This study examines how the legal dispute between Canada and the United States, on the status of the Northwest Passage could be resolved through diplomatic means. It asserts that Canada is unable to unilaterally defend its claim to the Passage because it is unwilling to allocate the financial and military resources necessary for such a large undertaking. Joint military enforcement and policy cooperation with the United States outlined in an informal regime in which both countries continue to agree to disagree on the legal status of the Passage, will provide a more cost effective and politically pragmatic alternative to the current dispute. The creation of such an informal bilateral regime should include future efforts for joint environmental protection of the region and the mutual collaboration between military and civilian personal as well as, government agencies in monitoring naval passage through the Strait.

Climate change, with the possibility of an ice free Arctic ocean by 2015, has generated a renewed interest in the Arctic. This interest is being driven by the possibility of easier access to the abundant supply of resources such as oil, gas, minerals, and fisheries. Interest in Arctic tourism is also growing. Retreating sea ice will provide opportunities to avail of shorter routes for maritime traffic to and from Asia, North America, and Asia via the Arctic Ocean and Northwest Passage. In addition, the rate of population growth of local inhabitants in the Canadian Arctic is the fastest in Canada and one of the fastest in the world. A growing population will increase the demand for sealift resupply to Canada's northern communities. This work presents the first attempt to examine the role of privatization of icebreaking services in light of the present and projected shortages of infrastructure to support development in the Arctic. A unique combination of multiple methods within marine transportation, comprising of Delphi, grounded theory, and quantitative survey, is applied to investigate the potential for private involvement in the delivery of icebreaking services in the Canadian Arctic. This includes a novel application of Strauss and Corbin's Grounded Theory approach to develop hypotheses and relationships grounded in expert opinion. Although the Arctic Ocean may be ice free during the summers, there is still the issue of winter freezing and the threat of lingering multi-year ice which will impede marine transportation especially during periods of darkness and fog. The research shows that the future growth and development of the Canadian Arctic will undoubtedly require the use of designated icebreakers and ice strengthened vessels. However, Canada's fleet of Arctic icebreakers is ageing and considered unsuitable for future demands. While Canada has earmarked CAD $750M for the construction of one new icebreaker scheduled for delivery in 2017, the research shows that Icebreakers can be built outside of Canada for considerably less money and in less time. Also, the management and operation of the Canadian Coast Guard is under considerable security by the Auditor General of Canada. The research shows that not unlike others Arctic nations, there is potential for the creation of private-public partnerships in the delivery of Canadian Coast Guard services, principally icebreaking, in the Arctic.

The purpose of this thesis is to counterargue Simon Dalby’s claim that the national security perspective should be replaced by a global security perspective. Dalby argues that the national security is inappropriate to capture the current issues regarding the environmental security. To counterargue Dalby’s claim, I represent the national security perspective by using the perspective of states’ energy security, and compare current trends and issues regarding states’ energy security and the environmental security. This is done to argue that states can either chose to enhance their own energy security or the environmental security. Prisoners' Dilemma is then used as a theoretical framework on an explanatory example to provide insights about a dilemma, called the Energy- Environment Dilemma in this thesis, that curbs states’ ability to commit themselves to the cause of protecting the environmental security. The explanatory example used is the strategic importance of the Northwest passage for the U.S. and Canada. The results of this thesis suggests that the national security perspective, in combination with Prisoners’ Dilemma, is useful to provide insights about the Energy-Environmental Dilemma. Replacing it with a global security perspective would be to ignore a perspective which can provide insights about a challenge for states to commit to the cause of protecting the environmental security.

