CANADIAN HYDROGRAPHIC SERVICE - ANNOUNCEMENT REGARDING CANADIAN HYDROGRAPHIC SERVICE CHART PATCHES

Colour Web Patches are free to the mariner, and given the quality of many printers, should reproduce well. They will be available in real time all around the world.

CHS welcomes your feedback on this service at chsinfo@dfo-mpo.gc.ca

CANADIAN HYDROGRAPHIC SERVICE - CUMULATIVE CHART CORRECTIONS

The cumulative Notices to Mariners corrections for charts can now be accessed at

www.notmar.gc.ca/search/notmar-eng.php

CANADIAN HYDROGRAPHIC SERVICE - Current chart edition dates

CHART EDITIONS

The three terms described below are used to indicate the publication status of Canadian charts.

NEW CHART - "NEWCHT"

The first publication of a Canadian chart embracing an area not previously charted to the scale shown, or embracing an area different from any existing Canadian chart.

NEW EDITION - "NEWEDT"

A new issue of an existing chart containing amendments essential to navigation in addition to those issued in Notices to Mariners and making existing editions obsolete.

REPRINTS

A new issue of the current edition of a chart incorporating no amendments of navigational significance other than those previously promulgated in Notices to Mariners. It may also contain amendments from other sources provided they are not essential to navigation. Previous printings of the current edition remain in force.

The current chart edition dates can be accessed at www.chs-shc.gc.ca/charts-cartes/paper-papier/index-eng.asp

CANADIAN HYDROGRAPHIC SERVICE - PRINT ON DEMAND CHARTS - CARE AND USE

Background By providing nautical charts to the public, the goal of the Canadian Hydrographic Service (CHS) is to provide services for safe navigation in a fiscally responsible manner. As a result, CHS continues to expand its portfolio of nautical paper charts that are printed using Print On Demand (POD) technology. These charts are easily recognized by their whiter paper and the coloured logo of the Canadian Hydrographic Service. This new technology enables CHS to print charts in a more efficient manner while enhancing chart content through being able to quickly add new and important information. POD technology provides customers with up-to-date charts without the historical hand-drawn corrections or glued-on patches. Additionally, this technology eliminates out-of-stock situations which arise with the traditional printing and warehousing methods. In the event of a national emergency, CHS can respond to the appropriate authorities with best available information very quickly. Care of Your POD Chart CHS encourages its customers to handle the POD charts more carefully than the traditional lithographic charts. When plotting information on POD charts, use HB pencils and apply limited pressure. Testing has suggested that an

Indian gum eraser is more effective than alternatives when used on the product. This eraser is also suitable for charts printed using lithographic processes.

CANADIAN HYDROGRAPHIC SERVICE - TRANSPORT CANADA NAVIGATION SAFETY - ECDIS

Mariners are advised that ECDIS may not display some isolated shoal depths when operating in "base or standard display" mode. Route planning and monitoring alarms for these shoal depths may not always be activated. To ensure safe navigation and to confirm that a planned route is clear of such dangers, mariners should visually inspect the planned route and any deviations from it using ECDIS configured to display "all data". The automated voyage planning check function should not be solely relied upon.

*401 CANADIAN HYDROGRAPHIC SERVICE - ELECTRONIC NAVIGATIONAL CHARTS

NEW PRODUCTS
S-57 ENC NUMBER	CHART TITLE
CA373431	Hell Gate and Cardigan Strait
CA376243	Trinity Bay - Northern Portion/Partie Nord
CA470756	Halibut Bank to/à Ballenas Channel
CA476244	Trinity Harbour
CA576245	Trinity Wharves
CA576269	Shippegan Harbour
CA576270	Bathurst Harbour
CA673443	Scudder
CA673444	Westdock
WITHDRAWN PRODUCTS
CA173289	Lake Superior/Lac Supérieur
CA273095	Lake Huron/Lac Huron
CA470023	Topaze Harbour
CA470135	Continuation A
CA470308	Johnstone Strait, Port Neville to/à Robson Bight (Part 1 of 2)
CA570263	Whiterock Passage
CA573012	Lower Niagara River and Approaches
CA573099	Scudder
CA573326	West Dock
CA673358	Trapp Rock

*402 CANADIAN HYDROGRAPHIC SERVICE - SAILING DIRECTIONS - ATL 106 - Gulf of Maine and Bay of Fundy, First Edition, 2001 is now available as Print-on-Demand (POD) product.

