Review Panel Orientation Session #2 Roberts Bank Terminal 2 Project September 16, 2016 Segal Building, Simon Fraser University, Vancouver, B.

Transcription

1 Review Panel Orientation Session #2 Roberts Bank Terminal 2 Project September 16, 2016 Segal Building, Simon Fraser University, Vancouver, B.C Review Panel: Jocelyne Beaudet, Chair; Dr. Diana Valiela; Dr. Dave Levy.

2 1 TABLE OF CONTENTS Opening Remarks... 2 Transport Canada, Canadian Coast Guard and the Pacific Pilotage Authority... 4 Vancouver Fraser Port Authority (VFPA) Tsawwassen First Nation Metro Vancouver Corporation of Delta City of Richmond... 72

3 2 TRANSCRIPTION/TRANSCRIPTION EVENT/ÉVÉNEMENT Transcription prepared by Media Q Inc. exclusively for Canadian Environmental Assessment Agency Transcription préparée par Media Q Inc. exclusivement pour Agence canadienne d'évaluation environnementale DATE/DATE: September 22, 2016 (date of transcription) LOCATION/ENDROIT: (Client supplied audio) PRINCIPAL(S)/PRINCIPAUX: Debra Myles, Panel Manager, Canadian Environmental Assessment Agency Roberts Bank Terminal 2 Project Review Panelists: Jocelyne Beaudet, Chair; Dr. Diana Valiela; Dr. Dave Levy. SUBJECT/SUJET: Roberts Bank Terminal 2 Orientation Session #2 on September 16, 2016 at SFU Segal Building, , of Simon Fraser University in Vancouver, B.C. Opening Remarks Debra Myles: (in progress) of the Review Panel that's conducting the environmental assessment of the proposed Roberts Bank Terminal 2 Project. I d like to introduce the other members of the (inaudible technical difficulties) quite yet, but at the front table, we have Brenna Belland and Julian Lim. Outside, at the reception desk is Julia Lauv and Shelley Rolland oh, Shelley's just come in, Shelley Rolland-Poruks. We also have Samantha Sabo here today. If you have any questions about the session or about anything to do with the environmental assessment process, feel free to talk to any one of us, or as always, you can send an to the panel mailbox, which is panel.rbt2@ceaa.gc.ca. A few logistical items before we start. The washrooms are located at the back of the lobby on either side of the stairs. In case of an emergency, you, of course, must leave the building immediately through the front entrance on to Granville or the emergency exit back behind us here. The meeting location in case of an evacuation is across Granville, in front of the Tip Top Tailor windows. If you haven't already done so, please take a moment to silence your cell phones. And if anybody does want to take photographs or any recording during the session, they're welcome to as long as the proceedings are not disrupted. But you could probably speak with Shelley before that. Shelley is the Communications Advisor for the panel. Lastly, I'd like to remind everyone that today's session is being webcast. The link to the

4 3 webcast is on the home page of the Canadian Environmental Assessment Agency under Featured. The archived webcast will be available through that same link for the duration of the environmental assessment. As well, a transcript will be produced and will be posted on the Canadian Environmental Assessment Registry for the project. The Registry holds all of the records generated or submitted in relation to the environmental assessment and it's available through the Canadian Environmental Assessment Agency home page. Thank you very much for everyone who s joining us either here in Vancouver and via the webcast. Good morning and welcome everyone. My name is Jocelyne Beaudet, and I'm the Panel Chair for the Review Panel that is responsible for conducting the environmental assessment of the proposed Roberts Bank Terminal 2 project. I'd like to introduce my colleagues and fellow members of the panel. On my right is Dr. Diana Valiela, who is a biologist, zoologist and a lawyer. And on my left is Dr. Dave Levy, who is a biologist and specialist in fishery management and ecology. Today's orientation session is the second one that the panel has hosted since we were established. We will receive presentations from the Tsawwassen First Nation and local municipalities. And in addition, Transport Canada, the Canadian Coast Guard and the Pacific Pilotage Authority will make a presentation on Canada's marine safety system. And the project proponent of Vancouver Frasier Port Authority will make a presentation on the container terminal industry. While the public will not have an opportunity to ask questions today during the session, they are invited, if they wish so, to send any questions they have on the information that is going to be presented to the panel for our consideration. I'd like to remind everyone, as Mrs. Myles has just mentioned, that everything said here today will be made available by transcript and posted on the Registry of the Canadian Environmental Assessment Agency's internet site. And the presentations we will have also today are also on the Registry. So I believe today will be another informative day. Thank you to all our presenters here. We appreciate you coming and I would like to start with our first presentation from Transport Canada, Canadian Coast Guard and the Pacific Pilotage Authority. And we have a great team here of four. I'd like to leader to present each one of the participants please. Thank you.

