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www.vanguardcanada.com FEBRUARY/MARCH 2017 29
a
s I noted in the last issue, a
state's ability to respond to
maritime security emergencies
in the area in question could
very well be a factor in any arbitration of
continental shelf delineation. But, given
Canada's limited financial resources, what
types of ports should be established?
The ideal port would have facilities for
not only resupplying southern-based Ca-
nadian Coast Guard (CCG), Royal Cana-
dian Air Force (RCAF) and Royal Cana-
dian Navy (RCN) vessels and helicopters,
but would also have year-round perma-
nently stationed assets to ensure reliable
coverage. However, this would likely be
prohibitively expensive and simply un-
sustainable, particularly given the need
for multiple such facilities throughout
the Arctic. Instead, a more feasible idea
would be a mix of bases and stations. The
refuelling complex currently under con-
struction at Nanisivik is a good example
of a station enabling southern assets like
icebreakers and the future Harry DeWolf-
class Arctic Offshore Patrol Ships to ex-
tend their presence in the north. Similar
stations scattered throughout the region
would be crucial in the coming decades as
the ice continues to retreat and the ease of
access further north increases.
To keep costs down, stations that are
located further away from mainstream
traffic can be of less complexity. So long
as a web of stations exists within sailing
or flying range of any one station, each
station can have a level of provisions com-
mensurate with its expected level of traffic
and their staffing presence limited to the
summer sailing season. The maintenance
of these stations should be made easier
and more affordable by the increased reli-
ability of automation technology.
But it will also be necessary to establish
So long as a web of stations exists within sailing
or flying range of any one station, each station
can have a level of provisions commensurate
with its expected level of traffic and their staffing
presence limited to the summer sailing season.