The Sailing Directions booklet ATL 106 - Gulf of Maine and Bay of Fundy, First Edition, 2001 is now available as Print-on-Demand (POD) product. POD booklets are updated through Notices to Mariners to the date of printing. For instance, the POD version of ATL 106 now incorporates some 105 Notices to Mariners issued since 2001, which previously had to be manually added to the book. The Canadian Hydrographic Service (CHS) is converting all of its Sailing Directions to the POD format in response to requests received through our Level of Service initiative. Contact an authorized CHS dealer to purchase a new copy.

Please note that despite the new look, the content remains the same except that the Notices to Mariners have been incorporated up to the date of printing.

*403 St. Lawrence River - Central and Arctic Region - Transit of wide-beam vessels and long vessels.

Reference Notship Q0227/2013

Transit of wide-beam vessels and long vessels in the Québec-Montréal segment.

Definitions:

In the Québec-Montréal segment

Wide-beam vessel means a vessel whose overall length does not exceed 300.0 metres and whose width is equal to or greater than 32.5 metres, but not exceeding 44.0 metres.

Long vessel means a vessel whose overall length is between 270.0 and 300.0 metres and whose width does not exceed 44.0 metres


Effective date: Spring 2013.

This notice authorizes wide-beam and long vessels to safely navigate the St. Lawrence waterway between Québec and Montréal.

Mariners are requested to refer to the Notices to Mariners monthly edition at www.notmar.gc.ca - Edition 4 and chart VN-301. These documents explain which segments pose a risk. They are available on the Canadian Coast Guard, Central and Arctic Region website at www.marinfo.gc.ca.

This notice describes vessel transit conditions for:

1) Ice navigation (G);
2) Meeting in risk areas (R) ;
3) Overtaking in risk areas (D);
4) Anchorage areas (M).

1) Ice navigation (G)

G-1) The Corporation of Mid St. Lawrence Pilots (CMSLP) must appoint a liaison officer to work with the Ice Operations Centre in coordinating information on any ice-related risks that may be present during the transit of a wide-beam or long vessel.

G-2) Wide-beam and long vessels must wait for favourable conditions before proceeding through the waterway between Québec and Montréal, in accordance with the CCG Ice Operations Centre notices or directives. Accordingly, vessels must comply with the following conditions:

a) For an upbound vessel destined for the Québec-Montréal segment: At Île Blanche, the CMSLP pilot will notify the CCG Ice Operations Centre of the vessel's estimated time of arrival (ETA) at the Québec pilot station, as well as report on how the vessel is handling in the ice. The CCG Ice Operations Centre will then contact the CMSLP liaison officer and together they will assess the ice conditions, including weakened or unstable fast ice, with a view to determining whether dislodged ice floes could pose problems to shipping during the vessel's transit between Québec and Montréal;

b) Before a vessel leaves her berth, bound for the Québec-Montréal segment: the CMSLP liaison officer must contact the CCG Ice Operations Centre so that they together may assess the ice conditions, including any weakened or unstable fast ice, with a view to determining whether dislodged ice floes could pose problems to shipping during the vessel's transit in the Québec-Montréal segment.

G-3) Wide-beam and long vessels which, given their operational conditions, appear unable to overcome the forces exerted by the ice, whether due to:

*mechanical problems;
*problems with the propulsion system;
*limitations resulting from the types of propulsion system programming;
*or other,

shall not proceed upriver from Québec before the systems in question are re-established, in order to ensure safe passage at confined areas of the river.

G-4) When there is ice under pressure, as determined by the CCG Ice Operations Centre and the CMSLP liaison officer, wide-beam and long vessels must proceed under the Québec bridges with the tidal currents.

G-5) In the Lac St-Pierre sector, pilots must give preference to the meeting of vessels during daylight and under good visibility in order to clearly perceive vessel movement, the ice conditions and whether wake from passing vessels could result in the risk of fast ice breaking off.


2) Directives concerning the meeting of vessels in medium- and high-risk areas (R)

R-1) Meetings are prohibited in high-risk areas.
The high-risk areas between Québec and Montréal for vessels with a combined nominal breadth of between 65 and 72.6 metres and between 72.61 metres and 88 metres are identified on chart VN-301.

* Specific sector: Contrecœur course

a)The Contrecœur course sector is identified as a study sector for meetings of wide-beam vessels of a combined nominal breadth of between 72.6 metres and 88 metres. Though, a priori, meetings are prohibited, pilots will be able to meet other wide-beam vessels under favourable conditions. Before their vessels meet, the pilots must notify MCTS of the manoeuvres they have agreed on.

b) Within 10 days following the meeting, the CMSLP must provide CCG and TC authorities with a report describing the vessels' condition, the passage conditions, the environmental factors, the manoeuvring conditions and all relevant comments on how the vessels handled when they met.

