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- Author or Editor: A. G. Barr x
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Abstract
Winter roads play a vital role in linking communities and building economies in the northern high latitudes. With these regions warming 2–3 times faster than the global average, climate change threatens the long-term viability of these important seasonal transport routes. We examine how climate change will impact the world’s busiest heavy-haul winter road—the Tibbitt to Contwoyto Winter Road (TCWR) in northern Canada. The FLake freshwater lake model is used to project ice thickness for a lake at the start of the TCWR—first using observational climate data, and second using modeled future climate scenarios corresponding to varying rates of warming ranging from 1.5° to 4°C above preindustrial temperatures. Our results suggest that 2°C warming could be a tipping point for the viability of the TCWR, requiring at best costly adaptation and at worst alternative forms of transportation. Containing warming to the more ambitious temperature target of 1.5°C pledged at the 2016 Paris Agreement may be the only way to keep the TCWR viable—albeit with a shortened annual operational season relative to present. More widely, we show that higher regional winter warming across much of the rest of Arctic North America threatens the long-term viability of winter roads at a continental scale. This underlines the importance of continued global efforts to curb greenhouse gas emissions to avoid many long-term and irreversible impacts of climate change.
Abstract
Winter roads play a vital role in linking communities and building economies in the northern high latitudes. With these regions warming 2–3 times faster than the global average, climate change threatens the long-term viability of these important seasonal transport routes. We examine how climate change will impact the world’s busiest heavy-haul winter road—the Tibbitt to Contwoyto Winter Road (TCWR) in northern Canada. The FLake freshwater lake model is used to project ice thickness for a lake at the start of the TCWR—first using observational climate data, and second using modeled future climate scenarios corresponding to varying rates of warming ranging from 1.5° to 4°C above preindustrial temperatures. Our results suggest that 2°C warming could be a tipping point for the viability of the TCWR, requiring at best costly adaptation and at worst alternative forms of transportation. Containing warming to the more ambitious temperature target of 1.5°C pledged at the 2016 Paris Agreement may be the only way to keep the TCWR viable—albeit with a shortened annual operational season relative to present. More widely, we show that higher regional winter warming across much of the rest of Arctic North America threatens the long-term viability of winter roads at a continental scale. This underlines the importance of continued global efforts to curb greenhouse gas emissions to avoid many long-term and irreversible impacts of climate change.
