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Review of the Seymour Narrows Guidelines

Background:

After considerable consultation the original Seymour Narrows Johnstone Strait Guidelines were published in 2004. It has served as a useful document in ensuring a high level of safety for all vessels transiting this waterway covering cruise ships, freighters, tugs and barges and fishing vessels. It also deals with general issues such as communication guidelines and mechanical and electrical failures.

While still a valid document there have been changes over the years both in vessel size and type as well as changes to the way risk is assessed due to the installation of an in-house simulator and access to very accurate current and tidal data through the use of 3D current data which measure the current at various levels in the water column. This is essential when determining whether a vessel of a specific class and size can safely transit the Johnstone Strait waterway in all weather and current conditions.

First Review meeting October 8th 2019 – This meeting was confined to looking at changes to the sections on cruise ships as well as the sections on communications and emergencies.

Attendees:PPA Kevin Obermeyer (Chair), Brian Young and Paulo EkkebusBCCP Captain Robin Stewart, Captain Roy Haakonson and Paul DevriesCOS Robert Lewis-Manning (by telephone)ISAC Lanna Hodgson (by telephone)Princess Captain Alan WilsonCLIA Donna SpaldingTransport Canada Louise MurgatroydShipping Federation Bill McKinstryRCCL Tor Olson (by Telephone)Disney Russel Daya (by Telephone)HA Group Robert Morgenstern (by Telephone)Celebrity Justin Palermo (by Telephone) Crystal Hans Lind (spelling?) (by Telephone)NCL Luigi Rosetta (spelling?) (by Telephone)Carnival Salvador Rouselo (spelling?)JRC Steve Baynes (by Telephone)

Second Review meeting November 15th 2019 – This meeting was open to all stakeholder and agencies.

Attendees:PPA Kevin Obermeyer (Chair), Brian Young and Paulo EkkebusBCCP Captain Robin Stewart, Captain Roy Haakonson, Paul Devries and Neal HenneCOS Robert Lewis-Manning and Bonnie GeeTransport Canada John Wilson and Jatinder Gill (in person) and David Kyle by telephoneCCG Bob Crooks (MCTS), and Steve Nevey and Richard Nyren (By telephone)Shipping Federation Bill McKinstry (By Telephone)RCCL Tor Olson (by Telephone)HA Group Steve Nevey (by Telephone)CMC Phil NelsonFishsafe Harold Wulff and Ryan Ford

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Section 1. Fishing Vessel recommendations

Present Guideline Proposed changes Reasons for suggested change

a) The 2003 Advisory from Canadian Coast Guard should be adopted as a solution with the following suggested additions:

a. All vessels over 24m in length should participate in the Vessel Traffic System.

b. Concentrations of cruise ships can be expected from May to September in the Seymour Narrows area during slack water periods.

c. At times north bound commercial traffic will use Race Passage.

b) All vessels should monitor the VTS operating channel for the Area.

A copy of the Amended 2003 Advisory is attached as Annex I.

For Discussion……

a) The 2003 Advisory from Canadian Coast Guard should be adopted as a solution with the following suggested additions:

a. All vessels over 24m in length should participate in the Vessel Traffic System.

b. Concentrations of cruise ships can be expected from April May to September October in the Seymour Narrows area during slack water periods.

c. At times north bound commercial traffic will use Race Passage.

b) All vessels should monitor the VTS operating channel for the area.

A copy of the Amended 2003 Advisory is attached as Annex I.

The cruise ships now are present on the coast from April to October, however the Alaskan season primarily runs from April to September with October largely confined to Pacific Coastal and Hawaiian voyages.

Nov 15th – Meeting Notes There was agreement that the period for the Alaskan

cruise season has extended over the years. It was also noted by the attendees that based on the low

returns for Sockeye salmon that there is unlikely to be any openings during the cruise ship season of 2020.

The earliest opening for the Johnstone Strait will be October 2020.