R-2) Medium-risk areas are assessed by pilots to determine whether vessels may be able to safely meet where one or more of the factors listed below apply:

a) The medium-risk areas between Québec and Montréal for vessels with a combined nominal breadth of between 65 metres and 72.6 metres and between 72.6.1 metres and 88 metres are identified on chart VN-301. Before their vessels meet, the pilots must notify MCTS of the manoeuvres they have agreed on.

b) Within 10 days following the meeting, the CMSLP must provide CCG and TC authorities with a report describing the vessels' condition, the passage conditions, the environmental factors, the manoeuvring conditions and all relevant comments on how the vessels handled when they met.

c) In assessing the risks associated with the meeting of vessels, pilots must take the following factors into consideration:

1) Nighttime navigation: Darkness makes it more difficult to evaluate distances, background light can be confused with ship's navigation lights and aids to navigation, beacons are fewer and unlit in winter and the effect of wave action from passing vessels on shorelines is difficult to observe;

2) Visibility: When vessels meet, the visibility must be sufficient for the pilots to visually assess the approach between the two vessels. Pilots must take into consideration that aids to navigation have a theoretical availability (75% availability) of 4.3 nm and that buoys can be hidden under the ice cover;

3) Wind velocity and direction: Under certain vessel load conditions, wind direction and velocity (above 35 knots) can influence vessel manoeuvrability;

4) Manoeuvring distance: The pilot must ensure that he/she has sufficient distance to complete the manoeuvre and re-establish the course before the next medium- or high-risk area;

5) Marine traffic: The pilot must ensure that there are no other vessels manoeuvring to overtake or meet in the sector and must also consider recreational boating and other nautical activities. All manoeuvre agreements made between vessels that contradict these directives must be communicated to the sector's MCTS;

6) Vessel characteristics: The pilot must ensure that the vessel's manoeuvring characteristics and the distance separating the vessels are sufficient to counter the interaction effects between them;

7) Passage under overhead cables and bridges: In order to ensure safe passage, the pilot must make certain that he/she has the exact data on the vessel's draught and on the vertical clearance of any electrical lines and bridges at the place of passage;

8) Towing and dredging operations: MCTS must provide pilots with information on towing and dredging operations being carried out so that the pilot may adequately assess the situation and plan the vessel's passage;

9) Channel characteristics: The pilot must take into consideration the channel configuration, type of bottom, currents and tides.

Specific sectors: Portneuf Bend, Sorel-Tracy Bend and Pointe à la Citrouille
In the context of a meeting with a tanker, the pilot must ensure that the angle of incidence on the tanker's longitudinal axis is under 30° in order to increase the likelihood (in the event of a collision) of a ricochet effect on the broadside of the vessel instead of perforating her double hull.

R-3) Speed ​​control: In the context of a meeting of vessels that are subject to speed controls because of their draught, the pilots must adjust the prescribed speed so as to increase the safety margin by 50% more than that prescribed in the CCG underkeel clearance table, without, however, exceeding a speed over water (SOW) of 9 knots.

R-4) Meetings with long vessels are prohibited in the following areas (chart VN-301):

-Sainte-Croix Bend

-Barre à Boulard

-Cap Charles Bend

-Cap-à-la-roche Bend

-Champlain Bend

-Bécancour Bend

-Île de Grâces Bend

-Belmouth Bend

-The segment between Cap Saint-Michel and Île aux Vaches

-The downstream sector of Tétreauville

* 3) Directives on overtaking in medium- and high-risk (D)

D-1) Overtaking is prohibited in high-risk areas.
The high-risk areas between Québec and Montréal for vessels with a combined nominal breadth of between 65 metres and 72.6 metres and between 72.61 metres and 88 metres are identified on chart VN-301.

D-2) Medium-risk areas are assessed by pilots to determine whether a vessel may be able to safely overtake another where one or more of the factors listed below apply:

a) The medium-risk areas between Québec and Montréal for vessels with a combined nominal breadth of between 65 metres and 72.6 metres and between 72.6.1 metres and 88 metres are identified on chart VN-301. Before a vessel overtakes another, the pilots must notify MCTS of the manoeuvres they have agreed on;

b) Within 10 days following the meeting, the CMSLP must provide CCG and TC authorities with a report describing the vessels' condition, the passage conditions, the environmental factors, the manoeuvring conditions and all relevant comments on how the vessels handled when they met;

c) In assessing the risks associated with overtaking a vessel, pilots must take the following factors into consideration:

