NOTICES TO MARINERS
PUBLICATION
WESTERN EDITION

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

The cumulative chart corrections published in Notices to Mariners can now be accessed at
https://www.notmar.gc.ca/corrections-en.php

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

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 the 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.

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.

The Canadian Hydrographic Service has been recently informed that there is an error in the following chart catalogue:
Catalogue 2: Pacific Coast/Côte pacifique

Affix patch to Catalogue 2: Pacific Coast/Côte pacifique provided in Section 1 of this monthly edition.
https://www.notmar.gc.ca/publications/monthly-mensuel/images/ed072017-part1-catalogue2-patch.pdf

The Canadian Hydrographic Service of the Pacific Region has recently been informed that there is an error in the 2018 Canadian Tide and Current Tables Volume 6 - Discovery Passage & West Coast of Vancouver Island, page 120, Index no. 8512 – NEAH BAY.

Mariners should replace the values for Neah Bay, Index no. 8512 using the attached Table 3 for page 120 provided in Section 1 of this monthly edition.
https://www.notmar.gc.ca/publications/monthly-mensuel/images/ed012018-part1-tidal-information-vol6-p120.pdf

The Canadian Hydrographic Service has moved patch downloads from http://www.chs-shc.gc.ca/patches/ to ftp://ftp.dfo-mpo.gc.ca/patches/. The PDF versions of the monthly editions of Notices to Mariners prior to July 2017 are published with the previous location to download patches, while the HTML versions have the updated hyperlinks to the new location. These changes have also been applied to the “Search Chart Corrections” service on the Notices to Mariners website (https://www.notmar.gc.ca/corrections-en.php).

This is to notify you that a new Ship Safety Bulletin has recently been posted to the Transport Canada website at www.tc.gc.ca/ssb-bsn/.

To go online to view or download this bulletin, please click on the link below:

SSB#05/2018 – Coming into force: New Arctic Shipping Safety and Pollution Prevention Regulations
RDIMS#13616911

Sign yourself up for e-Bulletin to receive an e-mail notice each time a new Ship Safety Bulletin is published on our Website.

Contact us at: marinesafety-securitemaritime@tc.gc.ca or 1-855-859-3123 (Toll Free).

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AMEND

Wrecks of HMS Erebus and HMS Terror National Historic Site of Canada

In 1992, the wrecks HMS Erebus and HMS Terror were designated as a national historic site under the Historic Sites and Monuments Act, despite the locations of both wrecks being unknown at that time. The wrecks were designated for their direct association with Sir John Franklin’s last expedition. The initial discovery of a shipwreck belonging to the Franklin expedition was confirmed on September 7, 2014. On October 1, 2014, it was announced that the shipwreck had been identified as HMS Erebus. In September 2014, an expedition led by Parks Canada discovered the wreck of HMS Erebus. Two years later, the wreck of HMS Terror was located.

In April 2015, a 10 km by 10 km area of seabed surrounding HMS Erebus was added to the National Historic Sites of Canada Order. In 2017, the site of HMS Terror was added, comprising a protected area measuring 57.8 km² (approximately 6 km by 10 km).The sites now benefits from legal protection under the Canada National Parks Act (S.C. 2000, c. 32) and relevant regulations, which prohibit the removal of artifacts and allow for control of access and activities that may damage the wrecks. This is the 168^th national historic site administered by Parks Canada.

Coordinates

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AMEND

Restrictions and Permitting Requirements

1.No person shall enter the Wrecks of HMS Erebus and HMS Terror National Historic Site of Canada without written authorization from the Field Unit Superintendent, except where a person is a beneficiary Nunavut Inuk accessing the site for harvesting as provided in the Nunavut Land Claims Agreement (NLCA NA). Cruise ships and other vessels are currently not allowed in the Wrecks of HMS Erebus and HMS Terror National Historic Site of Canada.

Anyone wishing to enter the national historic site for official reasons (e.g., other government departments) should contact Parks Canada at least 60 days in advance of their trip.

2.No person shall conduct the following restricted activities without written authorization from the Field Unit Superintendent:

a.engaging in activities for the purpose of discovering, surveying or documenting archaeological, historical or cultural resources, including wreck that has heritage value; 

b.engaging in activities that may physically disturb or damage archaeological, historical or cultural resources, including wreck that has heritage value;

c.removing archaeological, historical or cultural resources, including wreck that has heritage value;

d.anchoring, except when undertaken by a beneficiary under the NLCA Nunavut Inuit for purposes of harvesting; and

e.diving, except when undertaken by a beneficiary under the NLCA Nunavut Inuit for purposes of harvesting.