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Section 2. Tugs and Tow Recommendations


a) The 2003 Advisory from Canadian Coast Guard should be adopted as a solution.

b) All vessels should monitor the operational VTS channel for the area.

c) All tugs should provide MCTS with an ETA for Maude Island.

d) The Pacific Pilotage Authority should provide both US and Canadian tug operators with a detailed schedule of cruise vessel passages planned for Seymour Narrows, prior to the beginning of each cruise season. The schedule should be kept up to date as required.

e) Tugs should take note of the order of passage arranged by the pilots of the cruise ship. Tug operators should fully consider the rules of the road as well as the intentions of the cruise vessels and then broadcast intentions for their passage on the VTS channel.

For Discussion…… There are no specific suggested changes other than to place a more detailed cruise vessel line Seymour Narrows line-up than is presently done by adding to our web site pages.At present the vessels departure from and to Vancouver and Pine Island are posted 60 days prior to the season on the PPA dispatching website. In addition the PPA supplies the US Tugs with the specific vessel movements for Seymour whenever they have a tug and barge in transit (on demand through email).

Nov 15th - Meeting notes: AIS use should be encouraged TC indicated that this was being discussed and it

would likely be applied to all vessels over 8m in length

There was a suggestion that there should be the ability to add more information to the AIS message

A suggestion that there should be an AIS placed on the barge if it is carrying dangerous goods

Suggestion that there be a second call-in for Pine Island to capture the US fleet. MCTS responded that they do call and provide the call-in channel as well as ensuring that they understand that they can call on channel 16.

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Section 3. Cruise Passenger Ship recommendations

a. Guidelines for First Time Arrivals.

NOTE: VESSELS UNDER the LOA LIMITATIONS BELOW MAY REQUIRE SIMULATIONS IF INFORMATION PROVIDED SUGGESTS UNUSUAL HANDLING CHARACTERISTICS

Present Guideline Proposed changes Reasons for suggested changeVessels over 295m LOA and 50m beam arriving on the BC coast for the first time should:

a. Be evaluated on a case by case basis by the Pacific Pilotage Authority and required to notify them at least 9 months in advance and provide as much information on the vessels particulars and characteristics as is available.

b. produce a model of the vessel in order to run a simulation in a full mission bridge simulator through the area of passage prior to the new vessels’ arrival on the coast, with BC Coast Pilots in attendance.

c. work with the pilots to ensure that the bridge design for the pilot station is conducive to keeping an effective watch.

d. Confine transits to daylight for Seymour Narrows until the pilots and master are satisfied that the vessel can safely make the transit in darkness.

e. Confine transits to daylight only if the above conditions are not met or if the analysis and initial daylight transits indicate an unacceptable risk for night-time operation.

All vessels over 295m LOA arriving on the BC coast for the first time should:

a. Be evaluated on a case by case basis by the Pacific Pilotage Authority (PPA) and the British Columbia Coast Pilots (BCCP) and be required to notify them at least 9 months in advance.

b. Provide as much information on the vessels particulars and maneuvering characteristics including details of the bridge layout as is available.

c. Subject to the information provided the proponent may be required to produce a model of the vessel compatible with the PPA/BCCP Kongsberg simulator in order to run initial simulations through the area of passage prior to the new vessels’ arrival on the coast.

d. All feasability simulations will require 3-D current modeling (unless already available in the PPA/BCCP simulator) and will be to the cost of the proponent.

e. All feasibility simulations to be facilitated by an independent 3rd party in conjunction with the BC Coast Pilots and will be to the cost of the proponent.

[f.] If required wWork with the pilots to ensure that the bridge design for the pilot station is conducive to keeping an effective watchenable a ship visit on the proposed vessel prior to arrival in order to observe the vessel when maneuvering.

f.[g.] Confine transits to daylight for Seymour Narrows until the pilots and master are satisfied that the vessel can safely make the transit in darkness.

g.[h.] Confine transits to daylight only if the simulations or initial daylight transits indicate an unacceptable risk for night-time operation.

h.[i.] If the initial assessment information of sister ships of vessels previously assessed confirms similar handling characteristics then they will not require simulations.

(1) The primary reason for the change is to ensure that an unfamiliar vessel does not have unexpected characteristics.

(2) If further investigation is seen as necessary then the results of any required risk assessments and/or simulations will stand up to scrutiny by being run by an independent Facilitator In order to ensure that the simulations depict the reality of the tidal current strength both at the surface and subsurface area it is essential that all simulations are run using 3-D current modeling to ensure the accuracy of the results obtained.

