Section 3.2: Origin, Destination & Marine Traffic Volume Survey
TERMPOL Surveys and Studies
ENBRIDGE NORTHERN GATEWAY PROJECT
FINAL - REV. 0
Prepared for: Northern Gateway Pipelines Inc.
January 20, 2010
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Northern Gateway Pipelines Inc. Section 3.2: Origin, Destination & Marine Traffic Volume Survey Table of Contents
Table of Contents
1 Introduction ...... 1-1
1.1 Objectives ...... 1-1 1.2 Scope ...... 1-1 1.3 Sources of Data ...... 1-1 1.4 Data validation ...... 1-2
2 Description of Marine Network ...... 2-1
2.1 Proposed Routes for Enbridge Tankers ...... 2-2
2.1.1 North Route ...... 2-2 2.1.2 South Routes ...... 2-4
2.2 Major Traffic Routes ...... 2-6
2.2.1 The Trans Alaskan Pipeline System (TAPS) Tanker Route ...... 2-6 2.2.2 Hecate Strait and Queen Charlotte Sound ...... 2-7 2.2.3 The Outside Passage ...... 2-7 2.2.4 The Inner Passage ...... 2-7
3 Considerations within Marine Network ...... 3-1
3.1 Shipping Network Focal Points ...... 3-1
3.1.1 Triple Island Pilot Grounds ...... 3-2 3.1.2 Channel Constrictions ...... 3-3 3.1.3 Wright Sound ...... 3-9 3.1.4 Caamaño Sound ...... 3-11
3.2 Special Operations Areas ...... 3-12
3.2.1 Military Exercise and Offshore Exploration/Exploration Activity ...... 3-12 3.2.2 Seaplane Activity ...... 3-13
3.3 Biology and Human Use ...... 3-15
3.3.1 Project Areas ...... 3-15 3.3.2 Fishing Boundaries ...... 3-15 3.3.3 Areas of High Fishing Effort ...... 3-18 3.3.4 Major Fisheries and Important Fishing Grounds ...... 3-21 3.3.5 Fisheries Openings ...... 3-31 3.3.6 Seasonal Commercial Fishing Activities ...... 3-31
3.4 Sensitive Areas ...... 3-32
3.4.1 Sensitive Biological Areas ...... 3-32 3.4.2 Sensitive Human Use Areas ...... 3-34
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Northern Gateway Pipelines Inc. Section 3.2: Origin, Destination & Marine Traffic Volume Survey Table of Contents
Table of Contents (continued)
4 Description of Existing Marine Traffic ...... 4-1
4.1 Classes of Marine Traffic ...... 4-1 4.2 Characteristics of Vessels Operating in the Region ...... 4-1
4.2.1 Tugs with Tow (Logs, Cargo, Containers, Bulk, Rail Cars and Oil) ...... 4-2 4.2.2 Tugs without tow in transit ...... 4-4 4.2.3 General Cargo Vessels ...... 4-4 4.2.4 Dry-Bulk Cargo Vessels (Bulk Carriers) ...... 4-4 4.2.5 Container Cargo Vessels ...... 4-4 4.2.6 Tankers (Oil, LPG, Chemical) ...... 4-4 4.2.7 Passenger Vessels (Cruise Ships) ...... 4-5 4.2.8 Pleasure Craft (Sailing Yachts, Motor Yachts and Sports Fishing Boats) ...... 4-5 4.2.9 Government Vessels and Warships ...... 4-6 4.2.10 Commercial and Passenger Ferries ...... 4-7 4.2.11 Floatplane Activity ...... 4-7 4.2.12 Commercial Fishing Vessels (All Types) ...... 4-7
5 Regional Vessel Traffic Analysis ...... 5-1
5.1 Vessel Traffic Data Sources...... 5-1 5.2 Seasonal Variations ...... 5-3 5.3 Vessel Traffic Frequency ...... 5-4
5.3.1 Prince Rupert VTS Area ...... 5-4 5.3.2 Traffic in the Outside Passage ...... 5-7 5.3.3 Vessels using the Inner Passage ...... 5-8 5.3.4 Wright Sound Traffic Volumes ...... 5-9 5.3.5 Average Vessel Traffic Frequency ...... 5-15
5.4 Traffic in Douglas Channel (Kitimat)...... 5-16 5.5 Other Regional Traffic - TAPS Tanker Route ...... 5-18
6 Variations in Traffic Density ...... 6-1
6.1 Historical Trends ...... 6-1 6.2 The Proponents Vessels ...... 6-3 6.3 Existing Tanker Operations at Kitimat ...... 6-3 6.4 Other Commercial Proposals in the Region ...... 6-4
6.4.1 Kitimat LNG Proposal and the Pacific Trail Pipeline ...... 6-4 6.4.2 Cascadia Materials Proposal ...... 6-5 6.4.3 Pembina and Kinder Morgan Pipeline Proposals ...... 6-5 6.4.4 The Alcan Smelting Expansion/Rebuild Proposal ...... 6-5 6.4.5 The Merrill Lynch/Teekay Shipping Floating LNG Export Facility ...... 6-5
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Northern Gateway Pipelines Inc. Section 3.2: Origin, Destination & Marine Traffic Volume Survey Table of Contents
Table of Contents (continued)
6.5 The Combined Effect on Marine Traffic at Kitimat ...... 6-5
6.5.1 Potential Traffic Increases due to Current Commercial Proposals...... 6-6 6.5.2 The Effect on Marine Traffic using Douglas Channel ...... 6-7 6.5.3 The Effect on Marine Traffic using Wright Sound ...... 6-7 6.5.4 The Effect on Marine Traffic using Prince Rupert MCTS ...... 6-7
7 Conclusions and Major Results of Survey ...... 7-1
7.1 Major Traffic Routes ...... 7-1 7.2 Possible Alternative Routes ...... 7-1 7.3 Shipping Network Focal Points ...... 7-1 7.4 Special Operations Areas ...... 7-2 7.5 Major Fishing Grounds ...... 7-2 7.6 Sensitive Areas ...... 7-2 7.7 Description of Existing Marine Traffic ...... 7-2 7.8 Variations in Traffic Density ...... 7-3
8 References and Acknowledgement ...... 8-1
8.1 Acknowledgement ...... 8-1 8.2 References ...... 8-1
A.1 BC Ferries Schedules ...... A-1
A.2 Alaska State Ferry Services ...... A-3
A.3 Reporting Vessel Statistics ...... A-3
A.4 Piloted Marine Traffic ...... A-31
A.5 Kitimat Shipping Statistics ...... A-36 List of Tables
Table 3-1 Biologically Important Areas for Ground, Pelagic and Anadromous Fishes in the Study Area...... 3-22
Table 3-2 Invertebrate Species Associated with Marine Ecosections of the Study Area ...... 3-28
Table 3-3 Fishery Openings and Closures in the Study Area ...... 3-31
Table 3-4 Key Sensitive Marine Biological Areas in the Study Area ...... 3-33
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List of Tables (continued)
Table 3-5 Coastal Settlements, Kitimat to Dixon Entrance ...... 3-36
Table 3-6 Selected 2006 Social and Economic Indicators for the Study Area ...... 3-44
Table 3-7 Selected 2006 Social and Economic Indicators for Aboriginal Populations in the Study Area ...... 3-45
Table 3-8 Selected 2006 Social and Economic Indicators for Aboriginal Populations on Reserves in the Study Area ...... 3-47
Table 3-9 Adult Aboriginal Participation in Traditional Activities, 2001 ...... 3-51
Table 3-10 Community Well Being Index for Populated Aboriginal Reserves in the Study Area ...... 3-51
Table 4-1 U.S. Tug Operator Summary ...... 4-3
Table 4-2 Commercial and Passenger Ferries ...... 4-7
