, Florida State University, Harvard University, the University of Bremen (Germany), the University of Southern Denmark, and the University of Minnesota (click here to see  the members of the Science Party).
Samantha Joye about to climb on board ALVIN
Our task over the next three weeks is to explore and describe the microbiology and biogeochemistry of deep seafloor hypersaline habitats.  We all enjoy sailing on the Atlantis and working with the crew of the ship and the DSV ALVIN.  Seeing the bottom of the ocean — things no one has seen before, riding around in a small metal ball beneath a mile or more of water …it’s an indescribable experience.
Astounding out-of-this-world hypersaline habitats litter the seafloor in the Gulf of Mexico.  Our project — the Gulf of Mexico Hypersaline Ecosystem Microbial Observatory — is funded by the National Science Foundation.  Hypersaline environments are abundant in the Gulf because salt underlies much of the sediment along the Northern Gulf and over time this salt dissolves and leaks slowly (brine pools/lakes) or is violently ejected (mud volcanoes) from the sea floor.   The range of hypersaline habitats is large and we learn something new on almost every dive.
As with our previous cruises of late, everyone is putting in long hours and working extremely hard.  Because we’re working in very deep environments (>2000m water depth), we will spend a lot of time working in a 4ºC cold room, processing samples retrieved from the seafloor.
Samantha Joye and Vladimir Samarkin working in the 4ºC cold room
We’ll be crisscrossing the lower and upper slope studyinghypersaline mud volcanoes and brine pools and lakes for about three weeks, and then we head back to the Macondo wellhead region to visit the bottom in ALVIN.   We will spend a week mapping and sampling oil on the seafloor. The first two sites we visited are in Alaminos Canyon (AC), a deep canyon (2300 m water depth) that cuts into the Sigsbee
Samantha Joye typing away during the descent to AC601.
Escarpment.  At this depth, it takes about 1.5 hours to reach the bottom in ALVIN, so we work on the way down (well, sometimes we sleep on the way down and very often on the way up!).
ALVIN's map track (green) around the edge of the AC601 brine lake
Our first study site,  AC601, is an inactive brine lake.  We mapped the AC601 brine lake perimeter with ALVIN (picture, to the left).  This place is unlike anything you could even imagine – it’s a large feature (about 100m in diameter), and it’s deep (20m).  Within the lake floats barite (a mineral comprised of barium and sulfate) icebergs and along its edge, is a 1-
Edge of the AC601 brine lake showing "Barite Beach"
2 meter wide ‘barite beach’ (picture to the lower right).  Beyond this, one sees a variety of animals, mussels, urchins, holothurians, and numerous other invertebrates.   The brine in the lake is three times more salty than seawater, yet it is teeming with microbial life.  Even though the sediments become salty just beneath the surface, they harbor diverse microbial and animal communities.  So, while these brines are certainly “extreme” environments, they provide habitat to diverse forms of life from microbes, to urchins, to worms and even fish!
View of the "Red Crater" from the Pilot's window (the things sticking up in front are the tube cores we use to sample sediment
The second AC site we visited today, the “Red Crater”, is an active mud/brine volcano (picture to right).  The Red Crater could just as well be exist on the surface of Mars.  The red color comes, we believe, from iron minerals that precipitate when the brine reacts with overlying seawater.  The white material in the pictures is a combination of barite and elemental sulfur (picture lower left).  This is truly one of the most bizarre and amazing places I’ve ever seen.
Red (iron rich) and white (barite, elemental sulfur) precipitate as the upwardly flowing reduced brine mixes with ambient seawater. the surfa
We have our final dive to the AC region tomorrow, and then we head to Garden Banks in search of vigorously venting mud volcanoes!

Friday, November 12, 2010

Thursday, November 11, 2010

UAE explorer sets Arctic Guinness world record


UAE-based British explorer, Adrian Hayes, gains his second world record for 2009 Arctic expedition