(3) It is essential for the overall safety of the west coast of Canada that the model of the new class of vessels is made available for in-house training of future generations of pilots.

October 8th - Notes from the meeting. What about the Pinnacle Class HAL at 297m? why is the LOA still at 295m when we are already handling larger vessels through the inside passage (Celebrity Eclipse at 317m)? Carnival group has a standardized bridge design and is a worldwide operator, therefore difficult to meet the needs of every pilot group re the layout. Discussion on the simulator needs. Some of the lines have models in both Transas and Kongsberg and some only Transas. There is a belief from the cruise industry that they should not be paying for pilot training.

November 15th - Notes from the meeting. It was reiterated that providing a model in both Transas

and Kongsberg was a problem for some lines. There was also a concern raised about the fact that even

when the information on the model was provided there were conditions attached.

It was pointed out that the reason the pilots need the model in the Kongsberg format is that the PPA and BCCP

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have spent over $200,000 developing 3D tide and current models for use on the in house Kongsberg simulator ad without these realistic tides and currents the simulator would not be producing the information required to make a decision.

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Conventional Vessels (single or double screw with balanced rudder) over 280m LOA but less than 295m LOA arriving on the BC coast for the first time should:

a. notify the Pilotage Authority at least 6 months in advance and provide as much information on the vessels particulars and characteristics as is available.

b. Confine transits to daylight for Seymour Narrows, until the pilots and master are satisfied that the vessel can safely make the transit in darkness.

c. Confine at least one (1) Seymour Narrows transit to daylight if a Sister ship that is an exact replicas has been cleared for night time transits. Should there be some anomaly during this transit more daylight transits may be required.

Remove this section in its entirety. The three sections have been combined into one section with no differentiation between podded and conventional vessels

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Non-conventional Vessels (Podded or other propulsion) of any size should:

a. Confine transits to daylight until the pilots and master are satisfied that the vessel can safely make the transit in darkness.

b. notify the Pilotage Authority at least 6 months in advance and provide as much information on the vessels particulars and characteristics as is available.

c. run a simulation in a full mission bridge simulator through the area of passage prior to arrival on the coast, with BC Coast Pilots in attendance.

d. Confine at least one (1) Seymour Narrows transit to daylight if a Sister ship that is an exact replicas has been cleared for night time transits. Should there be some anomaly during this transit more may be required.

Remove this section in its entirety. With the changes to the two sections above and the acceptance of the present vessel classes this section is redundant.

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b. Guidelines for Seymour Narrows (Passenger Ships):

Present Guideline Proposed changes Reasons for suggested change(1) Maximum recommended current strength for transit through

Seymour Narrows should be not more than 5 knots under normal conditions.

(2) Pilots should line up the vessels that they are on to best advantage by:a. Ensuring the least maneuverable slowest vessels go

through at the slackest water.b. The more maneuverable faster vessels will transit prior to

slack water or on the tail end.c. Making use of Rule 9, Canadian modification, which

gives the vessel transiting with the current the right of way and the ability to decide where and when oncoming traffic can pass it.

(3) Southbound vessels (cruise ships) are encouraged to use afternoon slack water at Seymour Narrows

(4) Northbound vessels (cruise ships) are encouraged to use evening slack water at Seymour Narrows or early morning if possible.

a. Vessels bound for Ketchikan should use the early morning tide and

b. Vessels bound for Juneau, Sitka or other northern ports should use the evening tide

(1) Vessels should plan for slack water with the maximum recommended current strength for transit through Seymour Narrows not more than 5 knots under normal conditions for vessel under 295m. Vessels over 295m will have the maximum current established through the risk assessment.

(2) Pilots should endeavor to line up the vessels that they are on to best advantage by:

a. Ensuring the least maneuverable slowest piloted vessels go through at the slackest water.

b. The more maneuverable faster piloted vessels will transit prior to slack water or on the tail end.

c. Making use of Rule 9, Canadian modification, which gives the vessel transiting with the current the right of way and the ability to decide where and when oncoming traffic can pass it.

