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Arctic Yearbook 2015
2011): the regulations apply to all Canadian and foreign vessels conducting international transits, but
do not apply to vessel operating exclusively in waters under Canadian jurisdiction.
Commercial fisheries were also left divided into Inuit and non-Inuit fisheries because their operations
are quite different; Inuit fishers operate at the local level, whereas non-Inuit fishers are directed by
international commercial interests. Another set of stakeholders that could have been grouped were
those operating for tourism purposes: the cruise industry and adventure tourists. They were left
separated because the cruise industry is highly regulated, whereas adventure tourists essentially operate
on their own. The cruise industry was also left separated from international and domestic shipping
because their purposes for operating in the Arctic, parts of the legal framework surrounding their
activities, and the type of voyages they undertake are significantly different.
Finally, we decided to combine the territorial governments under one stakeholder group. This decision
was made because, although their agendas may differ, their general mandate and role in the realm of
shipping in the Canadian Arctic is the same. This is particularly true given the scale at which we are
conducting this study.
Some stakeholders were consciously omitted from the analysis, such as the International Chamber of
Shipping and the International Labour Organization. Although they do influence aspects of shipping,
they were not considered to be central to the development of shipping in the Canadian Arctic
specifically. The International Chamber of Shipping promotes the interests of shipowners and
operators, and the International Labour Organization addresses workers’ rights, but neither
contributes to the demand for shipping in the Canadian Arctic that will drive changes in volumes of
activities. In addition, many of these organizations collaborate with the IMO to develop guidelines
and regulations for maritime activities. The decision was also made to exclude port authorities because
there is a known lack of deepwater ports, places of refuge, marine salvage, and adequate port facilities
in the Canadian Arctic, and the ports from which vessels voyaging to the Arctic originate are located
outside the region, and outside the scope of our study.
Table 1. All identified stakeholders organized alphabetically by stakeholder group. For a complete list of all stakeholders
and stakeholder groups, their scale(s) of operations, and their interests, see Appendix 1 on our website. 5
Stakeholder Group
Stakeholders Included in Group
Aboriginal Affairs & Northern
Development Canada (AANDC)
Canadian Polar Commission
Adventure tourists
Arctic Council
Arctic Contaminants Action Program (ACAP); Arctic
Monitoring & Assessment Programme (AMAP); Conservation
of Arctic Flora and Fauna (CAFF); Economic Council;
Emergency Prevention, Preparedness & Response (EPPR);
Protection of the Arctic Marine Environment (PAME);
Sustainable Development Working Group (SDWG)
Banks/Insurance market
Underwriters, lawyers, P&I Clubs
Canadian Northern Economic
Development Agency (CanNor)
Maritime Activities in the Canadian Arctic