Table 5-1 Vessel Statistics for Prince Rupert MCTS Center – July 2005 ...... 5-5
Table 5-2 Vessel Statistics for Prince Rupert MCTS Center – October 2005 ...... 5-6
Table 5-3 Prince Rupert MCTS Reports ...... 5-9
Table 5-4 Vessels Reports at Wright Sound...... 5-10
Table 6-1 Potential Traffic Increases Kitimat - Vessel Calls ...... 6-6
Table A-1 Vessels providing BC Ferry Services ...... A-2
Table A-2 Vessel Statistics for Prince Rupert Centre – July 2005 ...... A-3
Table A-3 Vessel Statistics for Prince Rupert Centre – October 2005 ...... A-4
Table A-4 Data for all Reporting Vessels at Wright Sound ...... A-5
Table A-5 Reporting Vessels at Wright Sound – October 2005 ...... A-18
Table A-6 Reported at Wright Sound Area – July and October 2005 ...... A-30
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Northern Gateway Pipelines Inc. Section 3.2: Origin, Destination & Marine Traffic Volume Survey Table of Contents
List of Tables (continued)
Table A-7 Reports per Route Wright Sound Area – July and October 2005 ...... A-30
Table A-8 Douglas Channel to/from Kitimat - Year 2004 ...... A-31
Table A-9 Piloted Marine Traffic Kitimat – 2005 ...... A-33
Table A-10 Count Of Canadian Commercial Fishing Vessels in the Region Local to Kitimat, Years 1999 Through 2004 ...... A-34
List of Figures
Figure 2-1 Regional Coastal Trade Network ...... 2-1
Figure 2-2 Enbridge Tankers – The North Route ...... 2-3
Figure 2-3 Enbridge Tankers - The South Routes ...... 2-5
Figure 2-4 TEZ and Existing TAPS Tanker Routes ...... 2-6
Figure 3-1 Tanker Routes – Navigational Nodes ...... 3-1
Figure 3-2 Traffic Convergence near Triple Islands ...... 3-2
Figure 3-3 Dixon Island Narrows ...... 3-4
Figure 3-4 Despair Point Narrows ...... 3-5
Figure 3-5 Otter Channel ...... 3-6
Figure 3-6 Lewis Passage (Plover Point) ...... 3-7
Figure 3-7 Emilia Island Narrows ...... 3-8
Figure 3-8 Wright Sound Traffic Network ...... 3-9
Figure 3-9 Wright Sound Manoeuvring Zone and Main Traffic Network ...... 3-11
Figure 3-10 Caamaño Sound Traffic Network ...... 3-12
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List of Figures (continued)
Figure 3-11 Hartley Bay Aerodrome ...... 3-13
Figure 3-12 Minette Bay Aerodrome ...... 3-14
Figure 3-13 Marine Ecosections in the Study Area ...... 3-16
Figure 3-14 Fisheries Management Area 6 and Associated Sub-areas (image © DFO)...... 3-17
Figure 3-15 Fisheries Management Area 6 and Associated Sub-areas (image © DFO)...... 3-18
Figure 3-16 Summary of High Commercial Fishing Effort Areas in the OWA ...... 3-20
Figure 3-17 Important Habitat for Marine Fishes in the Study Area ...... 3-26
Figure 3-18 Summary of Important Areas for Marine Benthos in the Study Area ..... 3-29
Figure 3-19 Socio-Economic Region used for the TERMPOL Assessment...... 3-35
Figure 3-20 Room Revenues for the Socio-Economic Region, 2003 to 2007 ...... 3-40
Figure 3-21 Seasonality of Room Revenues for the Socio-Economic Region, 2003 to 2007 ...... 3-41
Figure 3-22 Summary of Human Use in the Study Area ...... 3-42
Figure 3-23 Aboriginal communities, reserved lands and identified areas of First Nations’ food fisheries ...... 3-49
Figure 4-1 Recreational Vessel Routes ...... 4-6
Figure 5-1 Coverage Area of Prince Rupert MCTS and VTS...... 5-2
Figure 5-2 Typical Seasonal Variations in Monthly Traffic – Wright Sound ...... 5-3
Figure 5-3 Reporting Traffic Summer/Winter ...... 5-7
Figure 5-4 Average Monthly Summer Traffic in Principe Channel ...... 5-8
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Northern Gateway Pipelines Inc. Section 3.2: Origin, Destination & Marine Traffic Volume Survey Table of Contents
List of Figures (continued)
Figure 5-5 Annual Traffic Wright Sound ...... 5-11
Figure 5-6 Estimated Seasonal Traffic Volumes – Wright Sound, 2005 ...... 5-12
Figure 5-7 January Traffic - Wright Sound ...... 5-13
Figure 5-8 April Traffic - Wright Sound ...... 5-13
Figure 5-9 July Traffic - Wright Sound ...... 5-14
Figure 5-10 October Traffic - Wright Sound ...... 5-14
Figure 5-11 AVTF (Vessels per hour) Comparison ...... 5-15
Figure 5-12 Annual Commercial Vessel Traffic to Kitimat ...... 5-17
Figure 5-13 Annual Commercial Deep-Sea Vessel Traffic to Kitimat, 2000 to 2008 ...... 5-17
Figure 5-14 Average Monthly Vessel Traffic in Douglas Channel ...... 5-18
Figure 5-15 Annual Tanker Traffic and Throughput from Valdez Terminal ...... 5-19
Figure 6-1 Commodity Volumes through the Port of Prince Rupert, 2002-2008 ...... 6-2
Figure 6-2 Traffic Volumes through the Port of Vancouver, 1997 to 2007 ...... 6-3
Figure 6-3 Comparison of Existing (2004/2005) 2005 Kitimat Vessel Traffic to Future Volumes ...... 6-6
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Northern Gateway Pipelines Inc. Section 3.2: Origin, Destination & Marine Traffic Volume Survey Section 1: Introduction
1 Introduction
1.1 Objectives In accordance with the TERMPOL Code, TP473E 2001, the objectives of this survey are to quantify and describe all recreational, commercial and any other traffic movement that collectively form the regional marine traffic network. Information in this Survey provides context for determining the impact and interaction between project design ships with existing marine traffic and the regional human and biotic environment.
1.2 Scope The survey identifies the proposed routes for Enbridge tankers and describes major traffic routes off the North Central Coast (NCC) region of British Columbia. The regional marine traffic network is described. An analysis of classes of traffic, vessel characterisation, traffic volumes and expected interaction with project design vessels are analysed. Biology, fisheries and other human use patterns were mapped to provide the basis for estimates of marine traffic relating to fisheries, recreational and other smaller marine traffic in the region. Local marine traffic relating to the Port of Kitimat is also described: key routes are the Douglas Channel to Kitimat and the Wright Sound focal point. Potential traffic increases due to current commercial proposals for expansion at Kitimat are introduced. Combined effect on marine traffic at Kitimat is evaluated.