(3) Removed

(4) Removed

ULTRA LARGE MITIGATIONS HAVE NOT BEEN DETERMINED

October 8th - Notes from the meeting Discussion ensued on the fact that sub 300m for 5 knots was likely fine but that the 5 knots might be too high for the larger cruise ships. The group was reminded that in the past there was often some pressure to run higher currents. Overall the vessels are all making for the slack water tide ad the 5 knot is merely a reminder not to push things too far. The group discussed the fact that current should not be the only deciding factor but also other considerations such as traffic density, weather conditions etc. There was significant discussion on whether sections (3) and (4) are still pertinent when considering the fact that most of the cruise ships are schedule and port driven which would make these two sections difficult to achieve under most circumstances.

November 15th - Notes from the meeting There was general agreement on the proposed

changes.

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c. Speed reduction Guidelines (Passenger Ships).

Present Guideline Proposed changes Reasons for suggested change1) The following areas will possibly require a reduction in speed

during transit:

a) Discovery Passage

b) Seymour Narrows

c) Current and Race Passage

d) Chatham Point

e) Blackney Pass

f) Weynton Passage and

g) Alert Bay.

To be discussed………………………..

Quathiaski Cove to be included

Proposed new wording for this section:

1) Guidelines for speed through Johnstone Straita. The expectation is that there would be a reduced speed from Cape

Mudge to Fanny Island with;b. Particular emphasis regarding on wash and wake in the following

areas:Discovery Passage (Quathiaski Cove)Seymour NarrowsChatham Point (Half-Moon Bay and Rock Point)Current and Race PassageBlackney PassWeynton PassageAlert Bay

b) The total average speed for a southbound transit from Pine Island to Cape Mudge should not exceed 16 knots or take less than 8.5 hours.

There are complaints about damage to small craft in this area every cruise season.

October 8th - Notes from the meeting There was a discussion on the issue of speed and the complaints received from some of the marinas in the area. The issue is often more that they see a big white ship and make the assumption that it is the cruise ship rather than the tug and tow that went by at speed. There was also a discussion on the fact that the newer cruise ships are very stable and can turn at high speed with little heeling taking place. There is also the issue of delays that then result in the need to make higher speeds in order to make slack water at Seymour Narrows.

November 15th – Notes from the meeting The above was reiterated and there was a discussion

about the additional time being contemplated above. It was suggested that part of the speed restriction was due

to the survivability of a very large vessel that ran into trouble such as a blackout .

There was an objection to having a discussion on survivability as this question has never been raised before and going down this route would require a full scale risk assessment which is not what is being contemplated with this review.

There was also a discussion on whether to have both the 16 knot average speed as well as the minimum time taken from Pine to Cape Mudge not to exceed 8.5 hours or whether to just quote not more than 8.5 hours.

2) The cruise industry is encouraged to support compliance with Rule 6 (safe speed), Rule 9 (Narrow Channels and Canadian Mod) and Rule 19 (Restricted Visibility Rule).

2) Notwithstanding the above it is understood that the collision regulations including the Canadian modifications will prevail, with particular attention to rule 6 (safe speed), rule 9 (Narrow Channels and Canadian Mod) and rule 19 (Restricted Visibility Rule).

It was noted in this section that the wording is very weak. The collision regulations are not an option, they have to be followed. The wording here is therefore wanting as it encourages rather than stating it is to be followed.

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Section 4. Recommendations for Freighters:


(1) The maximum sized freighter for unrestricted operation is 225m LOA x 33m beam x 12.0m draft.

(2) A freighter over 225m (single screw + conventional rudder) should transit in daylight and, if possible, conduct a simulation prior to agreement on transit.

(3) The maximum recommended tanker size (single screw + conventional rudder) for transit of Seymour Narrows – Johnstone Strait is 180m LOA x 33m beam x 11.0m draft. Anything larger should be assessed on a case by case basis.

(4) Freighters should make use of slackest water possible and follow the pilot’s requirements for line up.

(5) Freighters and tankers with advanced propulsion and control systems requiring pilots should be assessed on a case by case basis by the Pacific Pilotage Authority before proceeding through Seymour Narrows.

(6) Vessels over 225m LOA should be reviewed on a case by case basis by the Pacific Pilotage Authority with restrictions as required to ensure a safe transit.