Adrian Hayes at the finish of his Greenland quest last year


The UAE’s world record-breaking polar explorer and adventurer Adrian Hayes has set a further world record for his unsupported journey across Greenland. The 2009 Emirates NBD Greenland Quest has been confirmed by Guinness World Records as the “longest Arctic unsupported snow-kiting expedition” in history.
During 2009, UAE-based British explorer Adrian Hayes, along with Canadian teammates Devon McDiarmid and Derek Crowe, spent 67 days covering a total distance of 4262kms before reaching the final destination of their historic vertical crossing of Greenland.
The route from the southern to northern tips of the Greenland ice cap and then onto north-west Greenland had never been completed before, and saw the trio endure extreme conditions and terrain, including wading through swathes of glacial melt water, falling through crevasses, battling fierce storms and braving temperatures as low as -30C. The team used kites and skis to transverse the enormous distance, fully managing their entire resources with two sleds attached by rope behind the men.
The accolade adds to Hayes’ previous Guinness world record, where he was recognised as reaching the Earth’s three poles (walking all the way to the North Pole, South Pole and the summit of Everest) in the shortest period of time in history between 2006 and 2007, becoming only the 15th person to then achieve the feat.
A former British Army Gurkha Officer and father of two, Hayes, is delighted with his second Guinness World Record: “Our expedition the length of Greenland was one of the most strategically challenging and difficult I have accomplished and, whilst I don’t do this for records sake, I’m delighted it has been recognised by Guinness – a nice recognition for a great team effort”
Records aside, Hayes is keen to reiterate the message of the expedition. “Part of the motivation behind the expedition was not to break records, but to draw the world's attention to the issue of economic, social and environmental sustainability. Climate change is just one adverse effect of living beyond our means and I used this journey as the most visible example that limitless exponential growth in a finite world will become impossible” says the ambassador for several sustainability bodies.

Wednesday, November 10, 2010

ROAD into the Arctic in planning stage - 20 year plan

Yesterday, the three-day Arctic Gateway Summit kicked off at the University of Winnipeg. Hosted by the Manitoba Government and the university, the summit has brought together 200 Canadian and international transportation experts to discuss turning Manitoba and Nunavut into an Arctic trade hub. The conference “will include a focus on sustainable communities, increasing international trade through the Arctic and economic development opportunities for northern communities and Indigenous peoples.”
In 2007, Canada created the “National Policy Framework for Strategic Gateways and Trade Corridors,” designed to promote strategies that improve the transportation networks that are the lifeblood of Canadian trade. Canada already has three geographically-specific gateway policy plans in action: the Asia-Pacific Gateway, the Ontario-Quebec Continental Gateway, and the Atlantic Gateway. The Arctic Gateway could become the fourth.
On the first day of the Arctic Gateway Summit, Manitoba Premier Greg Selinger and Nunavut Premier Eva Aariak signed a memorandum of understanding (MOU), in which the two provinces agreed to begin undertaking a cost-benefit study of an all-weather road connecting Gillam, Manitoba and Nunavut.
As reported by CBC News, Selinger said,
“One of the problems of climate change is that winter roads just don’t last as long anymore…So some communities get cut off from the goods and services they need. If we’re going to develop the economy, we need the proper infrastructure and a road is a key part of that.”
Cracking, melting ice roads are a threat not only to small communities dependent on them to receive supplies, but also mining companies and other major industries in northern Canada vital to the country’s exports. When ice roads fail, residents and businesses are forced to fly in necessary supplies, an expensive and inefficient last resort.
If built, the all-weather road would likely start in Gillam, Manitoba and cut through Churchill, which many hope to turn into a major deep-water Arctic port. Then, the road would curve north along the coast of the Hudson Bay, passing through the towns of Arviat, Whale Cove and Rankin Inlet in Nunavut. The 2007 Nunavut-Manitoba Selection Study suggested several possible routes for such a road while concluding that the “Eastern Route” passing through the above towns would be the best option. A map of the possible routes is available here (PDF). The light blue and yellow lines form the Eastern Route. Building the road would not be easy: engineers would have to contend with ice, lakes, rocky coastlines, and permafrost, to name a few of the elements of the High North. A 40-page presentation on the topic put out by the same researchers sheds more light on all-weather road building in Canada (PDF).
The road could even be linked to CentrePort Canada, the country’s CAN $212 million endeavor to turn Winnipeg, Manitoba - the geographic center of North America - into a major inland port. Air routes over the North Pole to Europe and Asia would be time-competitive with flights from Canada’s coasts. Money is also being poured related projects, such as the rehabilitation of the Hudson Railroad linking the town of The Pas, Manitoba with the Port of Churchill.
Summit leaders hope not only to turn Manitoba into an “Arctic Gateway,” but to also reshape Canadian Arctic policy so that the development of a gateway lies at the heart of policy-making in the High North. For Manitoba and the surrounding areas to meet the criteria of a gateway, they would have to demonstrate the following attributes:
  1. Alignment with Canada’s international commercial strategy,
  2. Significant volumes and trade value,
  3. Prospects in emerging trade and transportation opportunities,
  4. Scope for improvement through strategic investment, and
  5. Role for federal government involvement.
More information defining “gateways” can be found in a document entitled “Canada’s Arctic Gateway: Discussion Paper Summary” (PDF).
Though it will reportedly take 20 years for the transportation networks to come together, if the all-weather road is built, Churchill truly becomes an important Arctic port, and cross-polar air routes from Winnipeg really take off, that will be a strong foundation for an Arctic Gateway linking North America, Europe, and Asia.