1.3 Sources of Data Marine traffic statistics and resource information were compiled from a variety of public data sources, including Data from the Canadian Coast Guard (CCG) Marine Communication and Traffic Services (MCTS) for the Inner Passage and for the Prince Rupert Vessel Traffic Services (VTS) zone Pacific Pilotage Authority (PPA) records for piloted movements near the Port of Kitimat Ferry schedules Estimates by MCTS staff, tugboat captains and pilots Statistics for the private Port of Kitimat DFO data showing counts of Canadian fishing vessels in the Kitimat region.
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MCTS data logs movements of larger vessels but non-reporting traffic includes a significant proportion of tugs and tugs-in-tow, fishing and recreational vessels. For these non-reporting categories, anecdotal evidence and geographical information were used to build up inferred traffic statistics. In particular, land use information available from DFO regarding marinas, kayak sites and routes were used to build traffic patterns for recreational craft. The data quoted generally covers the period 2004 to 2005. Seasonal variations were quantified by using data for specific months, representative of each season. Overall traffic patterns were identified from annual data.
1.4 Data validation The data presented in this survey was cross-checked against additional MCTS data sets to assess applicability of the data presented to the Project timeframe. MCTS data from 2006 – 2008 was analysed to confirm that the data from 2004 – 2005 remains valid. Results for the later period were found to be comparable. Changes in regional and local marine traffic in the project timeframe will be driven by commercial developments of current and future Kitimat industrial users including Alcan, Methanex and Eurocan. For all categories of maritime traffic that is not required to report in to MCTS and inferred traffic, the traffic volumes estimated in this survey exceed the volumes indicated by the raw MCTS data.
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Northern Gateway Pipelines Inc. Section 3.2: Origin, Destination & Marine Traffic Volume Survey Section 2: Description of Marine Network
2 Description of Marine Network The north coast of British Columbia is home to a complex network of coastal and inland marine shipping routes. Many of these routes are established commercial shipping routes that have accommodated marine trade with Kitimat since the 1950‘s. Figure 2-1 illustrates the coastal trade routes in the region.
Figure 2-1 Regional Coastal Trade Network
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Northern Gateway Pipelines Inc. Section 3.2: Origin, Destination & Marine Traffic Volume Survey Table of Contents
(Source: Canadian Hydrographic Service, Chart No. 3000)1
2.1 Proposed Routes for Enbridge Tankers Detailed analyses of the routes leading to Enbridge‘s proposed marine terminal near Kitimat have been carried out and the results are presented under separate cover in TERMPOL No. 3.5, Route Analysis, Approach Characteristics and Navigability Survey. In summary, there are two major routes under consideration for tankers bound to and from the proposed Enbridge Northern Gateway Pipelines Kitimat terminal, as described below.
2.1.1 North Route The north route for tankers arriving from Asian ports makes landfall in Dixon Entrance, to the north of the Queen Charlotte Islands. Termination of the ships passage will be on approach to Triple Island Pilot Station, situated west of Prince Rupert, where the vessel will embark members of the British Columbia Coast Pilots Ltd. (BCCP) prior to proceeding inwards on the 157 nautical miles (nm) or 290 kilometre (km) inland waterway passage to the proposed Enbridge Marine Terminal near Kitimat, via: Northern Hecate Strait; Browning Entrance; Principe Channel; Nepean Sound; Otter Channel; Squally Passage; Lewis Passage; Wright Sound; Douglas Channel; and, Kitimat Arm. Figure 2-2, which follows, presents an illustration of the proposed north route.
1 Chart images in this document are copyright protected and reproduced with the permission of the Canadian Hydrographic Service. Not to be used for navigation.
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Northern Gateway Pipelines Inc. Section 3.2: Origin, Destination & Marine Traffic Volume Survey Section 2: Description of Marine Network
Figure 2-2 Enbridge Tankers – The North Route (Source: Canadian Hydrographic Service, Chart No. 3000)
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The outbound passage from Kitimat to the ocean will be the reverse of the inward route. Vessels will be under the guidance of BCCP from the terminal near Kitimat to Triple Island, where pilots would disembark. The vessel will commence ocean passage after clearing outbound from Triple Island pilot station navigating westwards out of Dixon Entrance, to the open ocean.
2.1.2 South Routes Although it is expected that a substantial number of tankers calling on Enbridge‘s proposed marine terminal near Kitimat will be from Asian ports and will use the route described in Section 2.1.1 above, some vessels may arrive from southern west coast USA ports. These vessels would enter Hecate Strait from the south. The most direct route to Kitimat for these vessels would be through Caamaño Sound, however this area is subject to cross currents, cross winds, seas and swells during severe weather which may limit pilot boarding or tethered tug operations during such times. If transit of Caamaño Sound is precluded due to weather conditions, vessels would travel further north to Browning entrance, the remainder of this route being common with the North Route. The route for inbound tankers arriving from southern ports makes landfall in Queen Charlotte Sound. The existing Cape Beale pilot station on the southwest coast of Vancouver Island and the Pine Island station near Port Hardy are not considered suitable for southern route vessels as they are considered to be too far from the intended voyage track. The Pacific Pilotage Authority has indicated that helicopter boarding of pilots may be possible on a year-round basis anywhere from northern Vancouver Island to Browning Entrance, subject to adequate flight visibility. Helicopters would be mobilized either from Port Hardy or Prince Rupert. Night time helicopter operations are also a possibility, but would require additional training for both helicopter pilots and vessel pilots (K. Obermeyer, PPA, personal communication, May 19, 2009). After embarking pilots, the inbound vessel will proceed to Kitimat via either of the two following routes, depending upon the weather at the time: Queen Charlotte Sound, Caamaño Sound, Campania Sound, Squally Passage, Lewis Passage, Wright Sound, Douglas Channel and Kitimat Arm. Or Queen Charlotte Sound, Hecate Strait, Browning Entrance, Principe Channel, Nepean Sound, Otter Channel, Squally Passage, Lewis passage, Wright Sound, Douglas Channel and Kitimat Arm. Figure 2-3 presents an illustration of the proposed south routes.
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Northern Gateway Pipelines Inc. Section 3.2: Origin, Destination & Marine Traffic Volume Survey Section 2: Description of Marine Network
Figure 2-3 Enbridge Tankers - The South Routes (Source: Canadian Hydrographic Service, Chart No. 3000)
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2.2 Major Traffic Routes The major marine traffic routes that are likely to be encountered by vessels transiting to and from the proposed Enbridge Terminal near Kitimat are described below.
2.2.1 The Trans Alaskan Pipeline System (TAPS) Tanker Route The Trans Alaskan Pipeline System is comprised of an oil pipeline between Prudhoe Bay on the North Alaskan Slope and a marine loading terminal in the Port of Valdez, operated by Alyeska Pipeline Service Company. Shuttle tankers operate between the Valdez Terminal and oil import terminals on the west coast of the United States, including the Puget Sound and California.
