Facilities used by the Ministry of Natural Resources' Aviation Forest Fire and Emergency Services (AFFES) branch. This dataset is used to support aviation forest fire and AFFES business operations.

Weather Elements on Grid (WEonG) based on the High Resolution Deterministic Prediction System (HRDPS) is a post-processing system designed to compute the weather elements required by different forecast programs (public, marine, aviation, air quality, etc.). This system amalgamates numerical and post-processed data using various diagnostic approaches. Hourly concepts are produced from different algorithms using outputs from the pan-Canadian High Resolution Deterministic Prediction System (HRDPS-NAT).

Canadian airports served by NAV CANADA control towers or flight service station.

The purpose of this dataset is to provide maintained runway locations as points. These points are the centroids of the Runway_Poly_25k dataset. Runways include airports, aerodromes, and airstrips managed by Transportation Aviation Yukon. The latitude and longitude locations in the table are based on the centroid of the runway.Distributed from [GeoYukon](https://yukon.ca/geoyukon) by the [Government of Yukon](https://yukon.ca/maps) . Discover more digital map data and interactive maps from Yukon's digital map data collection.For more information: [geomatics.help@yukon.ca](mailto:geomatics.help@yukon.ca)

This layer is derived from data provided by Nav Canada. This layer should not be used for navigation purposes. Official GEO title: Airport Other

Description:Data on recreational boating are needed for marine spatial planning initiatives in British Columbia (BC). Vessel traffic data are typically obtained by analyzing automatic identification system (AIS) vessel tracking data, but recreational vessels are often omitted or underrepresented in AIS data because they are not required to carry AIS tracking devices. Transport Canada’s National Aerial Surveillance Program (NASP) conducted aerial surveys to collect information on recreational vessels along several sections of the BC coast between 2018 and 2022. Recreational vessel sightings were modeled against predictor variables (e.g., distance to shore, water depth, distance to, and density of marinas) to predict the number of recreational vessels along coastal waters of BC.The files included here are:--A Geodatabase (‘Recreational_Boating_Data_Model’), which includes: (1) recreational vessel sightings data collected by NASP in BC and used in the recreational vessel traffic model (‘Recreational_Vessels_PointData_BC’); (2) aerial survey effort (or number of aerial surveys) raster dataset (‘surveyeffort’); and (3) a vector grid dataset (2.5 km resolution) containing the predicted number of recreational vessels per cell and predictor variables (‘Recreational_Boating_Model_Results_BC).--Scripts folder which includes R Markdown file with R code to run the modelling analysis (‘Recreational_Boating_Model_R_Script’) and data used to run the code.Methods:Data on recreational vessels were collected by NASP during planned aerial surveys along pre-determined routes along the BC coast from 2018 to 2022. Data on non-AIS recreational vessels were collected using video cameras onboard the aircraft, and data on AIS recreational vessels using an AIS receiver also onboard the aircraft. Recreational boating predictors explored were: water depth, distance to shore, distance to marinas, density of marinas, latitude, and longitude. Recreational vessel traffic models were fitted using Generalized Linear Models (GLM) R packages and libraries used here include: AED (Roman Lustrik, 2021) and MASS (Venables, W. N., Ripley, 2002), pscl package (Zeileis, Kleiber, and Jackman, 2008) for zeroinfl() and hurdle() function. Final model was selected based on the Akaike’s information criterion (AIC) and the Bayes’ information criterion (BIC). An R Markdown file with code use to run this analysis is included in the data package in a folder called Script. Spatial Predictive Model: The selected model, ZINB, consist of two parts: one with a binomial process that predicts the probability of encountering a recreational vessel, and a second part that predicts the number of recreational vessels via a count model. The closer to shore and to marinas, and the higher the density of marinas, the higher the predicted number of recreational vessels. The probability of encountering recreational vessels is driven by water depth and distance to shore. For more information on methodology, consult metadata pdf available with the Open Data record.References:Serra-Sogas, N. et al. 2021. Using aerial surveys to fill gaps in AIS vessel traffic data to inform threat assessments, vessel management and planning. Marine Policy 133: 104765. https://doi.org/10.1016/j.marpol.2021.104765Data Sources:Recreational vessel sightings and survey effort: Data collected by NASP and analyzed by Norma Serra to extract vessel information and survey effort (more information on how this data was analyzed see SerraSogas et al, 2021). Bathymetry data for the whole BC coast and only waters within the Canadian EEZ was provided by DFO – Science (Selina Agbayani). The data layer was presented as a raster file of 100 meters resolution. Coastline dataset used to estimate distance to shore and to clip grid was provided by DFO – Science (Selina Agbayani), created by David Williams and Yuriko Hashimoto (DFO – Oceans). Marinas dataset was provided by DFO – Science (Selina Agbayani), created by Josie Iacarella (DFO – Science). This dataset includes large and medium size marinas and fishing lodges. The data can be downloaded from here: Floating Structures in the Pacific Northwest - Open Government Portal (https://open.canada.ca/data/en/dataset/049770ef-6cb3-44ee-afc8-5d77d6200a12)Uncertainties:Model results are based on recreational vessels sighted by NASP and their related predictor variables and not always might reflect real-world vessel distributions. Any biases caused by the opportunistic nature of the NASP surveys were minimized by using survey effort as an offset variable.