Shipbuilding heading into $35B storm - USA behind demands - good stimulus projects?


Canada's three largest shipbuilders are fighting for two contracts with a estimated value of $35-billion, or roughly four times the price tag of the F-35 jet fighter contract that's got everybody in a lather. But with one bidder in Quebec and another just down the road from Defence Minister Peter MacKay's home harbour in Nova Scotia, the largest West Coast shipbuilder is wondering if the political fix is in.
The federal government needs frigates, coast guard vessels, Arctic patrol ships, a huge polar icebreaker and supply ships, with maintenance contracts filling in the lag times between building contracts.
Federal officials are now scouting out the eligible shipyards. To the winners will go many years of stable government contracts. To the loser, a prolonged scramble to stay afloat.
Jonathan Whitworth, CEO of Vancouver-based Washington Marine Group, eyes the competition -- Irving Shipbuilding of Halifax and Davie Yards Inc. of Montreal -- and wonders if he'll be a victim of government meddling with business decisions for political purposes.
Whenever Quebec is in a crucial bidding process, the competition tends to get politically dicey. With Atlantic Canada in need of an economic boost, Halifax gets the empathetic edge. That leaves Vancouver as an early underdog at the Cabinet table.
"Have we heard the rumours? Yes. Are we fearful that political answers could sway the opinion? I'll also say yes," admits Mr. Whitworth. "But we're not worrying about other shipyards. We're making sure the federal government knows what we're doing and what we've done for over 50 years. If it's an open, fair and transparent decision, we'll have nothing to worry about."
The clearest hint at the sensitivity of the issue was a privy council decree banning lobbyists from representing the bidding shipyards to politicians or bureaucrats. There's to be no perception of key
ministers being arm-twisted by old friends, even though plenty of background advice is now in circulation out of the lobbyist registrar's sight.
If last week's potash protectionism was a precedent, serious trouble is ahead for a government that continues to value its political payoff above all other considerations. It means Quebec City's NHL hockey arena is all but guaranteed to receive federal funding to save a handful of vulnerable Conservative seats in the region, opening the vault to tax frigates, coast guard vessels, Arctic patrol ships, a huge polar icebreaker and supply ships payer handouts for all manner of professional sports venues. And it suggests the mother of all regional squabbles is in the offing as the federal government pits three electoral battlegrounds against each other in a fierce competition for its massive ship-buying spree.
What would infuriate the West, perhaps with the visceral intensity of reaction to Brian Mulroney shifting the CF-18 maintenance contract from Winnipeg to Montreal, would be to shun the West and sign the biggest contract with Montreal's Davie Yards, a possibility considered likely in B.C., one senior MP confided to me this week.
Davie Yards has received almost $700-million in government loans or loan guarantees in the past two years, most of it from the Export Development Corp. of Canada. That is far greater than the support given to its contract bidding rivals which, in Washington Marine's case, amounts to zero.
Yet despite all the support at extremely favourable terms, Davie languishes in bankruptcy protection and is looking for buyers all around the world.
Daviecommunications vice-president Marie-Christine St-Pierre declined comment on the company's efforts to find a buyer beyond confirming interest from two potential investors she declined to name. But she insists the shipyard is ready and able to deliver any contracts it signs with the federal government.
The stakes go far beyond the health of an individual company. The 28 large ships proposed for construction over the next three decades would create two national shipyards and a sustainable economic base for the selected regions.
So far, nobody's complaining about the preliminary selection process. Requests for proposals will roll out next spring and the contracts likely decided by the federal cabinet in the fall of 2011.
But if selection process is anything but totally shipshape, Western alienation will be back on deck.


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