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DELETE

Transit of Vessels with Combined Breadth Equal to or Higher than 81.3 metres in the Traverse du Nord Sector of Île d’Orléans

Background/Context:

As a result of the recent passage of post-Panamax vessels en route to ports located upstream from the Traverse du Nord Sector of Île d’Orléans, the Canadian Coast Guard proceeded with a review of Marine Traffic Management Rules applicable to that segment of the St. Lawrence Waterway.

The rules described hereafter are mainly based on the Canadian Coast Guard Guidelines for the Safe Design, Maintenance and Usage of Navigation Channels and on consultations with concerned marine stakeholders.

Effective December 1, 2009, the following measures shall apply to vessels with a combined breadth equal to or higher than 81.3 metres.

1.Passage (encounter) and overtaking of two (2) vessels, each with a combined breadth equal to or higher than 81.3 metres, shall not be authorized in the dredged channel of Traverse du Nord, between Buoys K-136 and K-92.

2.Should a vessel be required to slow down or stop to avoid encountering within the limits of the dredged channel, the vessel with a following current (stern) shall have priority to maintain course (ref. Collision Regulations, Rule 9, Section K).

3.The Marine Communications and Traffic Services Officer (MCTSO) shall inform the vessels concerned sufficiently in advance in order for the vessels to make appropriate arrangements to abide by these measures.

4.The vessels concerned shall inform the MCTS Officers of their agreed arrangements in order for MCTS to advise relevant traffic accordingly.

Note:In applying the above measures, it is understood that the bridge crew shall consider all hazards to navigation, risks of collision and any specific circumstances, such as limitations of the concerned vessels, and may therefore have no alternative but to deviate from the prescribed measures in order to avoid an immediate danger. Should there be sufficient reasons to derogate from these prescribed rules, the Pilot shall inform the MCTS Officer who will immediately relay the relevant information to other waterway users.

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REPLACE WITH

TRANSIT OF VESSELS WITH COMBINED BREADTH NOT EXCEEDING 96 METRES IN THE TRAVERSE DU NORD SECTOR OF ÎLE D'ORLÉANS.

Context:

To improve the fluidity of marine traffic and ensure safe navigation, the Standing Committee on Marine Safety, co-chaired by the Canadian Coast Guard and Transport Canada, is recommending new guidelines on the transit of vessels with a combined breadth* of between 81.3 metres and 96 metres in the segments between buoys K-92 to K-112, K-112 to K-132 and K-132 to K-136 in the Traverse du Nord Sector of Île d’Orléans.

The guidelines described below are based primarily on the CCG and PIANC (World Association for Waterborne Transport Infrastructure) Guidelines for the Safe Design of Commercial Shipping Channels and consultations with the marine stakeholders involved.

It is important to note that the guidelines below are minimum requirements. Nothing in these rules shall exonerate any vessel, or the pilot, captain or crew thereof, from the consequences of any neglect to comply with these rules or of the neglect of any precaution, which may be required by the ordinary practice of seamen, or by the special circumstances of the case. The role of the Canadian Coast Guard and its officers is limited to providing the information at its disposal in a timely manner.

Definitions:

Breadth: For this pilot project in the Traverse Nord, vessel breadth refers to the “moulded breadth” of a vessel.

Abbreviations:

MCTS: Marine Communications and Traffic Services

CCG: Canadian Coast Guard

CLSLP: Corporation of the Lower St. Lawrence Pilots

UKC: Under-keel clearance

Effective Date:

Beginning May 5, 2018, the following measures will apply to vessels with a combined breadth between 81.3 metres and 96 metres:

The new guideline on managing meetings of vessels is being implemented as a pilot project for a maximum trial period of 36 months. Adjustments may be made to the guidelines in consultation with stakeholders during this trial period.

After the trial period, the Standing Committee on Marine Safety will evaluate the temporary guidelines in this notice to propose a management and/or regulatory framework for implementing rules on the transit of vessels throughout the Traverse du Nord Sector.

Application:

1.Two (2) vessels with a combined breadth equal to or greater than 81.3 metres are prohibited from meeting in the navigable channel of Traverse du Nord between buoys K-132 and K-136 and buoys K-92 and K-112.