5 4 Transport Canada, Canadian Coast Guard and the Pacific Pilotage Authority Presenters: Danielle Wensauer, International Marine Policy, Transport Canada Brian Bain, Superintendent, Marine Communications and Traffic Services, Canadian Coast Guard Philip Murdock, Superintendent, Environmental Response, Canadian Coast Guard Kevin Obermeyer, President & CEO, Pacific Pilotage Authority Danielle Wensauer: Good morning. It's nice to be back. Thank you for giving us the opportunity. My name is Danielle Wensauer, and I'm with Transport Canada, International Marine Policy. And I'll let my colleagues introduce themselves. Brian Bain: Hi, I'm Brian Bain, Superintendent of Marine Communications and Traffic Services, Coast Guard. Philip Murdock: Good morning, my name is Philip Murdock, I am the Superintendent of Environmental Response for the Canadian Coast Guard here in Western Region. Kevin Obermeyer: Authority, I'm the CEO. Good morning, Kevin Obermeyer, Pacific Pilotage Danielle Wensauer: Thank you. So we are here today to explain Canada's marine safety system. But we're not going to give you the typical PowerPoint presentation that you might expect from the feds. The marine safety system is far too complex to do that in any kind of explanatory way. What we're going to do instead is tell you a story about a container ship on her trip from Busan, South Korea to Deltaport. With so many federal agencies involved in delivering a safe marine transportation system, we found that a chronological story like this is the best way to show you the mounting layers of oversight and where those, that oversight kicks in. And we call this story The Voyage of a Vessel. Next slide please. So before we start the story, I am going to give you a little bit of background and context. Canada's marine safety system is built on three pillars. I think I mentioned these in my last presentation to you. These are first, preventing incidents from happening in the first place; second, preparing for and responding to incidents when they do happen; and third, making sure it's the polluter who is liable to pay for clean-up and compensation. We're going to divide our session into two parts. The first part we're going to focus on is

6 5 the prevention pillar. Now, all the regulations and measures that fall under the prevention pillar, in my view, they don't get their due credit. I say this because when everything is working the way it's supposed to, we don't hear about it. It's only when something goes wrong that there's a lot of interest and media coverage. So for that reason, there is a lot of information out there about preparedness and response, but there's not a large awareness of all the measures that are in place that keep our 3,500 ships in the Salish Sea safe every year. In the second part, we're going to talk about preparedness and response in the context of marine occurrence, or an incident, in the Salish Sea, as you requested. So Canada's marine safety system is a shared responsibility. Transport Canada is the lead department that oversees all aspects of the system, but we rely on our partners to help us deliver it. And these are the, my partners at the table here, the Canadian Coast Guard operationalizes many of our regulations and measures, as well as the Pilotage Authority, who brings incredible local waterway expertise. In addition to these partners, we also work with many other federal departments as well as industry, and we're getting better, we're taking steps to work better with coastal communities and indigenous groups. I'm going to take a moment to talk about the international regulatory regime for marine shipping, because shipping is a global activity. I realize this is an obvious statement but it's, but it has important implications for how shipping is regulated in Canada. Canada is a member of the International Maritime Organization, or the IMO, which is the global standard setting authority for the safety, security and environmental performance of international shipping. And as an international industry, shipping can only run effectively and smoothly if we all agree to follow the same rules. To that end, Canada is signatory to over 50 international conventions, and I'll just mention three of the most important ones right now. The first is the Safety of Life at Sea, or SOLAS, and this governs vessel construction, lifesaving equipment and safe operations. This is one of the oldest conventions that came into place following the sinking of the Titanic. The next is the Standards for Training Certification and Watch Keeping, and it sets, it sets standards for how the crew is trained and their level of competence. And the third is the Prevention of Pollution from Ships, also known as MARPOL, which sets limits on discharges such as sewage, air emissions, garbage and, and other pollutants. Now, Canada has adopted these conventions into our domestic legislation through the Canada Shipping Act, which is our primary legislation for, that governs marine

7 6 transportation in Canada. And as I alluded to earlier, Transport Canada administers the Canada Shipping Act and all its regulations. Now, there's one other element of the international regime that is worth noting here. It's not a convention. Rather it's international memorandums of understanding, and this is where the countries come together that share a common water. So for example, the Pacific Ocean, the countries that border that come together, or the Atlantic Ocean, under these MOUs, and it deals, these MOUs deal with substandard shipping. And we do this through standardized ship inspection programs called Port State Control. So just a bit on the difference between a port and a flag state, for your background. A port state is a country whose ports are visited by international ships. So in the case of Roberts Bank Terminal 2, for example, Canada will be the port state because the ships coming to visit are international. By contrast, a flag state is a country where a ship is registered. So in Canada, the kinds of ships that are registered here are for example, BC ferries or tugboats. Canada doesn't have a large fleet of foreign trading vessels. So now that you know the difference between port and flag states, I'm going to go back to the port stage control MOU, which is when foreign vessels are inspected by Transport Canada. And we inspect against the international conventions and the Canada Shipping Act. And those vessels that don't meet the prescribed standards can be detained at port until their deficiencies are rectified. Now, countries agree to share this inspection information and in that way, we can target high-risk ships and poor performers and since port state control came into practice, about 30 years ago, it's been very effective at keeping out substandard ships from our waters because ships no longer have anywhere to hide. This graph illustrates the notion of continuous improvement, which is an underlying tenet to the marine safety system. It shows spills worldwide from 1970 to 2015 and what you see is a trend of decreasing number of spills. And this is a direct result of the international conventions that have come into place over the years. So it shows how they, they've been effective at preventing incidences from happening and preparing for them when they do. And this is, this record has been achieved despite increasing oil shipments over the same period, which is the smaller graph you see in the top right corner. And just to give you the similar context for Canada, you see the same trend. Now, the axis is a bit different, but the same trend can be seen with decreasing oil spills from 1970 to And again, that is a result of Canada adopting these international conventions under the Canada Shipping Act.