Figure 2-4 TEZ and Existing TAPS Tanker Routes (Source: DFO – PAC 200)
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Northern Gateway Pipelines Inc. Section 3.2: Origin, Destination & Marine Traffic Volume Survey Section 2: Description of Marine Network
Based on work completed by the Canadian Coast Guard (CCG), and subsequently accepted by their U.S. counterparts, a voluntary Tanker Exclusion Zone (TEZ) was established in 1988 off the west coast of British Columbia. Laden oil tankers transiting southbound past coastal British Columbia are expected to observe the TEZ, the limits of which are presented on Figure 2-4, above. The TEZ is highlighted in yellow. Tankers returning to the Valdez Terminal in ballast are not required to observe the TEZ. The TEZ is intended to apply only to tankers in transit from Alaska to the lower US along the BC coast. It was never intended to apply to tankers destined to or from British Columbia ports (H. Singh, Transport Canada, personal communication, April 25, 2009).
2.2.2 Hecate Strait and Queen Charlotte Sound This coastal route is used by some larger marine traffic, during summer months, opting for the shorter distances offered for destinations in the Queen Charlotte Basin. The harsh environmental conditions, that are often prevalent during non-summer months result in most marine traffic seeking the shelter of the Inner or Outside Passages.
2.2.3 The Outside Passage This is the collection of slightly less exposed waterways that connect the northern Hecate Strait, including Prince Rupert, with the southern part of Queen Charlotte Sound, the Johnstone Strait and ports such as Port Hardy, Vancouver and Victoria. From the northern Hecate Strait, the Outside Passage route uses the connecting and partially sheltered waters of Principe Channel, Nepean Sound, Estevan Sound, Caamaño Sound, Laredo Channel and Laredo Sound. An alternative is to use Otter Channel, Squally Channel, and Campania Sound to Laredo Channel. This reduces the exposure to weather at the Campania Sound, Caamaño Sound area.
2.2.4 The Inner Passage This is the coastal traffic route used by the majority of marine traffic transiting north-south on the British Columbia coast. The Inner Passage is the most sheltered collection of marine waterways connecting almost the entire length of the coast from Prince Rupert in the north, to Cape Calvert in the south. Of necessity, users must cross the more exposed waters of the Queen Charlotte Strait, from Cape Calvert to the more sheltered waters between Vancouver Island and the British Columbia Mainland.
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Northern Gateway Pipelines Inc. Section 3.2: Origin, Destination & Marine Traffic Volume Survey Section 3: Considerations within Marine Network
3 Considerations within Marine Network The north coast of British Columbia is a well established commercial and recreational marine network of coastal and inland waterways. However, tankers transiting to and from Enbridge‘s proposed Kitimat Terminal will encounter locations where interaction with other marine traffic may occur, including pilot boarding stations, narrow channels, channel bends, and areas where marine traffic crosses. In addition to marine vessel traffic, visiting tankers need to be aware of other regional activities that may require navigational interaction or coordination, including military operations, exploratory work, seaplane activities, commercial fisheries, and recreational activities. Each of these issues is discussed in the following sections.
3.1 Shipping Network Focal Points Within the area of interest, there are a number of network focal points, or nodes, which indicate geographical locations where interactive situations may occur, identified on Figure 3-1 below.
Figure 3-1 Tanker Routes – Navigational Nodes (Source: Canadian Hydrographic Service, Chart No. 3000)
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Northern Gateway Pipelines Inc. Section 3.2: Origin, Destination & Marine Traffic Volume Survey Section 3: Considerations within Marine Network
3.1.1 Triple Island Pilot Grounds The proposed navigation routes are within the mandatory pilotage areas as defined by the Pilotage Act. The most northern boarding grounds for BCCP are situated near Triple Island. The boarding station is where incoming and outgoing tankers on the proposed route would interact with Prince Rupert marine traffic and vessels transiting the Inner and Outside Passages. This, however, is not strictly a crossing traffic area, but more a traffic convergence area that would create some crossing and close quarters situations. Figure 3-2 identifies the likely routes for vessels that are boarding a pilot at the Triple Island station. The red line denotes the proposed tanker traffic route and the green lines denote other traffic routes at or near the pilot boarding station.
Figure 3-2 Traffic Convergence near Triple Islands (Source: Canadian Hydrographic Service, Chart No. 3002)
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Northern Gateway Pipelines Inc. Section 3.2: Origin, Destination & Marine Traffic Volume Survey Section 3: Considerations within Marine Network
3.1.2 Channel Constrictions The proposed routes generally offer deep water and wide channels, suitable for two-way marine vessel traffic. Water depths in the channels range from the charted minimum of 35 m, which is sufficient depth for safe navigation of the proposed vessel, up to depths of several hundred metres. Based on PIANC (1995) recommendations for channel widths, the minimum channel width for two-way VLCC traffic would be eight times the vessel‘s beam, or approximately 560 m based on a maximum VLCC beam width of 70 m. This minimum width takes into account the expected vessel speed, exposure conditions, and the worst combination of cross winds, currents, and waves along the route. In comparison, the two-way channel width recommended by the TERMPOL code is seven times the maximum beam, or 490 m. In either case, the narrowest points along the route are well in excess of this, so the route is not considered especially restrictive from a navigation point of view. The narrowest points along the north approach route are at the following locations:
3.1.2.1 Dixon Island Narrows (1.43 km – Minimum Depth 36 m) Dixon Island Narrows (and the other Narrows enroute) are presented as a ‗Navigational Node‘ because the narrows bring passing vessels closer together. The navigable width of the channel in Principe Channel near Dixon Island is approximately 1.43 km. The general water depth across this section is in excess of 36 m. In the same area the channel is 1.15 km wide in water depths exceeding 91 metres. This narrow section of the proposed route is a straight channel for at least 7.4 km in each direction from the narrowest portion which at 1.43 km is about 20 times the largest design ship‘s beam in sufficient water for safe transit. Even if considering only the 50 Fathoms (91 metres) contours, the channel width at 1.15 km or about 16 times the largest vessels beam is suitable for two-way navigation.
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Northern Gateway Pipelines Inc. Section 3.2: Origin, Destination & Marine Traffic Volume Survey Section 3: Considerations within Marine Network
Figure 3-3 Dixon Island Narrows (Source: Canadian Hydrographic Service, Chart No. 3746)
3.1.2.2 Despair Point narrows (1.8 km – Minimum Depth 36 m) Principe Channel off Despair Point is charted as 1.8 km in water depths exceeding 36 metres, sufficient for safe transit. The general water depth across this section is in excess of 91 m for a width of 1.25 km on the south side. The shelf to the north side has a least depth of 67 m (37 fathoms). This fairly straight section of the route for at least 7 km in each direction widens out gradually to the northwest of Despair Point and broadens steeply, to the southeast. The channels width and depth is suitable for two-way navigation.
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Figure 3-4 Despair Point Narrows (Source: Canadian Hydrographic Service, Chart No. 3741)
3.1.2.3 Otter Channel (1.8 km – Minimum Depth 36 m) Otter Channel, shown in Figure 3-5, is the deepwater passage between Nepean Sound at the south end of Principe Channel and, Squally Channel. Otter channel is presented as a navigational node because of the possibility of meeting traffic. The narrowest part of Otter Channel is South of McCreight Point where the channel is 1.8 km wide in water depths exceeding 36 metres, required for safe transit. Otter Channel‘s width and depth is suitable for safe transit and two-way navigation.