1) The maximum sized freighter for unrestricted operation is 225m LOA x 33m beam x 12.0m draft.

2) A freighter over 225m (single screw + conventional rudder) should transit in daylight and, if possible, conduct a simulation prior to agreement on transit will:

be evaluated on a case by case basis by the Pacific Pilotage Authority (PPA) and the British Columbia Coast Pilots (BCCP) and be required to notify them at least 9 months in advance.

provide as much information on the vessels particulars and maneuvering characteristics as is available.

Likely be required to produce a model of the vessel compatible with the PPA/BCCP Kongsberg simulator in order to run initial simulations through the area of passage prior to the new vessels’ arrival on the coast.

require 3-D current modeling (unless already available in the PPA/BCCP simulator) and will be to the cost of the proponent.

Require the simulations to be facilitated by an independent 3rd party in conjunction with the BC Coast Pilots and will be to the cost of the proponent.

3) The maximum recommended tanker size (single screw + conventional rudder) for transit of Seymour Narrows – Johnstone Strait is 180m LOA x 33m beam x 11.0m draft. Anything larger should be assessed on a case by case basis.

4) Freighters should make use of slackest water possible and follow the pilot’s requirements for line up.

5) Freighters and tankers with advanced propulsion other than a single screw and and control systems requiring pilots should be assessed on a case by case basis by the Pacific Pilotage Authority and the BC Coast Pilots and will be assessed in accordance with 2) above, before proceeding through Seymour Narrows.

6) Vessels over 225m LOA should be reviewed on a case by case basis by the Pacific Pilotage Authority with restrictions as required to ensure a safe transit.

The proposed wording mirrors that proposed for the cruise ships. There should be no differentiation in how Pilotage views a freighter or a cruise ship when exceeding the present limitations.

November 15th – Notes from the meeting There was a question about whether we should be

looking at a more in-depth risk assessment and then add to this section.

It was noted by the PPA and BCCP that this was the intention but they simply ran out of time.

Once completed the guidelines could be updated. There was also a question about where the maximum

LOA for a tanker of 180m came from. It was explained that there was a TC document that

stated that the max tanker allowed to transit the inside passage was 40,000 dwt. The 180m LOA is based on the 40,000 dwt as a close match and as an LOA cannot be subject to remeasuring.

It was also noted that the 40,000 dwt number cam from OPA 90.

There was a discussion about the meaning of the term “advanced propulsion and control systems” with suggestions from the attendees to address this.

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Section 5. Recommendations for All Vessels:

(a) Communication Guidelines:


(1) English is the recommended Language for all vessels. The marine industry should be encouraged to enforce an English only policy on the bridge of vessels under pilotage for all navigational directions.

(2) Pilots and the Cruise Ship Industry should work together to introduce standardized track lines or corridors, or a combination of the two in order to ensure that the information on alter course positions and distances off salient points of land are clearly identified during the BRM exchange and available to the bridge team throughout the passage.

(3) Use of parallel indexing is recommended in all narrow channel areas.

(4) All agreements on passing or overtaking arrangements should be made on a VTS channel.

(5) Regulatory reporting requirements should be followed for all near miss/close quarters, so that accurate record keeping for risk assessment purposes is maintained.

Proposed wording post Oct 8th (1) English is the recommended Language for all vessels. The marine industry

should be encouraged to enforce an English only policy on the bridge of vessels under pilotage for all navigational directions.

(2) Pilots and the Cruise Ship Industry should work together to introduce standardized track lines or corridors, or a combination of the two in order to ensure that the information on alter course positions and distances off salient points of land are clearly identified during the BRM exchange and available to the bridge team throughout the passage.

7) Use of parallel indexing is recommended in all narrow channel areas.

8) All agreements on passing or overtaking arrangements should be made on the designated VTS channel and Cell phones are not to be utilized on the bridge unless prior agreement is made with the bridge team, as pilots speaking to each other on cell phones instead of VHF reduces the ability to have a shared mental picture of the situation. If cell phones are utilized VTS is to be informed of the arrangements made in this manner.

9) Regulatory reporting requirements should be followed for all near miss/close quarters, so that accurate record keeping for risk assessment purposes is maintained.