8 7 And now we get to the main character of our story. She's the MV CSCL Africa. She's a container ship and she's coming from Busan, South Korea on her way to Deltaport. Now, it's worth noting that this is not a hypothetical visit. This ship actually made the trip in February of this year, and what we're showing you are the details of her actual voyage. So here we join our vessel mid-ocean as she's making her way towards Canada, at a speed of approximately 15 to 20 knots. The dotted red line represents Canada's exclusive economic zone, and it measures 200 nautical miles westward of a baseline that is roughly the west side of Haida Gwaii and Vancouver Island. The waters that are inside the exclusive economic zone are considered Canadian waters and this is where the Canada Shipping Act applies. Everything westward of that line is considered the high seas and that's where the international conventions apply. So before entering Canadian waters, this ship has a number of things that she has to do. And I'm going to talk to you about five of them. The first one is she must submit a 96-hour report. The second is she must exchange her ballast water. The third is she must switch to low sulphur fuel. The fourth, she must file a 24-hour report. And lastly, she must ensure that she has a contract with a certified response organization. Now, let me walk you through each of those and give you a little bit more detail. So in the first place, she has to file a 96-hour report. So the name of this is not very creative. Clearly she's 96 hours out and so if you translate that at a speed of approximately 20 knots, she's about 2,000 nautical miles offshore, or four days. So in her report, she files this to Transport Canada and she has to tell us the names of all her crew members and their certifications, what she's carrying on board, and whether there's any dangerous cargo, her destination and her proposed route, as well as her estimated time of arrival, whether she has any deficiencies. And then most importantly, for the 96-hour report, her last 10 ports of call. And the reason for this is because the 96-hour report is a security scan. So it's filed with our Marine Securities Operations Centre in Esquimalt, and with the last 10 ports of call, they're able to do a scan, a threat assessment of where she's been and what, what she might be carrying. Some of the examples of the threats that we scan for are for example, infectious viruses or human and drug trafficking. So now our ship is getting closer, and the second thing she must do is exchange her ballast water before she enters Canadian waters. Ballast water is the water that a vessel carries on board to increase her stability when she's not fully laden. So Canada requires all vessels to exchange their ballast water in mid-ocean as a way to prevent aquatic invasive species from entering our coastal waters. So she would have brought on board this ballast water when she was at the port in South Korea, and there could be potential

9 8 for microorganisms to be in that water. By requiring her to exchange it mid-ocean, we reduce that likelihood. The waters in the high seas are much more saline and so when those waters are discharged in our coastal waters, there's less likelihood of carrying those aquatic invasive species. Now, since Canada has required this since 2006, there have been no further documented cases of, of such invasive species. The, the ones that, as an example, on our coast, we currently have the green crab, which is an invasive species, and in the, the Great Lakes, it's the zebra mussel. So these are of concern and that is why we brought in these regulations. It's worth noting that the regulations are not part of, are not currently part of the international convention scheme. This is something that Canada has done above and beyond but that said, I'm happy to report that last week, the International Convention on Ballast Water Management was finally ratified and will come into force one year from last week. So on September 8, 2017, and that will bring additional measures for the protection of, for managing ballast water. So having safely exchanged her ballast water, she's now on the verge of entering Canadian waters and she must switch her engines over to low sulphur fuel. Now, this is part of the American, the ECA, sorry, the North American Emission Control Area, there we go. And what it requires is fuel that is of low sulphur content. Right now it's 0.1%, which, which prohibits ships from burning heavy bunker oil in our Canadian waters. And this, we do this in concert with the United States as well. So any water, any ships entering the North American waters in general, have to switch this, their fuel. And so what this means is that ships typically now carry two, two types of fuel: the heavy bunker that they burn in the high seas and then the low sulphur diesel that they burn in our waters. This has been in place since January of So we're coming up on almost two years now of this being in place. So once she enters Canadian waters, she'll be tracked by our national aerial surveillance program aircraft, which has a number of very highly sensitive surveillance equipment on board and we can detect any kind of illegal discharges. I think it's approximately less than a litre of oil on the surface of the ocean we can detect with this. Now, in keeping with the pollution prevention, she is also required to have an arrangement with a Transport Canada certified response organization, which on the west coast is Western Canada Marine Response Corporation, and you'll hear more about that in the second part of our presentation. Now lastly, she must file a 24-hour report, when she's 24 hours out, and this is a report that contains much of the same information as the 96-hour report, but it's filed with the Canadian Coast Guard, and this is where I hand you off to my colleague, Brian Bain.