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Northern Gateway Pipelines Inc. Section 3.2: Origin, Destination & Marine Traffic Volume Survey Section 3: Considerations within Marine Network
Figure 3-5 Otter Channel (Source: Canadian Hydrographic Service, Chart No. 3742) Inbound vessels from Nepean Sound make a turn off Fleishman Point to line up on the new course through Otter Channel. In the other direction outbound vessels approach Otter Channel from Lewis Passage crossing the 9.3 km expanse of Squally Channel almost on the same course as is required to pass through Otter Channel.
3.1.2.4 Lewis Passage (2.3 km – Minimum Depth 36 m) Lewis Passage, shown in Figure 3-6, is the deepwater passage between Squally Channel and Wright Sound. Lewis Passage at Plover Point is a navigational node because of the possibility of passing traffic at the bend in the channel off Plover Point.
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Northern Gateway Pipelines Inc. Section 3.2: Origin, Destination & Marine Traffic Volume Survey Section 3: Considerations within Marine Network
Figure 3-6 Lewis Passage (Plover Point) (Source: Canadian Hydrographic Service, Chart No. 3742)
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Northern Gateway Pipelines Inc. Section 3.2: Origin, Destination & Marine Traffic Volume Survey Section 3: Considerations within Marine Network
The southern part of Lewis Passage runs in a northeast/southwest direction between Gil Island and Fin Island and changes to a north by west / south by east direction between Fin Island and Wright Sound. The 20 fathoms (36 metres) contours are not well defined in the location of Plover Point, being situated close inshore. The channel width in 36 metres water depth is measured as about 2.3 km., whereas, the 50 fathoms (91 metres) contours are better defined and give a navigable channel width of 2.1 km or 30 times the beam of the largest design tanker. As vessels round Plover Point, there is a 66 change of course. The channel is suitable at this section for two-way traffic. There is good visibility in both directions approaching the bend at Plover Point with more than five kilometres of straight section immediately before and after the bend, in either direction.
3.1.2.5 Emilia Island Narrows (1.4 km – Minimum Depth 91 m)
Figure 3-7 Emilia Island Narrows (Source: Canadian Hydrographic Service, Chart No. 3743)
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The 20 fathoms (36 metres) contours in the location of Emilia Island are either not charted or well defined, being very close inshore. The channel narrows over an approximately 5.6 km section to a minimum width of 1.4 kilometres between the 50 fathoms (91 metres) contours at Emilia Island, shown in Figure 3-7, which is situated in Douglas Channel about 30 kilometres from Kitimat. The general water depth in this section exceeds 300 metres, the rocky sides of the channel being steep to, giving the channel sufficient width and depth for two-way traffic. It is a reasonably straight route with no severe bends on approach to or exit from, the narrow section.
3.1.3 Wright Sound The Wright Sound area is considered to be the most complex navigational node because it is the main traffic junction of the regional network. Proposed tanker traffic will join and leave the Inner Passage traffic flow in Wright Sound, effectively crossing that traffic flow.
Figure 3-8 Wright Sound Traffic Network (Source: Canadian Hydrographic Service, Chart No. 3742)
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Wright Sound (Figure 3-8) is the junction of six deep-water navigable channels, as follows: Grenville Channel (1); Douglas Channel (2); Verney Passage (3); McKay Reach (4); Whale Channel (5); Lewis Passage (6); There are also two lesser channels that must be considered within the overall Wright Sound Marine Traffic Network: Stewart Narrows (7) via Coghlan Anchorage from Hartley bay to Grenville Channel, that is used by smaller vessels; and, Cridge Passage (8) that meets Lewis Passage between Plover Point and Block Head, near to the limits of Wright Sound. Vessels transiting the Inner Passage use the waters of Grenville Channel and McKay Reach to Princess Royal Channel. Wright Sound separates Grenville Channel and McKay Reach. The route is shown as a solid green line on Figure 3-8. The light blue lines delineate existing alternative routes used by vessels in the network and the red line delineates the proposed tanker traffic. Vessels either leaving or joining the Inner Passage route may use any of the connecting branches to Wright Sound. However, the most common branch of the Inner Passage is Douglas Channel, which is the route to the port of Kitimat. Figure 3-9 presents detail of the main routing schemes within Wright Sound that are represented by the solid green lines. Also shown is the manoeuvring zone, which allows opposing and crossing vessels room for traffic avoidance. The area enclosed by joining together turning circles A and B is an elongated kidney shaped ―manoeuvring zone‖ that is about 11 km long with turning diameters at A of at least 3.7 km and at B of at least 4.6 km. The water depth within this entire ‗Manoeuvring Zone‘ is greater than 90 m to localized depths in the region of 670 m. Vessel manoeuvring variations are shown in lighter red; showing how the pilots of vessels crossing the main traffic flow of the Inner Passage, may use the extent of the manoeuvring zone for traffic avoidance.
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All reporting traffic transiting the Wright Sound area is managed by the Prince Rupert MCTS, and this process will continue with the introduction of new tankers to ensure that potential conflicts between large vessels are avoided. It is anticipated that the proposed design tankers, Aframax, Suezmax and VLCC will have tug assistance within the confined channel assessment area, which the zone where other marine traffic is most likely to be encountered. Although the Prince Rupert MCTS currently has no plans to install radar coverage in Wright Sound, there are plans to introduce a new vessel tracking system known as AIS (Automated Information System) in the near future, which will provide the MCTS with more detailed data as part of their traffic management system. The AIS system is described further in Section 5.1 below.
Figure 3-9 Wright Sound Manoeuvring Zone and Main Traffic Network (Source: Canadian Hydrographic Service, Chart No. 3742) Due to the importance of Wright Sound as the most complex navigational node and having the greatest potential for crossing traffic situations, it is given special attention in the discussion of traffic volumes in Section 0.
3.1.4 Caamaño Sound A potential navigational node is in Caamaño Sound, where the coastal traffic using the Outside Passage from Estevan Sound to/from Laredo Channel crosses the proposed route.
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Outside Passage Traffic Frequency is low. However a risk of collision exists and navigational caution must be maintained. Figure 3-10 shows the interaction between existing and proposed routes.
Figure 3-10 Caamaño Sound Traffic Network (Source: Canadian Hydrographic Service, Chart No. 3744)
3.2 Special Operations Areas
3.2.1 Military Exercise and Offshore Exploration/Exploration Activity Special Operations Areas are those areas that have been designated for military exercises, offshore exploration and exploitation activities. These areas are described in detail in TERMPOL Volume 3.4, Offshore Exercise and Offshore Exploration and Exploitation Activities Survey. Mariners are advised of the geographical locations of these areas and are notified of activities and special precautionary measures when navigating through the area.