Offshore wind represents a potentially significant source of low-carbon energy for Canada, and ensuring that relevant, high-quality data and scientifically sound analyses are brought forward into decision-making processes will increase the chances of success for any future deployment of offshore wind in Canada. To support this objective, CanmetENERGY-Ottawa (CE-O), a federal laboratory within Natural Resources Canada (NRCan), completed a preliminary analysis of relevant considerations for offshore wind, with an initial focus on Atlantic Canada. To conduct the analysis, CE-O used geographic information system (GIS) software and methods and engaged with multiple federal government departments to acquire relevant data and obtain insights from subject matter experts on the appropriate use of these data in the context of the analysis. The purpose of this work is to support the identification of candidate regions within Atlantic Canada that could become designated offshore wind energy areas in the future.The study area for the analysis included the Gulf of St. Lawrence, the western and southern coasts of the island of Newfoundland, and the coastal waters south of Nova Scotia. Twelve input data layers representing various geophysical, ecological, and ocean use considerations were incorporated as part of a multi-criteria analysis (MCA) approach to evaluate the effects of multiple inputs within a consistent framework. Six scenarios were developed which allow for visualization of a range of outcomes according to the influence weighting applied to the different input layers and the suitability scoring applied within each layer.This preliminary assessment resulted in the identification of several areas which could be candidates for future designated offshore wind areas, including the areas of the Gulf of St. Lawrence north of Prince Edward Island and west of the island of Newfoundland, and areas surrounding Sable Island. This study is subject to several limitations, namely missing and incomplete data, lack of emphasis on temporal and cumulative effects, and the inherent subjectivity of the scoring scheme applied. Further work is necessary to address data gaps and take ecosystem wide impacts into account before deployment of offshore wind projects in Canada’s coastal waters. Despite these limitations, this study and the data compiled in its preparation can aid in identifying promising locations for further review.A description of the methodology used to undertake this study is contained in the accompanying report, available at the following link: https://doi.org/10.4095/331855. This report provides in depth detail into how these data layers were compiled and details any analysis that was done on the data to produce the final data layers in this package.

BC Airports identifies locations where aircraft may take-off and land. No guarantee is given that an identified point will be maintained to sufficient standards for landing and take-off of any/all aircraft. It includes airports, aerodromes, water aerodromes, heliports, and airstrips.

VIDEO FLIGHT POINTS are a specific GPS spatial point recorded during the video taping of the shoreline. They are represented by a specific latitude and longitude taken at a specific date and time. They are associated with a specific VIDEO SEGMENT and link to online Youtube video of the recorded flight.

This service provides routeing measures. These include established (mandatory) direction of traffic flow, recommended direction of traffic flow, separation lines, separation zones, limits of restricted routeing measure, limits of routeing measures, precautionary areas, archipelagic sea lanes (axis line and limit beyond which vessels shall not navigate) and fairways designated by regulatory authority.