10 9 Brian Bain: Okay, thanks Danielle. Okay, I'll just say a little, something about the Marine Communications and Traffic Services. It offers a number of services within the Coast Guard. One is for monitoring of distress on VHF radio. We have mountaintop VHF radio sites all the way up and down the coast, about 30 sites altogether, all on mountaintops that can receive these. We offer a marine broadcast safety service so that if we need to broadcast on behalf of a mariner for a distress incident, then we can do that. And also on behalf of other government departments, like Environment Canada, for the marine weather. We offer a public information service and we offer a vessel traffic service, which we're getting to here. Within the Canada Shipping Act, the Vessel Traffic Services has the authority to give directions to ships within a VTS zone, a Vessel Traffic Services zone, which in Canada on the west coast is defined as territorial waters, which is 12 miles. And we also offer a vessel screening service, which is the case in point. The 24-hour advance report comes to the Coast Guard. Also under the Canada Shipping Act, we have the authority to grant clearances for ships inbound to a Vessel Traffic Services zone, for departures and for special manoeuvres within a Vessel Traffic Services zone. So here we're talking about the 24-hour advance report. So the ship is required to give this to us when it is that far out, 24 hours, and it contains a number of things that are similar to the 96-hour report, but this is purely about safety and for awareness of what the vessel is carrying, if there's any pollutant cargo or dangerous goods. We need to know the name of the ship, we need to know the call sign, the position, the course, the destination, where is it coming from, when is it going to enter at certain points? And most importantly, the key information is whether it's carrying any dangerous goods, pollutant cargo, if there's any defects to the ship's hull or any of the navigating equipment or if there's any discharge or a threat of a discharge of any pollutant on the ship. And then there's a number of certificates that they have to carry. So because we have the authority to grant clearances, if all of this checks out on the first read, then we can say okay, you are granted clearance to enter Canadian waters. If there's anything unusual, any report of a ship that says we have a defect, a deficiency or anything that makes us think ah, we need to bring in another government department into this who has the mandate to deal with this. Then we'll say okay then, we will send this report of a defect to Transport Canada. They will assess the situation, and then the marine safety inspector, the marine surveyor will get back to us and say here are the restrictions and rectifying measures that we need from the ship. And if it's such and it usually is that we can say okay, you are cleared to enter Canadian waters, but you must do certain things in order to do that. If there is an actual threat of pollution or pollution that is existing, then we would also inform my colleague

11 10 here, with Environmental Response, so that he can start preparing some sort of a plan for that event. Now, in this case, the ship reported that its speed log indicator was not working properly. So that is our clue from marine communications and traffic services that we need to involve Transport Canada. So this is a device that measures and indicates the vessel's speed and distance travelled through the water. It was showing the correct speed over water or over ground. So it transmits this information to the on-board navigation system on the ship and the ship has told us that it intends to repair it in Vancouver. That might or might not be good enough for Transport Canada. So in this case, the Transport Canada marine safety inspector analyses it to determine the impact of that kind of defect on its entry to Canadian waters. And in this case, they said that for a rectifying measure, the bridge team must be aware of any limitations that this speed log indicator is going to have on the navigating equipment, whether it will be able to assess its speed and all that properly. They might have to, if it's deemed necessary, add another bridge watch to the vessel because now they won't know exactly how fast or how, you know, which course they're on. So they also must rectify this when they get into port, as per the ship's plan and then provide a rectification report before they depart the berth. So under those conditions, the ship can enter Canadian waters. So then, we at MCTS know that now. So through our communications equipment, we can send a message to the ship saying yes, you are granted clearance, but under these conditions. Okay? So we'll also give that to Pacific Pilotage so that they know when the pilot boards the ship once it enters at a certain point in Canadian waters, they will know what sort of defects they have to deal with and be better prepared for that once the board the ship. Now as a ship approaches the coast, the surveillance and the monitoring increases incrementally. Our first report is the 24-hour advance report. That lets us know where it is, what course it's on, when it's going to enter Canadian waters at a certain point, but it's only the ship telling us this at this point. But it's only the ship telling us this at this point. It's just their text message that this is where they are and what they're doing. But as it approaches, we have a system, the ship has a system called the Automatic Identification System, or AIS, and our mountaintop sites along the coast can detect this anywhere from 100 to 200 miles out, depending on weather conditions and atmospheric conditions. So that is a transponder like an airplane would have. It shows what the name of the ship is, what its course is, what its speed is. So we have a good idea now, despite its log indicator, what kind of course and speed it's making. So the marine safety inspector knows that. So that's why the rectification. That was all taken into account when they made this rectification for this particular event. So that's at