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3.2.2 Seaplane Activity Much of the northern British Columbia coast is rugged and remote. Many communities are not readily accessible by road and therefore alternate means of access are required. Several coastal communities along the proposed routes are accessible only by water or by float plane service from larger centres. Float planes use federally designated and approved marine aerodrome facilities, typically located close to port facilities. Within the area of interest, aerodrome facilities are situated in the following locations: Hartley Bay, near the south end of Douglas Channel (Figure 3-13). North Pacific Seaplanes operates scheduled flights from Prince Rupert to Hartley Bay; and, Kitimat, in Minette Bay at the head of Douglas Channel (Figure 3-14). This aerodrome is used only by private or chartered planes, as there are no scheduled flight operations to Minette Bay.
Figure 3-11 Hartley Bay Aerodrome (Source: Canadian Hydrographic Service, Chart No. 3742)
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Figure 3-12 Minette Bay Aerodrome (Source: Canadian Hydrographic Service, Chart No. 3743) Other places where a seaplane might land include Barnard Harbour, situated in Whale Channel off the main tanker route, and Patsey Cove logging camp situated on the west side of Principe channel where the navigable channel is 2.4 km wide.
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3.3 Biology and Human Use
3.3.1 Project Areas The BC coast and associated waters have been divided into two project-specific regions for the purposes of this study. The Open Water Area (OWA) includes marine waters from the Alaskan border to Brooks Peninsula on Vancouver Island and from the continental shelf landward into the northern fjords. The OWA is based on both ecological and administrative boundaries and is similar to the boundaries of the Pacific North Coast Integrated Management Area (PNCIMA) (Figure 3-15). The Confined Channel Assessment Area (CCAA) spans from the top of Kitimat Arm, where the terminal is located, south-west through Douglas Channel, south to include Camaaño Sound, North through Principe Channel and into Browning Entrance. The CCAA is bound along its western edge by the east shore of Banks and Trutch Islands (Figure 3-15). The CCAA will receive an especially concentrated volume of marine traffic to and from the proposed terminal at the head of Kitimat Arm.
3.3.2 Fishing Boundaries
Open Water Area For statistical purposes, Fisheries and Oceans Canada (DFO) has divided British Columbia into Fishery Management Areas (FMAs), which are subsequently divided into smaller sub-sections for local regulation. Management areas are generally organized by arbitrary or geographical means and are often bound by visible sightlines from navigational landmarks for the ease of managing fishing vessels. Thus, FMAs are often not biologically relevant and do not properly divide the OWA area, but can provide convenient geographic parcels for management. The large scale of the OWA makes the use of FMAs limited for descriptive purposes. Fishing grounds and biological characteristics of target species is based more reliably on the biophysical ocean environment. One such characterization of the OWA has been performed under the British Columbia Marine Ecological Classification (BCMEC). BCMEC is a hierarchical classification system that delineates provincial marine areas into Ecozones, Ecoprovinces, Ecoregions, Ecosections and Ecounits, based on various biophysical characteristics (such as wave exposure and current regimes). For the purpose of the TERMPOL Review Process, Ecosections are used to discuss the geographical distribution of marine species and fishing efforts. Nine Ecosections have been identified in the OWA and are depicted in Figure 3-15.
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Figure 3-13 Marine Ecosections in the Study Area (Source: Stantec)
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Confined Channel Assessment Area The smaller spatial scale of the CCAA renders Ecosections less useful as descriptive areas. The CCAA includes FMAs five and six within its boundaries. These FMAs are constrained to the near shore environment and bound by the network of islands and inlets typical of the North Coast. Each FMA is further divided into subsections that allow for determination of vessel activity in small areas within the CCAA and within an area of similar biophysical characteristics. Thus, FMAs are used to describe fishing grounds and vessel activity in the CCAA (Figure 3-16 and Figure 3-17).
Figure 3-14 Fisheries Management Area 6 and Associated Sub-areas (image © DFO).
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Figure 3-15 Fisheries Management Area 6 and Associated Sub-areas (image © DFO).
3.3.3 Areas of High Fishing Effort The extent of information available on fishing grounds varies by fishery. Fishing effort data is available for some fisheries while not for others. Measures of fishing effort (e.g., vessel hours) provides an indication of the level of fishing activity within a certain area and allows more accurate comparison between areas. It is important to note that when making commercial landings data available, DFO applies the principle commonly known as the ‗three party rule‘. In the event that only three or fewer vessels report landings from the same sub-area, the landings weight is considered confidential and therefore is not released. DFO will detail the number of vessels reporting and the species landed but not the volumes. When the ‗three party rule‘ is implemented the landings data are incomplete and therefore comparisons between FMAs and sub-areas are often not possible.
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Areas of high fishing effort within the OWA are presented in Figure 3-18. Data were compiled using various metrics of effort based on fishery-specific gear and fishing methods for pelagic and benthic species (e.g., number of trap hours, number of hook hours, number of vessel hours). The differences between the effort metrics do not allow for comparison between fisheries but areas of high effort are mapped for descriptive purposes. Each individual data layer was collected from DFO sources and represents a single fishery, most of which are single species fisheries; however, groundfish, rockfish, salmon and shrimp fisheries all consist of multiple species. Such data layers specific to the CCAA were not available. Regions of overlapping fishery effort appear in the figure as darker blue areas. This overlap may indicate regions of particularly high commercial fishing vessel density. Some fishing effort is exerted in most regions of the OWA; however, there are a few regions of higher, more concentrated effort. These include: the eastern end of Dixon Entrance, the eastern edges of Hecate Strait and Queen Charlotte Sound (where the near shore environment begins), Queen Charlotte Strait and the entire length of the continental slope.
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Figure 3-16 Summary of High Commercial Fishing Effort Areas in the OWA (Source: Stantec)
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3.3.4 Major Fisheries and Important Fishing Grounds Identifying major fishing grounds informs the TERMPOL process by describing regions of the OWA and the CCAA where fishing vessels and their gear are most likely to be encountered. Coupling this spatial information with the seasonal use of fishing grounds best describes the areal use by fishing vessels. For the purposes of this study, commercially important fisheries are described below and fishing grounds identified for each of the OWA and the CCAA, where applicable. Also important to note in this section are the areas of important habitat use such as spawning or rearing relevant to the commercially important fish species (3-1). Common fishing seasons are described in Section 3.4 Fisheries Openings. Detailed fisheries information is located in TERMPOL Study 3.3.
3.3.4.1 Groundfish Major groundfish fisheries in the OWA can be separated into two main categories: (1) groundfish trawl and (2) groundfish by hook and line. In addition to these two main categories, Pacific halibut by hook and line and sablefish by trap and hook and line are of particularly high value and are often considered separately. The groundfish fishery is the largest fishery by weight on the Pacific Coast, and is the most valuable commercial fishing sector in British Columbia. The trawl fishery targets a diverse groundfish community, with a combination of 35 groundfish species accounting for 95 percent of the landings (MacConnachie et al. 2007). Some of the major species targeted in this fishery include Pacific cod, rockfish, walleye pollock, Pacific hake, and multiple species of sole and flounder (Fargo et al. 2007).Areas of the highest trawl efforts are characterized by edges of banks, and some portions of deep troughs within Queen Charlotte Sound and south-eastern Hecate Strait (MacConnachie et al. 2007). In the hook and line fishery, long-lining accounts for the majority of landings and halibut, lingcod, sablefish, dogfish and rockfish are the major target species. Areas of especially high effort include Dixon Entrance, Cape St. James, southern Queen Charlotte Sound and into the Vancouver Island Shelf. In the CCAA, the majority of hook and line effort is focused around Banks Island.