1) Nighttime navigation: Darkness makes it more difficult to evaluate distances, background light can be confused with ship's navigation lights and aids to navigation, beacons are fewer and unlit in winter and the effect of wave action from passing vessels on shorelines is difficult to observe;

2) Visibility: When a vessel overtakes another, the visibility must be sufficient for the pilots to visually assess the approach between the two vessels. Pilots must take into consideration that aids to navigation have a theoretical availability (75% availability) of 4.3 nm and that buoys can be hidden under the ice cover;

3) Wind velocity and direction: Under certain vessel load conditions, wind direction and velocity (above 35 knots) can influence vessel manoeuvrability;

4) Manoeuvring distance: The pilot must ensure that he/she has sufficient distance to complete the manoeuvre before the next medium- or high-risk area;

5) Marine traffic: The pilot must ensure that there are no other vessels manoeuvring to overtake or meet in the sector and must also consider recreational boating and other nautical activities. All manoeuvre agreements made between vessels that contradict these directives must be communicated to the sector's MCTS;

6) Vessel characteristics: The pilot must ensure that the vessel's manoeuvring characteristics and the distance separating the vessels are sufficient to counter the interaction effects between them;

7) Passage under overhead cables and bridges: In order to ensure safe passage, the pilot must make certain that he/she has the exact data on the vessel's draught and on the vertical clearance of any electrical lines and bridges at the place of passage;

8) Towing and dredging operations: MCTS must provide pilots with information on towing and dredging operations being carried out so that the pilot may adequately assess the situation and plan the vessel's passage;

9) Channel characteristics: The pilot must take into consideration the channel configuration, type of bottom, currents and tides.

D-3) Speed ​​control: When planning to overtake another vessel, the pilot must obtain the authorization of the vessel to be overtaken. The vessels will adjust their speeds to obtain, ideally, a ratio of 2:1 (twice the speed) in order to minimize the interaction effects between the vessels. However, the overtaking vessel must not maintain a speed that could lead to accelerated shoreline erosion or cause shoreline property damage.

D-4) Overtaking long vessels is prohibited in the following areas (chart VN-301):

-Sainte-Croix Bend

-Barre à Boulard

-Cap Charles Bend

-Cap-à-la-roche Bend

-Champlain Bend

-Bécancour Bend

-Île de Grâces Bend

-Belmouth Bend

-The segment between Cap Saint-Michel and Île aux Vaches

-The downstream sector Tétreauville

* 4) Directives concerning anchorage areas(M)

M-1) No anchoring of wide-beam or long vessels at the Pointe-aux-Trembles (PAT) anchorage, except under exceptional circumstances.

M-2) No wide-beam or long vessels may use the long-term anchorage areas in the sector of the waterway between Québec and Montréal.

M-3) The holding anchorage areas authorized for wide-beam or long vessels are the following: Québec/Saint-Nicolas, Trois-Rivières and Sorel/Lanoraie.

M-4) If wide-beam or long vessels use an authorized holding anchorage area, the avoidance radius of the anchorage point must not adversely affect traffic or make it deviate.

Cancels notships Q801 and Q828

Cancels notship Q0545/2012.

Cancels Notice to Mariners 617(T).

Q0227/2013

*404 CANADIAN COAST GUARD - LIST OF CHARTS AND REFERENCE CHARTS (SECTION I) AFFECTED BY TEMPORARY AND PRELIMINARY NOTICES

IN EFFECT March 29, 2013

(REVISED AND PROMULGATED QUARTERLY)

	2283		31-MAR(P)/00, 1207(P)/06
	2305		1204(P)/08
	3053		19-JAN(P)/01
	LC 4049		25-NOV(T)/11
	4140		108(P)/13; 204(P)/13
	4233		210(P)/12
	4236		1108(P)/12
	4237		26-SEP(T)/08, 1107(P)/12, 1109(P)/12
	4241		908(P)/12
	4266		608(P)/12, 609(P)/12
	4277		1110(P)/12
	4281		1111(P)/11
4306		611(P)/12
	LC 4320		26-SEP(T)/08
	4328		1106(P)/12
	4367		416(P)/12
	4385		26-SEP(T)/08
	4425		414(P)/12
	4426		1111(P)/12, 1112(P)/12
	4437		1205(P)/12
	4659		22-AUG(P)/08
	4909		613(P)/12, 810(P)/12
	4911		811(P)/12; 109(P)/13; 110(P)/13
	5449		808(P)/04
	5707		807(P)/04
	6241		108(P)/10
	6267		112(P)/06
	7010		153(T)/99
	LC 7011		153(T)/99
	7736		214(P)/12
	8012		25-NOV(T)/11