12 11 about 200 miles. They aren't even talking to us yet, but we can see them at this point. As they get closer still, if it's coming into Vancouver, at about 50 miles out, we have a radar off the west coast of Vancouver Island that can see a blob. It's just a blob, but we can correlate this with the other information we get from the Automatic Identification System. The value to this is that the Automatic Identification System is not 100% accurate. It's quite accurate, but not 100%, whereas radar, you cannot escape it. Let's say the AIS is not working, or let's say some information was entered incorrectly. Let's say anything that might make an error with AIS, but as long as it's correlating with radar, it's pretty well 100%, that we know exactly who you are, we know exactly where you are, and other ships will know this as well. And then as it enters Canadian waters, then we start talking to the ship. So other ships can see all this information that the ship is broadcasting. Every ship has its own of a certain size, 500 tons and above, has its own AIS system, has its own radar system, and has its own VHF radio system. So now as it enters into Canadian waters, we have all of those things. So the other ships can see the other ships' AIS information; they all have radar, they can see all that; MCTS can see all that. So we relay all that information to the other ships and any other value added information that might not be on that equipment, so that everybody is aware of what everybody else is doing and that mitigates any risk of conflict. If we see a conflict, then we get to one ship or another, or both and say what are your intentions? If necessary, if it's within Canadian waters, in a VTS, Vessel Traffic Services zone, then we will give a direction, if we have to. It's very rare on inside waters because the mariners are very professional, have certification, we know them, we talk to them every day and we have a lot of confidence. With ships inbound, that's not always the case. We don't know who they are, the language is not that good. They're master mariners, which is always a very good thing, but there could come times when we have to be more specific with them about what they're required to do to avoid a collision. And as Danielle was showing, the record has been very good, of improvement, the record of improvement. Okay, so at this point, they are talking to the Prince Rupert Marine Communications and Traffic Services Centre, as they enter Canadian waters. So I'll just show you that. That is the area on the west coast of Vancouver Island that Prince Rupert manages. They also cover the area all the way up to the Alaska border, but in this scenario, we're only talking about the entrance to Juan de Fuca Strait. Now, you'll see a number of numbers there in little circles and triangles and whatnot. That's what we call calling in points. These are points that are required by regulation for the ship to call MCTS and say here's who we are, here's what we're doing, here's where we're going. At that point, we can pass on the information that we have to the ship, we

13 12 can gain information from the ship and pass on to other mariners as required, as is, as is pertinent. Okay? So as the ship approaches Juan de Fuca Strait, that's when we enter what we call the Canada-US Cooperative Vessel Traffic Management System. It was established in 1979 with then Transport Minister, Flora McDonald and her counterpart in the US, and the reason for it was that for any one country to manage its own waters in one waterway is strategically and operationally very difficult. You know, one country's saying one thing in Canadian waters, the US is saying another thing in American waters, and it just made a tremendous deal of operational sense to have one country manage one waterway and another country manage another waterway. So what you'll see in this stretch, the green stretch there as the vessel enters is the portion that the US manages on behalf of Canada, and they manage the whole area. The area with the diagonal lines are the area that Prince Rupert manages on the way in; and then the area with the cross figures in blue are the area that Victoria MCTS manages for both Canada and the US. So it's one waterway and one centre manages the entire stretch of each section. So that has great value. It's, we meet four times a year with the US Coast Guard to iron out any operational problems and make improvements along the way. It's a very functional committee. There's two of the four that do an operational assessment, a working group, and then a management group to make sure that we're sticking to mandate and all the, you know, finance and the higher level aspect of things. So then at the point where the point is here, right at the entrance to Juan de Fuca Strait at the green portion, that is where they start talking to Seattle Traffic, and they continue on through the green until they get to Canadian waters. But one hour before that, Seattle Traffic advises the ship to call at Race Rocks, which is at the entrance to Canadian waters and they give us notice in advance that the ship is coming with all of its particulars. Prince Rupert has already done that to Seattle. Seattle is doing that for Victoria, and then Victoria sees the ship all the way into Roberts Bank. So throughout this journey, you'll see some lines there in Juan de Fuca Strait and on its way up to Vancouver; those are traffic lanes -- that's a traffic separation scheme and they must stay within that. Seattle traffic, Prince Rupert traffic and Victoria traffic all monitor for compliance. If they're not doing that, then the first thing that we'll do is ask the question why are you leaving the traffic lanes? And maybe they, maybe some piece of equipment wasn't working properly, maybe something else. But the traffic centre will then ensure that the ship does something that's safe. There might be a good reason for leaving the lanes. There might be some, you know, some vessel that's hard to see that's relative small. There could be any number of good reasons. Nobody's going to get in the way of safety if a ship is doing something that's

