Arctic Yearbook 2015 - Page 57

57 Arctic Yearbook 2015 in the governance of Arctic maritime activities, its work on the AMSA, and because of the support it receives from stakeholders. We determined five categories of interests: 1. Climate & Environment: pollution (spills, ejections, discharges, noise, light, invasive species); response; environmental protection; sustainable development; environmental hazards to and from ships; climate change. 2. Economics: business development; cost-efficiency; trade; financial gains; economic utilization of natural resources (petroleum, gas, minerals, fish); competitiveness; employment; income; sustainability. 3. Safety, Security & Defence: search and rescue; safety of navigation; maritime security; sustainability. 4. Health & Social: health; happiness; well-being; tensions and social problems; welfare. 5. Inuit-Specific Aspects: culture; language; traditional activities. Safety, security & defence are grouped for our analysis because of the similarities in concerns within the three topics. Based on a presentation given by Major Pascal Sévigny of the Canadian Department of National Defence at the Warming of the North Conference4, they are viewed along a gradient rather than as three distinct areas of interest. From sources to structured data Stakeholder segmentation We identified seventy-eight stakeholders; to simplify the analysis we decided to combine sets of stakeholders into stakeholder groups (SGs) (Table 1). The clusters were made according to four criteria: a) departments or working groups within the same authority (e.g., the Arctic Council includes its various working groups; and the Canadian Department of National Defence includes the Canadian Rangers, Defence Research and Development Canada, the Joint Rescue Coordination Centres, Joint Task Force North, and the National Search and Rescue Secretariat); b) characteristics; c) interests; and d) a combination of points b and c. For example, the banks and the insurance market have been clustered, as they both play similar roles in determining whether a ship will be able to voyage in the Arctic. According to a stakeholder with considerable experience on this topic, in order for a ship to be built, a finance agreement must be established with a bank. Such agreements often require that the vessel has insurance, sometimes from a particular company known to have high standards, and require that the vessel remain in compliance with its insurance policy. As such, it was not seen as appropriate to include one and not the other, but it was unnecessary to separate the two. Afte ȁ