Seen as a valuable shortcut from Europe to Asia, the Northwest Passage could become an important shipping route, and Canada wants to be able to control it. However, the current Conservative Party government under Prime Minister Stephen Harper has led an aggressive, complex neorealist approach to securing sovereignty over the Passage consisting of loud diplomacy, military drills, and rejection of multilateral cooperation in the region. But this strategy that perceives Canada as a principle power is not sustainable. The government must accept that Canada simply cannot afford to unilaterally control and develop the Northwest Passage, and a liberal internationalist approach is what is needed. Rather than continuing to fight for international acknowledgment that the Passage is a domestic strait, Canada needs to recognize that the strait can be managed and developed much more effectively if it oversaw a multilateral development effort through the International Maritime Organization. This thesis will consist of five chapters: 1. The history of Canada and the Northwest Passage, 2. The benefits of a more accessible Arctic, 3. Challenges to developing a more open Arctic, 4. Three theoretical perspectives of Canadian foreign policy, 5. Returning to multilateralism: and effective Northwest Passage policy. Powered by...

The purpose of this paper is to analyse which navigational rights are applicable to foreign commercial vessels performing trans-arctic shipping through the Northwest Passage and how this affects the potential for Canada, through article 234 of the United Nations Convention on the Law of the Sea (UNCLOS), to issue national environmental legislation regulating pollution from ships. This is done through the method of legal dogmatics, characterised by analysis of the sources of law and the hierarchy between them. In this paper, the main sources of law employed are UNCLOS and relevant case law from the International Court of Justice. The main conclusions presented in the paper are that the Northwest Passage consists of a combination of territorial sea and exclusive economic zone, which generally means that commercial vessels are allowed innocent passage through the parts of the passage forming the territorial sea and are largely subject to freedom of navigation through those parts that form the exclusive economic zone. However, it seems likely that the Northwest Passage is a strait used for international navigation, in which case, the vessels passing through it are instead subject to the regime of transit passage. This would negatively affect the possibility for Canada to issue national legislation to regulate pollution from foreign vessels. However, as long as the Northwest Passage is covered by ice for most of the year, article 234 UNCLOS allows Canada far more leeway in regard to issuing anti-pollution legislation, both in the territorial sea and the exclusive economic zone, regardless of whether the Northwest Passage is found to be a strait used for international navigation. The passage regime applicable to foreign commercial vessels under article 234 could be characterised as a sui generis passage.

The British Empire is often traced back to the late sixteenth century and Sir Francis Drake's circumnavigation, but Tudor monarchs had been eyeing expansion beyond Britain long before Drake. John Cabot, commissioned by Henry VII in the late fifteenth century, became the first European to step foot in the Americas in five centuries. Half a century later, adventurers like Richard Chancellor and Sir Hugh Willoughby sought a possible Northeast Passage to Asia, interacting with the Sami and Russians along the way. These expeditions and others like them, funded by the English monarchy and merchants, aimed to expand the kingdom’s economic base and help England find its place in the world. Although the Northeast Passage and Northwest Passage were not successfully charted during the European Age of Exploration, these Tudor explorers contributed to geographic, social, and cultural knowledge and laid the foundation of the largest empire in world history.