14 13 sensible. So, but for the most part, they stay within the lanes throughout the system all the way into Deltaport. So at this point, you'll see there's a number of other little numbers with circles around them. Again, these are calling in points. The number 3 there you see is the point I mentioned, which is Race Rocks. That's the point at which it enters the Canadian traffic system and we take over from Seattle. And then the number 4 there and 5 actually are hand-off points where a vessel enters and, from the Seattle traffic zone, but the number 4 is a very special one because that is the point where the pilot boards. So at this point, I'll hand off to Pacific Pilotage. Kevin Obermeyer: Thank you. So before we get back to The Voyage of the Vessel, I thought it would be appropriate to give a very quick overview of marine pilotage and what it does in Canada and on the coast. So we're a federal Crown Corporation that's one of four across the country. There's one on the east coast, one in the west coast, Great Lakes and the St. Lawrence. So on the west coast, if you look at the map, all of the red and green require a compulsory pilot on the vessel, licensed pilot. So any vessel over 350 gross tons, about 150 metres long, will require a pilot during that period. So what is a pilot? A pilot is a mariner with a lot of time in this area, usually about 10 years of experience before they even think about coming through our doors. The exam is probably one of the most difficult exams that any mariner will do. There's three parts to it. The first one is based on their master's license, 500 tonne minimum and it's a three-hour exam. You need a minimum of 70%. Now, every mariner that's done his master's should be able to pass that one. The next written exam is three and a half hours long, and it is all about local knowledge. For the BC coast pilots who are covering all of the red area, their exam has six little chartlets we call them, and they are pretty much blank, and they can be anywhere on this coast. We pick an area, we might lose some islands, we may or may not put north up. And they've got to put in every single danger, they've got to name all the points and identify that area. So it's all about local knowledge and it's all about the ability to take a ship from point A to point B without using electronics. It's about looking out that window and knowing where you are. If they get through that, then they get to the next stage of the exam, which is the orals. The oral session is about three and a half to four hours. There are five examiners, three of which are pilots, one from the PPA and an external master mariner. That exam, again, is largely based on local knowledge and again, we will tell them to take a ship of a specific

15 14 size from anywhere on this coast to anywhere else. So it could be that you've got 20 minutes to take this ship from Deltaport to Victoria pilot station. It could be that we are going to give you a run from Stewart to Triple Island. What they have in front of them is a blank piece of paper, a set of tide tables, a calculator, an eraser and a pencil. They do not have charts. And from memory, they have to take that ship from point A to point B, telling that committee what they are steering on and what they are going to alter onto when they get to the alteration point. If they run aground, the exam's over. It's a fail. There's no going back. It's an extremely difficult exam, but when you look at the area and the level of safety that we require, it's needed. So if they get 70% in all three of those exams, they will then be put on a waiting list and when we need a new pilot, they'll be brought in as an apprentice not a licensed pilot yet and they will spend between nine and a half months to two years observing and doing formal training. The formal training would be simulations, a ship modeled in Europe. All in all, it'll cost us around $300,000 per group, depending on how long they take. If they're successful in that, they will become a Class 2 pilot, limited to around 185 metre vessels. And over the next seven years of their career, they will be moved up in size until they get to the stage where they are considered unlimited, which is the seventh year of piloting. And in their seventh year, they will be able to take the tankers, the Aframax tankers, the large cruise ships and the large container ships because it's all based on size. So in this vessel that we're looking at, it would be a senior pilot, an unrestricted pilot. It would not be a junior pilot. Our safety record is around 99.98%. We have two to three minor incidents out of 12,500 assignments on an annual basis. We want to get that down to zero and we spend about $1.2 million a year on training for our senior pilots and the Apprentice Program. If you want to pull out the senior pilots or the licensed pilots, you're looking at about $600,000 to $700,000 a year in training. And that goes on through the entire life of a pilot. It's essential to keep up with the changes. So that's a quick overview of what we do and how we do it. And we'll now go back to The Voyage of the Vessel. So the pilot, when he goes out to the ship, will be boarding by pilot launch, or by helicopter. We are presently trying the helicopter idea up in the north, and if successful, we'll bring it down to the south as well. But they climb, they've been climbing that ladder for centuries. Pilots have been doing this for many, many, many years, and that ladder has been proven to be the safest way of getting on board, but now they (inaudible) helicopters, I think they all like that a lot better.

16 15 So in this instance, the pilot will be boarding by pilot ladder just at the, off Victoria. And when he gets up to the bridge, he will conduct what we call a bridge resource management meeting. He'll meet with the master and the bridge team and he'll go through a checklist while the vessel maintains the low speed and is maintaining a safe course. And in that checklist, they'll go through all the equipment that is going to be needed on the bridge, including whether the engines, there's any problem with the engines. And in this instance, as we know, the speed log is not working effectively. But what the pilot does bring on with him is a portage pilotage unit. It's a laptop with electronic charts. It's got a rate of turn generator, which is accurate to within one tenth of a degree and his own GPS. So in effect, we do have a speed recorder now in that system, and as the vessel is moving, the pilot does know exact what speed the vessel is doing. He could, of course, with his knowledge and expertise, look out the window and make a pretty good guess as they're going past various points, exactly what it's doing. So you conduct this pilot bridge resource management meeting with the bridge team, and if something else is found, let's say a radar or the gyro is not working and wasn't reported, maybe it just happened. Instantly what'll happen is the team approach will take place again and the pilot will contact vessel traffic and state that this piece of equipment is not working and they will contact Transport Canada. If it's a radar, Transport Canada might say well, is the other one working effectively? It is? Well, if it's okay with you, carry on, proceed with the voyage. Well, that'll depend. So Transport Canada isn't on the bridge; the pilot is. And if he looks out the window and sees restricted visibility or a fog bank, he might actually say I think we're going to wait. We're going to go to anchor and we're going to wait for better conditions. So there's this relationship between the pilots, Transport Canada and vessel traffic to get the vessel from deep sea to alongside the dock safely. And although Transport Canada might have given permission, the pilot still has the authority and the responsibility to make his own decision based on what he's seeing around him. But we're not going to have any more issues with this vessel. We will carry on the voyage. So people often ask well, how do you know what to do when you're out there? There s all these ships going in different directions? Well, first of all, this ship is in a traffic separation scheme, all the way from Victoria to Deltaport. The other thing that it's in is actually in US waters for the majority of the way in. So what we are operating with is the collision regulations. There's international collision regulations and then there's the regulations that the, Transport Canada has in place with some nuances for a Canada-specific operation. So any vessel movement in the area, that's what it's governed by. Recreational vessels should all be following the same rules.