2. Two (2) vessels with a combined breadth of between 81.3 metres and 96 metres might be permitted to meet between buoys K-112 and K-132 as long as the following minimum requirements are met:

-Visibility is at least 5 nm so that the pilots can visually assess the approach between the two vessels;

-Winds are 25 knots or less between buoys K-112 and K-132;

-A minimum margin of safety/manoeuvrability according to the UKC table in effect is maintained;

-Real-time data is available from the St-François tide gauge (IO);

The pilot is responsible for ensuring that all these minimum requirements are met and that there is no safety issue prior to meeting another vessel in the segment between buoys K-112 and K-132.

3. Traffic management (meetings between ships):

-The MCTS officer shall provide information about marine traffic in a timely manner so that pilots can make the necessary arrangements to satisfy the guidelines on meetings of vessels.

-The vessels involved shall notify the MCTS Officer of the agreed procedure that has been taken, to share appropriate information with relevant traffic.

If the breadth of one of the vessels exceeds 50 metres, with a combined breadth not exceeding 96 metres, the bridge crew and pilot will manage the meeting conditions utmost carefulness.

Guidelines on meetings

-To ensure safe passage, meeting places are identified and evaluated by pilots.

-The CLSLP shall provide a meeting report to CCG and TC authorities within 10 days of the meeting. This report must describe the vessels’ condition, the passage conditions, the environmental factors, the manoeuvring conditions and all relevant comments on how the vessels handled when they met.

-In assessing the risks associated with the meeting of vessels, pilots must take the following factors into consideration in all seasons:

•Nighttime navigation. All seasons. Darkness makes it more difficult to evaluate distances; background light can be confused with ship’s navigation lights and aids to navigation. In addition, beacons are fewer and unlit in winter.

•Visibility. When vessels meet, the visibility must be at least 5 nm 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.

•Wind velocity and direction. Under certain vessel load conditions, wind direction and velocity can influence vessel manoeuvrability.

•Manoeuvring distance. The pilot must ensure that he/she has sufficient distance to complete the manoeuvre and re-establish the course.

•Marine traffic. The pilot must ensure that there are no other vessels manoeuvring to meet in the sector and must also consider recreational boating and other nautical activities. All manoeuvre agreements that contradict these directives must be communicated to the sector’s MCTS.

•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.

•Towing and dredging operations. The MCTS officer must provide information on towing and dredging operations being carried out so that the pilot may adequately assess the situation and plan the vessel’s passage. At the pilot’s request, dredging operations must be stopped to ensure safe passage.

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

•Meeting velocity. At all times, the velocity of vessels must make it possible to have a UKC that complies with the UKC standards in place given that during meetings of vessels, the squat is significantly increased. A safe speed suited to the conditions and the pilot’s assessment must be maintained during meetings.

•Any other circumstance that may affect navigation safety.

Other considerations:

•Priority to navigate in the Traverse du Nord will be given to the deep-draught vessel leaving the St-Jean Anchorage area downbound.

Ice navigation

•The President of the CLSLP must coordinate the departure time of vessels with the Ice Operations Centre by assessing the risks associated with ice conditions.

•Vessels must ensure that conditions are favourable before entering the Traverse du Nord Sector, in accordance with notices or directives from the Ice Operations Centre (CCG). The following conditions must be satisfied:

- For an upbound vessel destined for the Traverse du Nord, at Île Blanche, the pilot will notify the CCG Ice Operations Centre of the vessel’s estimated time of arrival at buoy K-92 as well as report on how the vessel is handling in the ice to determine whether current conditions could cause problems for the vessel and for navigation during transit.

- Before a vessel leaves her berth, bound for the Traverse du Nord, the CLSLP pilot assigned to the vessel must contact the Ice Operations Centre so that they may assess the ice conditions to determine whether they could cause problems for the vessel and for navigation during transit.

•Vessels which, given their mechanical and operational conditions, appear unable to ensure safe navigation through the ice may not navigate the Traverse du Nord, as long as those conditions prevail. 

•In the presence of ice, daylight meetings must always be prioritized to mitigate the risks of nighttime navigation in ice conditions.

Note: In applying these guidelines, it is understood that the pilot and bridge crew must consider all navigation hazards, collision risks and any specific circumstances, including the limitations of the vessels involved, and may therefore have to deviate from these measures to avoid imminent danger. In such a case, or any other incident or situation, the pilot must inform the MCTS officer, who will then forward the information to the other waterway users.