3.3.4.2 Pelagic and Anadromous Fishes The pelagic fisheries are, with the exception of salmon and tuna, focused on smaller forage fish species, such as herring, sardine and eulachon. As a result of their predictable migrations, many of these species are targeted upon returning to the near shore environment. In the OWA, herring roe and spawn-on-kelp fisheries are practiced. The roe fishery uses both gill and seine nets in the near shore environment as herring gather to spawn from February to April (DFO 2008j). The spawn-on-kelp fishery is primarily an inshore, First Nations fishery open during herring spawning season from February through April. The Pacific Sardine fishery is generally opportunistic and its availability depends on migration patterns of the sardines into Canadian waters. Sardine fisheries are concentrated along the west coast of Vancouver Island and the Central Coast of British Columbia, but do not occur within the CCAA (DFO 2008f).
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No commercial fishery for eulachon exists in British Columbia outside the Fraser River. The harvest in the Kitimat area is limited to local First Nations communities. The Kildala River, the Kitimat River and other small channels off Gardner Canal (e.g., Kemano, Kowesas and Kitlope rivers) support consistent eulachon spawning (Hay and McCarter 2000). Salmon fisheries are widespread throughout the OWA and the CCAA. Fishing gear used in the major salmon fisheries include trollers, seine nets and gillnets. Trollers account for most fishing effort in open waters of OWA, with high effort concentrated in Dixon Entrance, Hecate Strait and northern end of Queen Charlotte Sound. There is a focused netting effort around Prince Rupert and Queen Charlotte Strait, as well as in Douglas Channel. Additionally, the Kitimat Hatchery produces chum salmon that support a terminal fishery each year in Kitimat Arm.
Summary of Ground, Pelagic, and Anadromous Fisheries Areas of high fishing effort generally indicate high use of that area by adults of the targeted fish species. The habitat used by adults of a species may be shared with juveniles, however many species of fish exhibit variable habitat use throughout their life cycle. Important areas of habitat use for spawning and juvenile rearing have implications for shipping routes. The life stages represented during these times are often the most sensitive to disturbance. Important habitat areas identified in both Table 3-1 and Figure 3-19 are generally comprised of key spawning and rearing areas for a number of pelagic and benthic species. Areas of darker orange in the figure indicate areas of overlap between important habitat areas and can be considered particularly significant. These areas include: the northern end of Hecate Strait; the western edge of Dixon Entrance, near Langara Island; the central and western Queen Charlotte Sound around Goose Island Bank and North Bank; and, Cook Bank around Scott Islands.
Table 3-1 Biologically Important Areas for Ground, Pelagic and Anadromous Fishes in the Study Area
Marine Species Important Areas Key Habitat Ecosection Use Continental Slope Green Sturgeon* (high) Shelf Break Sablefish (high) Shelf Break Cape St. James Brooks Peninsula Scott Islands Pacific Halibut (high) Shelf Break Cape St. James Spawning Sole/Flounder (moderate) Shelf Break Pacific Hake (moderate) Shelf Break Cape St. James
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Marine Species Important Areas Key Habitat Ecosection Use Dixon Entrance Eulachon (moderate) McIntyre Bay Summer grounds Walleye Pollock (moderate) n/a Pacific Halibut (high) Learmouth Bank Shelf Break Rearing McIntyre Bay Pacific Hake (low) Shelf Break Herring (low/moderate) McIntyre Bay Adult feeding Queen Charlotte Pacific Cod (high) North Island Straits Strait Lingcod (high) North Island Straits Sablefish (high) North Island Straits Sole/Flounder (high) North Island Straits Pacific Hake (moderate) North Island Straits Herring (high) North Island Straits Migration Salmon (moderate) North Island Straits Rearing, feeding, staging Hecate Strait Pacific Cod (high) Chatham Sound Sponge Reef Bioherm Shallow Rearing Dogfish Bank Walleye Pollock (moderate) Hecate Strait Front Chatham Sound Spawning and Rearing Sablefish (high) Dogfish Bank Hecate Strait Front
Sole/Flounder (high) Sponge Reef Bioherm Chatham sound Shallow Rearing Dogfish Bank Herring (moderate/high) Hecate Strait Front Cape St. James Spawning and Chatham Sound Rearing
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Marine Species Important Areas Key Habitat Ecosection Use Queen Charlotte Eulachon (moderate) Hecate Strait Front Sound Shelf Break Adult feeding Pacific Cod (high) Scott Islands Spawning and Sponge Reef Bioherm Rearing Lingcod (high) Shelf Break Spawning and Scott Islands Rearing Spawning and Rearing Sablefish (high) Cape St. James Scott Islands Spawning and Shelf Break Rearing Spawning and Rearing Pacific Halibut (high) Shelf Break Cape St. James Spawning Sole/Flounder (high) Cape St. James Shelf Break Spawning Scott Islands Spawning and Rearing Rockfish** (high) Scott Islands Sponge Reef Bioherm Rearing and Shelf Break feeding Pacific Hake (moderate) Cape St. James Scott Islands Feeding Shelf Break Herring (moderate/high) Scott Islands Feeding Cape St. James Hecate Strait Front
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Marine Species Important Areas Key Habitat Ecosection Use Vancouver Island Green Sturgeon (high) Shelf Break Shelf Brooks Peninsula Staging/aggrega tion Lingcod (high) Scott Islands Brooks Peninsula Spawning and Rearing Sole/Flounder (high) Scott Islands Rockfish** (high) Scott Islands Brooks Peninsula Pacific hake (moderate) Scott Islands Brooks Peninsula Herring (moderate/high) Scott Islands Brooks Peninsula Subarctic Pacific Albacore Tuna (insufficient data) Transitional Pacific Albacore Tuna (insufficient data)
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Figure 3-17 Important Habitat for Marine Fishes in the Study Area
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3.3.4.3 Invertebrates British Columbia‘s invertebrate fisheries focus mainly on the inner coast, with sea urchins, shrimp, crabs, clams and geoducks constituting the major commercial target species. Dungeness crab is the primary target of the commercial crab fishery in BC. Hecate Strait and the northern end of Queen Charlotte Sound are two areas of major focus for crab fishing effort in the OWA. The First Nations and recreational fisheries are open year round for crab; however the commercial fisheries are closed seasonally in many areas, such as Hecate Strait and Haida Gwaii, to protect moulting crabs and their associated soft shells. The location of the geoduck fishery and schedule of openings and closings vary from year to year. In the OWA, high densities of geoducks are found in the coastal areas of Queen Charlotte Sound adjacent to Bella Bella, as well as offshore of Prince Rupert and Cape St. James. In the CCAA, effort is focused around Trutch, Campania, and Aristazabal Islands as well as Principe Channel. The prawn trap fishery occurs mostly within near shore environment. In the OWA, Drury Inlet in Queen Charlotte Sound is the most productive area for prawns; however, high effort is also exerted in areas surrounding Prince Rupert. The commercial fishery for shrimp by trawl is largely concentrated in the southeast portion of Queen Charlotte Sound. Both red and green sea urchins are targeted by dive fisheries in the OWA. Areas of high fishing effort for red sea urchins are distributed throughout the OWA, but especially near Prince Rupert and Cape St. James. The green sea urchin fishery concentrates its effort primarily within Queen Charlotte Strait. Within the CCAA, there is no significant fishery for green sea urchins; however, red sea urchins are harvested around Trutch and Aristazabal Islands. The commercial sea cucumber fishery is a small dive fishery, with only 85 licenses currently allocated each season. The Central Coast, including FMAs five and six, currently supports about 80 percent of the fishery (Bartosh and Hrynyshyn 2008). While most of the effort location within the CCAA is not disclosed, some harvesting is known to occur in Camaano Sound and in the vicinity of Trutch, Campanina, and Aristazabal Islands and in Principe Channel.
