The Northwest Passage includes three sections:

        - East of Baffin Island : Baffin Bay between Greenland and Baffin Island to Lancaster Sound at the north end of Baffin Island

        -West of Baffin Island (impractical) : Through Hudson Strait south of Baffin Island, north through the Foxe Basin, west through the Fury and Hecla Strait, north to Lancaster Sound through the Gulf of Boothia and Prince Regent Inlet. The Fury and Hecla Strait is usually closed by ice.

        -North: From Lancaster Sound west through the Parry Channel to the Prince of Wales Strait on the northwest side of Victoria Island. (M'Clure Strait to the northwest is ice-filled; southwest through the Prince of Wales Strait between Victoria Island and Banks Island might be passable)

        -South: From Lancaster Sound west past Prince Regent Inlet (basically a cul-de-sac but it may be possible to exit west through the Bellot Strait), past Somerset Island, south through Peel Sound between Somerset Island and Prince of Wales Island, either southwest through Victoria Strait (ice-choked), or directly south along the coast through Rae Strait and James Ross Strait and west through Simpson Strait south of King William Island (shallow) into Queen Maud Gulf, then west along the mainland coast south of Victoria Island.

Many attempts were made to find a salt water exit west from Hudson Bay, but the Fury and Hecla Strait in the far north is blocked by ice. The eastern entrance and main axis of the northwest passage, the Parry Channel, was found in 1819. The approach from the west through Bering Strait is impractical because of the need to sail around ice near Point Barrow. East of Point Barrow the coast is fairly clear in summer. This area was mapped in pieces 

In first place, on the top-left hand corner, there is what we can call a title : Artic open for commerce. And a subtitle joined by a text : « As ice melts, a wide range of activities increase », « Shipping, oil and gas, exploration, tourism - all could become more accessible as thick ice recedes ». This underline the potential increase of activities such as tourist cruises but also exploitation of natural energies. On this map, resources, such as potential oil and gas fields are represented. It shows the resources of that area.This, point out the real advantage to have that new shift because it will be more simple to exploits those fields.

Then, on the bottom-right hand-corner, there is a larger view of the world, with the drawing of two maritims route : the Suez canal route and the Northern Sea route? Drawers of this map, pointed out the fact that taking the Northern Sea Route lead to a 35-days transit, whereas the Suez Canal one is 48-day transit. Of course, this last route is longer : 11,300 nautical miles against 7,600 nautical miles. Finally, we can imagine that taking the Central Arctic route will be even shorter than the others as it it passes by the North Pole. 

But, we can criticize this map. The North-West shipping route will have less advantaging impacts such as an impact on the environment and the ecosystem (ships will pollute water and the snow for example). There will be Consequences on the biodiversity (new mutating spaces and disapearance of older ones ). This shift will concurence with the Suez and Panama’s ones, so it means a decrease of traffic volume so a lost of money for the owners of those strategics passages. And lastly, it will have an impact on the lifestyle of local population (less food to hunt).

To conclude, we can say that the author of this map showed the advantages of opening that route such as potential resources and by showing the time travel aspects by mentioning the travel-day per each route. But, it’s clearly a piking side to promote the good values of the North-West shipping route because it doesn’t mention the negatives impacts of opening this route.