10) Ship to Ship communications: All communications from other ships are to be answered in as short a time span as possible. If a pilot does not receive an answer from the other ship in a timely manner, they should call VTS and request that they call the ship that is not responding.

11) Increases safety and the shared mental picture.12) Additional mitigations may be determined as

required

October 8th - Notes from the meeting The question was raised as to whether (3) “Parallel

indexing” should be removed as it is not specifically about communication. While it is still a good practise it should be placed elsewhere.

There was discussion about the need for more communication with south bound vessels to arrange passing so that vessels do not meet at a critical point in the vicinity of Camp point. It would assist the north bound vessels in helping to avoid going to the east of Helmken.

The proposal is to have a single lane both directions traffic system through Camp Point and to move the TSS to the south.

There was also a discussion on the establishment of Special Operating Areas (SOA’s) in the vicinity of Seymour Narrows and Chatham Point.

It was noted that fishing vessels are often not in compliance with VTS regulations.

These proposals need to be discussed with CCG MCTS.

November 15th - Notes from the meeting There was a discussion on the need for paragraph 8 and

10. This was explained and the paragraphs will remain. It was also noted that it is a VTS channel not an MCTS

channel. Change all MCTS wording to VTS. MCTS also wanted to clarify that using the VHF on a

frequency that is different from the published channels will not be recorded. Changes proposed in bolded red.

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(b) Guidelines in the Event of Mechanical and Electrical failures.


(1) all equipment failures that affect the safe navigation of the vessel should be reported to VTS and TSB in accordance with regulatory reporting requirements, so that accurate records can be kept.

(2) Vessel size and handling characteristics should be taken into account in order to minimize the impact of an equipment failure. In addition, where possible, simulation should be utilized to assess the impact of handling characteristics and equipment failure in the narrow confines of Seymour Narrow – Johnstone Strait.

(3) Vessels with a history of critical breakdowns should take additional precautions and may be refused access through Seymour Narrows.

(1) All equipment failures that affect the safe navigation of the vessel should initially be reported to VTS and TSB in accordance with regulatory reporting requirements, so that accurate records can be kept.

(2) Vessel size and handling characteristics should be taken into account in order to minimize the impact of an equipment failure. In addition, where possible, simulation should be utilized to assess the impact of handling characteristics and equipment failure in the narrow confines of Seymour Narrow – Johnstone Strait.

(3) Vessels with a history of critical breakdowns should take additional precautions and may be refused access through Seymour Narrows.

(4) Emergency Anchorages: To be provided by BC Coast Pilots

October 8th - Notes from the meeting It was noted that it is not the pilot or ship that reports

this to TSB but it all goes through MCTS.

November 15th - Notes from the meeting It was noted that while VTS will pass on the notification

of equipment failures it should be noted that the requirement for the master to report on the appropriate from still has to take place.

As a result is was suggested that the word “initially” be inserted into (1).

The attendees felt that (2) was already covered elsewhere and could be removed in its entirety from this section.

It was also pointed out that number (3) should be tightened up and make it clear that a vessel might be refused passage if it has had a history of breakdowns.

While TC may well request mitigations such as an escort tug etc it need not be stated here.

It was suggested that a new section “Emergency Anchorages be added in so that masters transiting would have the same mental picture that the pilot had in the event of a breakdown. The BC Coast Pilots will provide the information.

As a result of this insert there was a discussion on places of refuge compared to emergency anchorages. It was clarified that these were two different items.

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Section 6. General Recommendations:

6.1 Guidelines for Passing, meeting and routing:


(1) It is recommended that for Seymour Narrows pilots should line up vessels that they are on to best advantage by: Ensuring the least maneuverable slowest vessels go through

at the slackest water. The more maneuverable faster vessels will transit prior to

slack water or on the tail end. Making use of Rule 9, Canadian modification, which gives

the vessel transiting with the current the right of way and the ability to decide propose where and when oncoming traffic can pass it.

Ensuring that all tugs with tows transiting on the same slack tide are taken into consideration when establishing the vessel line up.

(2) It is recommended that vessels over 20m in length should avoid meeting in the following locations:

a. Race Point to Separation Headb. Chatham Pointc. Current and Race Passaged. Blackney Passage.e. Weynton Passage.

