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Invasions at high latitudes are recognized as an emerging threat to native biodiversity, but non-native plants still are scarce in northern Canada. One factor potentially inhibiting further invasions may be below-ground interactions; in particular, it is unclear whether interactions with soil biota are likely to help or hinder the spread of new species into often challenging northern soils. In the Canadian subarctic, the non-native plant Linaria vulgaris has invaded human-disturbed soils in the town of Churchill, Manitoba (58.8°N) but for decades has failed to spread into natural communities. One explanation for this stasis might be greater resistance by soil communities in uninvaded areas relative to areas where this plant is established; however, no local evidence for plant-soil feedbacks exists. In one of the first papers to test the potential role of plant-soil feedbacks in an invasion at high latitudes, we planted L. vulgaris in soil serially inoculated with live and sterilized field-collected soil sampled from invaded or uninvaded sites, and measured plant performance (biomass) over three iterations. We also conducted soil chemical analyses to determine whether pH, and carbon, nitrogen, and phosphorous contents differ between invaded and uninvaded areas. There was no initial difference in biomass between inoculation treatments in the first two iterations. However, by iteration 3, we found that sterilization significantly increased L. vulgaris biomass in invaded soils, indicating feedback becomes negative in invaded soils compared to uninvaded soils. Soil chemistry did not differ significantly between invaded and uninvaded soils, though there was a tendency for invaded soils to contain more carbon and nitrogen. These results do not support the hypothesis that L. vulgaris is absent from uncolonized sites because soil communities resist invasion. Instead, they provide evidence that L. vulgaris is inhibited by plant-soil feedbacks in invaded soils, while feedbacks in native-dominated soils are not a barrier to further local spread. Thus, explanations for the restriction of this species must lie elsewhere. [ABSTRACT FROM AUTHOR]

This paper examines the paradoxical issues surrounding long-distance tourism to view polar bears, a form of tourism which is disproportionately (on a per capita basis) responsible for greenhouse gases (GHG) emissions that are negatively affecting survival chances of the species. It also notes that the phenomenon of “last chance tourism” is influencing more tourists to visit the region. The paper describes and explains the evidence that climate change is causing a substantial reduction in sea ice, vital for Arctic wildlife species survival, particularly mega fauna, such as polar bears. Churchill, Canada is one of the few places where tourists can easily view polar bears. A total of 334 on-site tourist surveys and 18 in-depth interviews were conducted to help evaluate tourist perceptions of climate change and to estimate their GHG emissions related to polar bear viewing tourism. Polar bear viewing tourists perceive climate change to be negatively impacting polar bears but do not necessarily understand how they themselves contribute to GHG emissions, or understand offsetting possibilities. The polar bear viewing industry is estimated to contribute 20,892 t/CO2 per season. Mitigation strategies, including reduction and offsetting programs are outlined. [ABSTRACT FROM AUTHOR]

Photography is an integral component in the observation of fauna in protected areas (Russell, 1995; Shackley, 1998). The importance of photography to wildlife tourism should come as no surprise since the relationship between photography and tourism has been well documented (Albers & James, 1988; Chalfen, 1979; Neumann, 1992). Behavioural observations and interviews conducted with polar bear viewers visiting the Churchill Wildlife Management Area near Churchill, Manitoba revealed motivations closely resembling what some authors have termed as ocular consumption (Lee, 2001; Ryan et al., 1999). This paper examines the relation between photography, the wildlife tourist gaze, and ocular consumption, and applies these concepts to one particular field setting. [ABSTRACT FROM AUTHOR]

In 2010, the University of Winnipeg and the Government of Manitoba hosted the Arctic Gateway Summit to discuss the regular use of a commercial shipping line running from Winnipeg to Murmansk, Russia via the Port of Churchill and the waters of Nunavut. In this article, I put this initiative in the historical and spatial context of the town of Churchill to help us understand how the Arctic Gateway represents the town's past and current positioning in Northern transportation and economic development plans. The Arctic Gateway vision echoes various proposals developed since the 1910s for a port on Hudson Bay to become a key link between Western Canada and foreign markets. However, it raises concerns among Churchill's leaders that the town is shifting from being perceived as a Northern Canadian community to becoming an outpost not quite North enough anymore. Based on archival work and interviews, I utilize community reactions to the Arctic Gateway project to examine how Churchill is positioned in the Canadian geography of transport and Northern development, and to reveal the shift that the community has perceived in recent years in terms of investment and public attention being directed to other, more Northern communities. Churchill, Manitoba et la porte d'entrée de l'Arctique : une mise en contexte historique Résumé En 2010, l'Université de Winnipeg et le gouvernement du Manitoba organisaient conjointement le Sommet Arctic Gateway (la porte d'entrée de l'Arctique) afin de se pencher sur l'exploitation courante d'une ligne maritime commerciale reliant Winnipeg et Mourmansk, Russie en passant par le port de Churchill et les eaux du Nunavut. L'objet de cet article est de placer cette initiative dans le contexte historique et spatial de la ville de Churchill afin de mieux comprendre comment l'idée de porte d'entrée de l'Arctique est reprise par cette ville et intégrée dans les plans de transport et de développement économique du Nord, anciens et actuels. Cette idée de porte d'entrée de l'Arctique fait écho à divers projets élaborés depuis les années 1910 misant sur l'ouverture d'un port dans la baie d'Hudson constituant un lien essentiel entre l'Ouest canadien et les marchés étrangers. Elle soulève pourtant des inquiétudes chez les dirigeants de Churchill qui constatent que la perception actuelle qu'on se fait de la ville évolue, allant d'une communauté nordique canadienne à un avant-poste qui n'est plus situé suffisamment dans le Nord. Un travail d'archives et des entrevues ont été effectués afin de recueillir des réactions de la communauté face au projet de porte d'entrée de l'Arctique. Ils permettent d'explorer la place occupée par Churchill dans la géographie canadienne des transports et du développement du Nord, et de rendre compte du glissement dans la perception de la communauté au cours des dernières années par rapport aux investissements et à l'attention du public qui se dirigent vers des communautés plus nordiques. [ABSTRACT FROM AUTHOR]