AMATII: Identifying Arctic Opportunities and Challenges 30 May 2013

1. AMATII: Identifying Arctic Opportunities and Challenges 30 May 2013

2. AMATII Overview Initiative Goal: To evaluate Northern infrastructure by creating an inventory of maritime and aviation assets in the Arctic. Principal Investigator: Institute of the North, Anchorage, Alaska, USA Co-led by the United States and Iceland, under the guidance of the Arctic Council’s Sustainable Development Working Group

3. AMATII Overview • Project Deliverables: • Arctic Maritime and Aviation Infrastructure Database: a web-based, searchable inventory of baseline public data; • Arctic Maritime and Aviation Infrastructure Map: layers of port and airport infrastructure provide a graphical representation of asset locations; and • Guidance Document: proceedings of the Arctic Transportation Infrastructure Workshop (December 2012) plus examples of Northern aviation and maritime infrastructure.

4. AMATII Database • Parameters for data • Canada - including Port of Skagway (Alaska), Port of Churchill, and portions of Nunavik (Northern Québec) and northern Labrador and Newfoundland • Finland - north of 60º • Greenland – all • Faroe Islands - all • Iceland - all • Norway - north of 60º • Russia - north of 60º and the Bering Sea • Sweden - north of 60º • United States/Alaska - coastline along the Bering Sea, Chukchi Sea, and Beaufort Sea

5. AMATII Database • URL: http://arcticinfrastructure.org/ • Data was collected for aviation and maritime infrastructure in the following areas: • Location, including • ICAO and IATA codes, latitude & longitude, airport size • Operations (management), including • Hours of operation, contact info, customs, annual stats • Physical attributes, including • Number of runways, dimensions, surface, restrictions • Services, supplies, and communications • Medical assistance, nav aids, supplies, maintenance

7. Database interface

8. Opening maritime infrastructure

9. Maritime example - Murmansk

10. Map of Arctic maritime infrastructure

11. Map of Arctic aviation infrastructure

12. Arctic Transportation Infrastructure: Response Capacity and Sustainable Development3-6 December 2012  Reykjavik, Iceland

13. Workshop Findings • Continued evaluation of response capacity is needed. • Increasing attention is being paid to communications, workforce development, mapping/bathymetry, and navigational aids • There is not a one-size-fits-all approach to infrastructure development. • Infrastructure development must respond to social, environmental and cultural impacts.

14. Findings, continued • Creative funding strategies (i.e., PPPs) cannot be ignored. • Investments in infrastructure should be leveraged. • Sometimes there are simple solutions to problems that shared information can address. • Innovation can begin in the North where ingenuity sometimes means survivability. • Additional review of “loose” and mobile assets is warranted.

15. What’s next?

16. What newinformation is needed?

17. What layers are needed?

18. Additional new layers

19. Future: What ifs? The Arctic is not a static environment: • Diversion points- often to single runways or places of refuge. Worst case scenarios are difficult to plan for and planning needs to be done in stages. • Risk management strategies - recognizing the fluidity of risk management, consider proactive collaborative risk analysis with regular review for the future. • Costs of change - identify infrastructure that is under risk and needs remediation

20. Future: What else? These questions remain: • Mobile assets – What assets move within the Arctic as well as outside (e.g., icebreakers)? • Staging infrastructure – Where are primary, secondary and tertiary response assets located? • Role of private sector – What private and/or industry-owned assets need to be considered?

21. http://arcticinfrastructure.org/ www.institutenorth.org