(3) All vessels should clearly indicate to VTS when going against the general flow of the recommended traffic separation scheme at Race Passage and Haddington Island.

(4) All vessels should must pay attention to the Canadian Modifications to the collision regulations that apply in these waters. Excerpts from the regulations are included in appendix 3.

For discussion. No specific changes presently proposed. November 15th - Notes from the meeting It was noted that the wording in the original guidelines

was not consistent with the wording in the Collision Regulations. (Amendments in red)

There was a discussion on the implementation of a Special Operating Area (SOA) in the vicinity of Seymour Narrows and Chatham Point.

The reasoning for this is to ensure that vessels not captured by the VTS reporting system has to communicate prior to entering the proposed SOA. As an example log tows leave Menzies Bay with no reporting and suddenly a cruise ship committed to the Seymour Narrows Transit is faced with trying to avoid a log tow right at a critical juncture in the transit.

This would also assist with the pilot PVM projects for the area.

The other recommendation was to review the TSS for Race and Current passes.

Lastly there was a discussion on the routing for tankers transiting the area.

Both the implementation of an SOA and changing of the TSS rules would reside with TC. This would therefore be added into the TC section under Safety Agencies.

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Proposed New Section; Potential mitigations for vessels that exceed the present limitations


Not presently addressed (1) In many instances the vessel can technically fit in the restricted waters of the strait under ideal conditions but would likely require mitigation measures since conditions are not often ideal.

(2) Mitigation measures that would be considered among others could be:(a) Current or wind restrictions(b) Speed restrictions (c) A single lane 2-way traffic option(d) The addition of radar in the area(e) MCTS active vessel oversight(f) Daylight only transits(g) Go/no go zones(h) Coordinated transits(i) Introduction of special operating areas (SOA’s)[AIS for

under 20m vessels working within an SOA](j) A review of the TSS from Fanny Is. To Vansittart. [As an

example consider movement of the separation line to the south]

(k) Consider implementation of a TSS throughout.

October 8th - Notes from the meeting These items were shared with the group but were not

discussed individually at that time It is merely food for thought as we are faced with the

ever-increasing vessel size on the west coast of Canada

October 15th - Notes from the meeting There was a discussion from the attendees regarding the

inclusion of Radar as a mitigating measure as it is not something that is controlled by industry.

Proposed New Section; Indigenous areas of concern including culturally sensitive areas and areas important as food sources,


Not presently addressed To be introduced after consultation with indigenous communities along the routing.

This is part of the OPP initiatives being introduced on the west coast and across Canada.

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New Annex: Seymour Narrows Power Cable Vertical Clearance

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Annex 1: Guidelines for Safety Agencies


(1) Canadian Coast Guard:

a. The CCG should continue to work with industry and pilots to ensure the most efficient and effective navigational aid coverage in this area.

b. Any shore-based property owner whose lights pose a danger to vessels transiting the area should be notified by Navigable Waters Protection (NWPA) with a requirement to fit shades that will restrict the glare to seaward of the property.

c. A comprehensive rescue and evacuation plan should be developed and implemented utilizing local area facilities and assets in order to deal with the large numbers of lives on board the modern cruise ship in the event of a major catastrophe.

d. The CCG should continue to issue the Advisory Notice on Seymour Narrows and the confined waters of the inside passage and meet with interested parties on an annual basis.

i. The advisory should be distributed as widely as possible including associations and government agencies both north and south of the border

ii. The advisory should be sent to as many American tug companies as possible so that they understand which VHF channels are being used.

iii. The CCG should convene an annual meeting to review the advisory notice.

e. The CCG should place patrol vessels in the vicinity of Seymour Narrows at slack water periods in order to ensure compliance with the rules. In addition, CCG Auxiliary vessels could be in place at other critical areas during the busy summer cruising/ fishing seasons.

f. Due to the nature of the Seymour Narrows – Johnstone Strait area there should be some means for VTS to get a true picture of the traffic situation so that accurate information can be passed on to vessels transiting. The most effective means would be radar coverage at all the critical areas. AIS while in its infancy will not be placed on every vessel, which still means a less than perfect system.