Arctic Canada has seen significant ecological changes since the 1990s, leading to sea ice melt, increased temperatures, and increased accessibility to the Northwest Passage. The increased accessibility to the Northwest Passage has allowed for vessels to easily access maritime routes that were not previously accessible. Changes to the Arctic landscape has led to the beginning of open water shipping seasons in Arctic waters, attracting international audiences for trade, tourism, fisheries, and other economic activity. This new passageway increases options for companies to reduce costs in shipping, while also facilitating new and emerging hazards and risks for operational vessels. Comprehensive risk analysis and full assessments need to be completed to aid policy- and decision-makers to support and manage the increasing maritime traffic in Canadian Arctic waters. To fill this knowledge gap, the overarching aim of this master’s level research was to identify and preliminarily evaluate a comprehensive list of hazards (impact drivers) and risks (future impacts) for Maritime ship operations within Arctic Canada and to complete a preliminary assessment of identified maritime shipping hazards and risks throughout Arctic Canada. Hazards and risks were identified using several text-based sources, including social media, grey literature, and peer reviewed journal articles, in order to conduct a comprehensive content analysis to identify the perspectives and trends emerging among the online community. Natural language processing methods were then used, such as word frequencies, word correlation, and topic modelling to identify key phrases, terminology, and thematic groups. This allowed for the creation of an inventory of relevant hazard and risk themes and categories that could be used as a strong basis for informing a risk analysis. Emerging themes included: sea ice, navigability issues, geopolitical concerns, and operational challenges, among others. Following the identification of hazard and risk factors, a ‘failure modes, effects, and criticality analysis’ (FMECA) approach was used, along with a consequence-probability Rettinger ix matrix, as means of performing a preliminary risk analysis. The method enables the collection of information regarding hazard and risk descriptors, consequence, probability, control mechanisms, impacts, and data quality information, to establish a validated risk rating score. Risk rating scores are calculated using consequences and probability scores to determine average risk ratings for individual hazards and risks and at the sector-based category level. A total of 154 variables were inventoried: 55 hazards were identified and 99 risks were noted that influence maritime ship operations in Arctic Canada. Five variables were classified as ‘VERY HIGH’: three hazards (hydrocarbon releases, transportation of dangerous goods, and multiyear sea ice) and two risks (community member displacement and socioeconomic impacts on indigenous peoples). Five thematic groups were seen as priority risk ratings, two of which identified with “HIGH” data quality indexes (Sea Ice, Environmental). A total of 35 hazards and 36 risks are recommended for further investigation, being classified with a ‘VERY HIGH’ or ‘HIGH’ data quality score. Results of this research supports a preliminary attempt at a comprehensive risk analysis that can be used in the future to conduct a full risk assessment.

La théorie transgouvernementale s’appuie sur l’existence de réseaux transfrontaliers entre composantes de l’État exerçant des fonctions similaires dans une optique de gestion de problèmes communs. Le transgouvernementalisme canado-américain se caractérise par un faible abandon de souveraineté des partenaires, une forte participation des acteurs régionaux, une informalité dans les relations et une intégration des secteurs privé et public et de la société civile au sein de réseaux mixtes. Le modèle de gouvernance binationale en place dans la région du bassin du Saint-Laurent et des Grands Lacs présente toutes les caractéristiques du modèle typique d’intégration transgouvernementale canado-américain. Une analyse poussée révèle en effet une matrice complexe et solide de réseaux transgouvernementaux dont les multiples ramifications s’étendent aujourd’hui beaucoup plus loin que le strict cadre des ententes sous l’égide desquelles ces réseaux ont pris naissance. Si le modèle de l’intégration par réseaux transgouvernementaux apparaît comme la solution retenue par les pouvoirs publics dans la gestion collaborative du bassin du Saint-Laurent et des Grands Lacs, s’agit-il du modèle à privilégier en ce qui a trait à la gouvernance du Passage du Nord-Ouest? Bien que le modèle en place dans la région du Saint-Laurent et des Grands Lacs ne puisse être reproduit intégralement relativement à la gestion du Passage du Nord-Ouest, un modèle d’intégration transgouvernementale, du « bas vers le haut », axé sur la mise en place d’une réglementation commune en matière de navigation et sur une intégration opérationnelle visant à assurer la mise en œuvre de cette règlementation, s’avère approprié pour la gestion du Passage du Nord-Ouest. / Transgovernmentalism is based on the existence of transboundary networks between sub-national entities exercising similar functions in order to address common issues. Canada-United States transgovernmentalism can be characterised by limited relinquishment of sovereignty by partners, significant participation of regional actors, informality in the relations and the integration of the private and public sectors and civil society into mixed networks. The governance model in place in the St. Lawrence basin and the Great Lakes region presents all the features of the typical model of Canada-United States transgovernmentalism. A thorough analysis indeed reveals a complex and strong matrix of transgovernmental networks which ramifications now extend far beyond the strict framework of agreements under whose auspices these networks arose. However, if transgovernmentalism is the solution adopted by both governments for the collaborative management of the St. Lawrence basin and the Great Lakes, it is an appropriate governance model for the management of the Northwest Passage? Although the model in place in the region of the St. Lawrence basin and the Great Lakes can not be entirely reproduced for the management of the Northwest Passage, a “bottom-up” transgovernmental model focused on the implementation of common rules in the field of navigation, and on collaboration at the operational level to ensure the implementation of this regulation, is appropriate for the management of Northwest Passage.