17 16 Now, as you go along our voyage heading to Deltaport, we will come to Turn Point in Haro Strait and Boundary Pass, and as you go through that area, there is what is known as a special operating area. So jointly, the Canadian Coast Guard, Transport Canada, the pilots and the US Coast Guard got together to look at that specific area and put in place another level of safety. So as you approach that, the pilot will call into vessel traffic, state where he is right now, that he's going to be entering the area. We'll know what other vessels are in the area. So there's no overtaking in that area and you need about half a mile between vessels as you go around, keeping three cables off of.3 of a mile as you go around Turn Point. So one of the common questions in the exam is if you don't have a radar, how do you know when you are.3 of a mile off? Well, the pilots line up two points ahead of them, and if you line up a fixed point on the bridge, and that island, and keep turning, you will do your.3 very effectively with no radar. So we can do if there's no radar. So you'll carry on the voyage, and now we're in the Strait of Georgia and as you are approaching, you're going to be reducing speed. Usually about 20 minutes to 30 minutes out, you will start slowing down and you'll be calling the tugs to make sure that you have the required tugs ready and you can make your approach. The approach will be discussed with the bridge team, the master will know how you're going to do it, if you're going to go port side, starboard side, alongside and whether you're going to do an inward or an outward turn, and where the tug's going to be because what you want is the same picture, visual picture in everyone's head on that bridge team. So everybody's got the picture, the tugs come alongside and the vessel moves towards the dock very slowly, and he's put alongside by the pilot. There are some who believe that the Captain of the ships puts vessels alongside. That is not true. It is the pilots who have the ship handling knowledge and expertise to do that. As a master mariner myself, I was at sea for 15 years deep sea, and I can tell you in all that time, I never put my own ship alongside. The most you usually do is take it to an anchorage outside of the port area. It's required because our pilots, with the expert ship handling, do this every day. As a master, when I was at sea, it could be 30 days between ports so you don't have the opportunity to handle the ship as effectively as you think. So now that you're alongside and the vessels are tied up, the pilot would sign off, reporting to vessel traffic, that the vessel is alongside and then there's another whole set of regulations come into place, so I'll hand back to Danielle. Danielle Wensauer: Thanks, Kevin. So now that the vessel is alongside, she will be boarded by a port state control inspector, which is a Transport Canada employee, and as I mentioned in my part of the presentation, this port stage control inspector will do a several hour audit of the boat to make sure that, that all of the

18 17 conventions and domestic regulations are satisfied. In this case, she does have that broken speed log, and so she was able to fix it while she was alongside and loading, and she was able to leave on schedule. Now, the additional rules that Kevin mentioned, these come into place when a boat enters, when a ship enters port authority waters. Now, in the case of Deltaport, the port authority jurisdiction is fairly close to the docks. And so there's not a lot of opportunity for these, for the port authority to have additional regulations. Where you would see these really good examples of these is when a ship comes into Burrard Inlet, where the port authority has many additional layers of rules transiting under the First Narrows and the Second Narrows, for example. So that ends our Voyage of a Vessel. She was able to leave on schedule and, not actually sure where she was bound, I didn't look that up before coming, but anyway, we'll move on to the second part of our presentation. So this is where we speak about the second pillar, Preparedness and Response. So just like the prevention pillar, preparedness and response is a shared responsibility. And these are some of our partners that help us deliver the preparedness and response regime. Again, Transport Canada sets the regulations and Canadian Coast Guard is one of our primary partners, as well as Western Canada Marine Response Corporation. And also, as Brian underscored, the United States Coast Guard is also very important in Juan de Fuca Strait. So now we're going to head right into the incident, and it's taking place just as a pilot has boarded at Race Rocks, at Brotchie Ledge. And I think I'm handing it over to Phil, to Brian. There we go. Brian Bain: Yeah. I'll start, Phil will end up. Okay, so so far, we've been talking about prevention between Transport Canada, Marine Communications and Traffic Services and Pacific Pilotage. That's to ensure that nothing bad happens in the first place. That's not to say that nothing will, nothing bad will ever happen. If we start thinking that way, we won't be very good public servants. So in the event that that happens, Marine Communications and Traffic Services still has a role to play because it's our responsibility to make sure that everybody who needs to know about response knows about response. So the first thing that we'll do is to gather the vessel information. Chances are if it's an inbound vessel, it's filed its 24-hour advance report, has the Automatic Identification System, has reported to us on VHF radio. We'll have most of the information that we want anyway about the name of the ship, the length, the cargo, all that kind of thing. But what we won't know is the nature of the problem. The ship is going to have to tell us that, and are they requesting assistance? Do they require assistance? It's not our