For discussion:

c. A comprehensive rescue and evacuation plan should be developed and implemented utilizing local area facilities and assets. This is recommended due to the large numbers of lives on board the modern cruise ship in the event of a major catastrophe.

e. When feasible the CCG should place patrol vessels in the vicinity of Seymour Narrows at slack water periods in order to ensure compliance raise awareness of the Seymour Narrows Guidelines with the rules. In addition, CCG Auxiliary vessels could be in place at other critical areas during the busy summer cruising/ fishing seasons.

f. Due to the nature of the Seymour Narrows – Johnstone Strait area there should be some means for VTS to get a true picture of the traffic situation so that accurate information can be passed on to vessels transiting. The most effective means would be radar coverage at all the critical areas. AIS while in its infancy will not be placed on every vessel, which still means a less than perfect system.

g. CCG should place visible signage in Discovery Pass (North Bound Traffic) and Weynton and Blackney Passes (for south bound traffic) with the VHF monitoring channels clearly indicated in order to ensure that smaller vessels not familiar with the procedures will know which channels to monitor.

November 15th - Notes from the meeting Discussion ensued on the wording under (b) as it was

believed that the name of that division had been changed.

ACTION: John Wilson agreed to find out what the actual name was.

John followed up and the new name for NWPA is now NPP and is in TC Programs under Ryan Greville, Manager, Navigable Waters. Kevin will follow up with Ryan.

There was also some discussion on whether MCTS still issues an annual advisory Notice on Seymour Narrows and the confined waters of the inside passage.

Action: Bob Cross to check up on this section Section e. needs to be reworked as there are no longer

auxiliary coast guard vessels. See suggested wording in red.

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g. CCG should place visible signage in Discovery Pass (North Bound Traffic) and Weynton and Blackney Passes (for south bound traffic) with the VHF monitoring channels clearly indicated in order to ensure that smaller vessels not familiar with the procedures will know which channels to monitor.

Present Guideline Proposed changes Reasons for suggested change2. Canadian Hydrographic Service:

(a) It is recommended that the cautionary note in the sailing directions reproduced below be placed on chart 3544

“Caution – In some instances a large vessel or towboat with rafts proceeding westbound on an ebb tide may have difficulty in making the turn to starboard into Current Passage and clearing Ripple Shoal. In addition, in a large flood current, large vessels may have difficulty making the starboard turn at Earls Ledge. Under such circumstances the Master may decide to proceed against the traffic flow through Race Passage and should make every effort to warn other traffic in the area.”

(b) It is recommended that the cautionary note in the sailing directions reproduced below be placed on chart 3546:

“Caution - In some instances large vessels or tugs with long tows proceeding eastbound may have difficulty in making the turn to starboard to pass south of Haddington Island. Under such circumstances the master may decide to proceed against the traffic flow through Haddington Passage but should make every effort to warn other traffic in the area.”

(c) The use of AIS as a medium is encouraged to ensure real time tide and current information for Seymour Narrows.

For discussion:

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Present Guideline Proposed changes Reasons for suggested change3. Transport Canada:

a. It is recommended that all vessels be equipped with AIS not just the larger commercial vessels.

b. Transport Canada and the United States Coast Guard are encouraged to work together to reduce issues involving US registered vessels.

c. Transport Canada and the United States Coast Guard are encouraged to work together to raise awareness of the Seymour Narrows – Johnstone Strait issues and ensure that rule 9 (Canadian modification) is brought to United States operator’s attention.

d. Transport Canada and the United States Coast Guard should work together to rectify non-compliance.

For discussion:

a. It is recommended that all vessels be equipped with AIS not just the larger commercial vessels.

b. Transport Canada and the United States Coast Guard are encouraged to work together to reduce issues involving US registered vessels.

c. Transport Canada and the United States Coast Guard are encouraged to work together to raise awareness of the Seymour Narrows – Johnstone Strait issues and ensure that the collision regulations rule 9 (Canadian modification) is brought to United States operator’s attention.

d. Transport Canada and the United States Coast Guard should work together to rectify non-compliance.

November 15th - Notes from the meeting

Recommendations: Review the TSS off Race and Current passes Investigate the feasibility of implementing an SOA in

the vicinity of Seymour Narrows and Chatham Point.

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