La théorie transgouvernementale s’appuie sur l’existence de réseaux transfrontaliers entre composantes de l’État exerçant des fonctions similaires dans une optique de gestion de problèmes communs. Le transgouvernementalisme canado-américain se caractérise par un faible abandon de souveraineté des partenaires, une forte participation des acteurs régionaux, une informalité dans les relations et une intégration des secteurs privé et public et de la société civile au sein de réseaux mixtes. Le modèle de gouvernance binationale en place dans la région du bassin du Saint-Laurent et des Grands Lacs présente toutes les caractéristiques du modèle typique d’intégration transgouvernementale canado-américain. Une analyse poussée révèle en effet une matrice complexe et solide de réseaux transgouvernementaux dont les multiples ramifications s’étendent aujourd’hui beaucoup plus loin que le strict cadre des ententes sous l’égide desquelles ces réseaux ont pris naissance. Si le modèle de l’intégration par réseaux transgouvernementaux apparaît comme la solution retenue par les pouvoirs publics dans la gestion collaborative du bassin du Saint-Laurent et des Grands Lacs, s’agit-il du modèle à privilégier en ce qui a trait à la gouvernance du Passage du Nord-Ouest? Bien que le modèle en place dans la région du Saint-Laurent et des Grands Lacs ne puisse être reproduit intégralement relativement à la gestion du Passage du Nord-Ouest, un modèle d’intégration transgouvernementale, du « bas vers le haut », axé sur la mise en place d’une réglementation commune en matière de navigation et sur une intégration opérationnelle visant à assurer la mise en œuvre de cette règlementation, s’avère approprié pour la gestion du Passage du Nord-Ouest. / Transgovernmentalism is based on the existence of transboundary networks between sub-national entities exercising similar functions in order to address common issues. Canada-United States transgovernmentalism can be characterised by limited relinquishment of sovereignty by partners, significant participation of regional actors, informality in the relations and the integration of the private and public sectors and civil society into mixed networks. The governance model in place in the St. Lawrence basin and the Great Lakes region presents all the features of the typical model of Canada-United States transgovernmentalism. A thorough analysis indeed reveals a complex and strong matrix of transgovernmental networks which ramifications now extend far beyond the strict framework of agreements under whose auspices these networks arose. However, if transgovernmentalism is the solution adopted by both governments for the collaborative management of the St. Lawrence basin and the Great Lakes, it is an appropriate governance model for the management of the Northwest Passage? Although the model in place in the region of the St. Lawrence basin and the Great Lakes can not be entirely reproduced for the management of the Northwest Passage, a “bottom-up” transgovernmental model focused on the implementation of common rules in the field of navigation, and on collaboration at the operational level to ensure the implementation of this regulation, is appropriate for the management of Northwest Passage.

During the 1740’s, Hudson Bay went from an obscure backwater of the British Empire to a locus of colonial ambition. Arthur Dobbs revitalized Northwest Passage exploration, generating new information about the region’s environment and indigenous peoples. This study explores evolving English and British representations of Hudson Bay’s climate and landscape in travel and natural history writing, and probes British anxieties about foreign environments. I demonstrate how Dobbs’ ideology of improvement optimistically re-imagined the North, opening a new discursive space wherein the Subarctic could be favourably described and colonized. I examine how Hudson Bay explorers’ responses to difficulties in the Arctic and Subarctic were seen to embody, even amplify, central principles and features of eighteenth-century British culture and identity. Finally, I investigate how latitude served as a benchmark for civilization and savagery, subjugating the Lowland Cree and Inuit to British visions of settlement and improvement in their home territories.