19 18 responsibility to say what sort of assistance is required, but we can get all the information from the ship that they are telling us. We can identify resources that are at our disposal, such as other ships in the area that we're also monitoring and speaking to on VHF radio. There are other resources that Transport and Environmental Response have at their disposal. We have ready access to weather, tide and current information. Now, you'll have one thing there you're probably not familiar with: the acronym SARTEL. That's the Search and Rescue Telephone Network. But what that means is that it's an open voice telephone circuit. It's owned by the US Coast Guard, but it's shared amongst the Joint Rescue Coordination Centre in Esquimalt, ourselves in Victoria MCTS and also at Prince Rupert MCTS. So at that point, depending on the nature of the problem that they're reporting, MCTS will put out a broadcast for assistance. For example, if they're requesting a tug, if it looks as though there's, you know, going to be a time lag, if there's somebody in the area that we know about, we can put out a broadcast for assistance. Or somebody else might do that. So in this case, the best thing that we can do, and we've been doing it more and more as time goes on, is to initiate an interagency teleconference. Transport Canada will want to get involved with this one if there's something to do with the ship's machinery. Environmental Response will want to get involved if there's something that involves Environmental Response. If there's any threat to life, then the Joint Rescue Coordination Centre, referred to here as JRCC, SAR is Search and Rescue, would also want to get involved. So if we get all of those players on the same teleconference, then they can sort out jurisdiction, sort out who's going to take the lead or sort out whether they want to set up what we call Incident Command our Unified Command. Now at this point, I'll hand off to Phil to let you know how that all works. Philip Murdock: Okay, so just, I just want to briefly speak about the previous slide actually, just cause I think it's important to, for everyone to understand that, that the agencies do speak and when we do find out that there is a potential problem, a potential issue with a vessel, we do set up this call and it's a critical piece of the puzzle. As Brian has said, it enables the Coast Guard to talk to Transport, to talk to our SAR group, to have the Environmental Response group involved cause each of us have different authorities and different interests, so to speak, primarily our authorities and mandates and we can use those tools, those mandates and authorities to guide us and also provide resolution. It also ensures that we're "on the same" and that's critical obviously when you have a potential incident developing with a vessel that's in Canadian waters. So I just wanted to mention that.

20 19 Moving forward, if we do end up with a vessel that has a, does have a significant incident, and I guess we'll say a grounding, and there would be a potential threat of a release of pollutants, the Canadian Coast Guard is the lead agency for any release of pollutants in Canadian waters. The, one of the interesting things, and Brian has spoken to it in terms of we have the shared waterway management with the US Coast Guard in terms of the vessel traffic services portion. We also have arrangements with the United States Coast Guard in terms of spill response. Any time there's a threat of a spill or a spill where it may become a trans-boundary situation, we have arrangements, negotiated MOUs with the United States Coast Guard under the Joint Contingency Plan, which is the national overarching document, and that leads to five annexes; one of the annexes is referred to as the Can Use Pack. And the Can Use Pack annex covers the area of Juan de Fuca through the Gulf Islands and the San Juans and then up to the Point Roberts Deltaport area. Again, oil on the water knows no boundary and so these arrangements are in place so that we are both prepared to respond and assist. Each nation can very quickly assist each other if there is any oils in the water. We have arrangements with both the US Customs and Canadian Border Services just to facilitate equipment moving back and forth and people moving back and forth across the border, again in, in this kind of an emergency situation to respond. The Coast Guard has recently adopted, about three years ago, we officially adopted the Incident Command System. The Incident Command System is a tool that allows us to effectively manage incidents, emergency response incidents like an oil spill response. One of the big advantages is that it's common terminology, people who know the Incident Command System, it's all the same. There's very little variation, and so it's easier for people from outside of the Coast Guard to integrate into a response as part of the Incident Command System. In the province of British Columbia, the provincial government has been using ICS for quite some time. Many other agencies, the US Coast Guard for instance, has been using the Incident Command structure, or System, for over 10 years. And again, Coast Guard made a determination, and I would say the federal government frankly, has made the determination that we will be using ICS as the management tool that we will use any significant kind of marine incident on water. I don't know that I want to add anything else. Thank you very much. We have questions. And I believe I'll start with you, Mr. Murdock. Also, before we start, I'd like to remind you to always identify yourself when you answer a question for the transcript, please.