Summary of Invertebrate Fisheries Invertebrate species are harvested through a variety of methods across many different habitats within the study area. They are valuable economically as commercial fisheries and culturally for the role they play for First Nations. In addition to important fishing grounds outlined above, Table 3-2 and Figure 3-6 highlight several important habitat areas for invertebrate species throughout the OWA. Species included in this figure include the commercially important invertebrates discussed above as well as other ecologically important groups.
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Table 3-2 Invertebrate Species Associated with Marine Ecosections of the Study Area
Marine Ecosection Benthic Species of Importance
Continental Slope Tanner crab, sponges and corals, sea urchins, Northern abalone Dixon Entrance Dungeness crabs, sponges and corals, Razor clam, Northern abalone North Coast Fjords Sea urchins (Green), Tanner crab, Dungeness crabs, sea cucumber, shrimp Hecate Strait Sponges and corals, Dungeness crabs, Northern abalone, prawn Queen Charlotte Sound Sponges and corals, shrimp, Olympia oyster, Manila clam, Razor clam, Geoduck clam, Northern abalone, Red sea cucumber Queen Charlotte Strait Corals, Shrimp, prawn, Northern abalone, Sea urchins (Red and Green) Vancouver Island Shelf Olympia oyster, Northern abalone, Red sea cucumber, Sea urchin (Red), prawn
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Figure 3-18 Summary of Important Areas for Marine Benthos in the Study Area
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3.3.5 Fisheries Openings
3.3.6 Seasonal Commercial Fishing Activities Knowledge of fisheries openings play an important role in the TERMPOL process, as navigation through fishing grounds can present hazards to both fishers and vessels. When engaged in fishing activities, fishing vessels may have limited mobility that can present navigational hazards to other vessels. Additionally, designation of shipping lanes can represent a loss of potential fishing grounds for some fisheries. In general, the entire OWA is used by commercial fishing vessels; however, some areas have higher seasonal commercial fishing densities. Dixon Entrance, Hecate Strait, Queen Charlotte Strait and the southern and eastern edges of Queen Charlotte Sound host higher densities of fishing vessels year round. The central portion of Queen Charlotte Sound sees seasonal increases in fishing vessel density during the winter. These vessels, and their gear, can potentially interact and conflict with commercial shipping activities. Fishing seasons are typically re-assessed on an annual basis, and individual fisheries are subject to localized closures, reflected in Table 3-3.
Table 3-3 Fishery Openings and Closures in the Study Area
LEGEND Month Grey: Closure Y: fishing depends on Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec seasonal openings
Groundfish Trawl Y Y Y Y Y Y Y Y Y Y Y Y Groundfish Hook Y Y Y Y Y Y Y Y Y Y Y Y and Line Sablefish Trap and Y Y Y Y Y Y Y Groundfish Longline Herring Roe Y Y Y
Herring Spawn-On- Y Y Y Kelp Pacific Sardine Y Y Y Y Y Y Y Y Y
Pelagics Albacore Tuna Y Y Y Y Y Y Y Y Y Y Y Y Salmon Troll* Y Y Y Y Y Y
Crab Y Y Y Y Y Y Y Y Y Y Y Y
Geoduck Y Y Y Y Y Y Y Y Y Y Y Y Prawn** Y Y Shrimp Trawl Y Y Y Y Y Y Y Y Y Y Y
Red Sea Urchin Y Y Y Y Y Y Y Y Y Y Y Y Invertebrates Green Sea Urchin Y Y Y Y Y
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*Salmon fisheries are open year-round and species, area and gear-specific. The majority of salmon are caught during the months indicated. **Prawn fishery closes based on catch characteristics and varies by year. Approximate months are indicated. Note: Opening and closing dates are based on information from the Amended Integrated Fisheries Management Plans (DFO 2008e, 2008j, 2008f, 2008n, 2008a, 2008c, 2008g, 2008m, 2008i) OWA net fisheries are normally restricted to daylight hours, with a maximum of 16 hours per day at the start of the season, decreasing to 13 hours towards the end. The number of hours is dependent on by-catch concerns, strong returns of target species, abundance of prohibited species, weather, etc. In the 04/05 seasons, the gill net fishery opened on July 4, 2004 in FMA 5, and the seine fishery opened on July, 11. In FMA 6, the first gill net opening and seine opening were both on July, 11, gill nets being restricted to the Douglas channel and seine areas being determined in-season. Many commercial openings are not confirmed until a few days before the actual opening. This is due to the uncertainty of both timing and size of returning runs. The integrated fisheries management plan (IFMP) for any FMA can change for the season based on factors such as weak stock concerns, target stock abundance, fishing effort, rate of gear selectivity, domestic allocations and other factors. Please refer to TERMPOL Study 3.3 for a detailed breakdown of openings by fishery.
3.4 Sensitive Areas There are a number of sensitive areas along or adjacent to the proposed routes including community settlements, coastline sensitivities, and marine conservation areas. Marine conservation areas include Provincial sites and National sites including Gwaii Haanas National Park Reserve and Haida Heritage Site and the proposed Gwaii Haanas National Marine Conservation Area Reserve, which would extend the park boundaries into the offshore.
3.4.1 Sensitive Biological Areas The OWA is a diverse area with many niche habitats. Physical diversity, in combination with local oceanographic features, makes many areas within the OWA highly productive. Areas that were noted as being important for most species include: the Scott Islands; the continental margin; Dixon Entrance; Cape St. James; the banks and troughs in Queen Charlotte Sound, and the outer areas of the coastal fjords (Table3-4).
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Table 3-4 Key Sensitive Marine Biological Areas in the Study Area
Areas of Particular Reason Timing Sensitivity Area surrounding the Steller sea lions rookeries on Maggot, Beresford, May-August Northern tip of Vancouver Sartine, and Triangle Island Island (Scott Islands)
Sea bird breeding colonies on Scott, Triangle, March - September Beresford, and Sartine Islands
Area of humpback whale concentration May-October
Sea otter habitat Year-round
Grey whale feeding area May-October
High use area for commercial fisheries NA
Spawning and rearing habitat for fish including Differs per species Pacific cod, sablefish, lingcod, Pacific hake, rockfish, sole, flounder
Area Surrounding the Steller sea lions rookery (Kerouard Islands) May-August Southern Tip of Moresby Island (Cape St. James) Area of humpback whale concentration May-October Sea bird breeding colonies March - September
Deep sea corals NA
Gwaii Naanas National Marine Conservation Area NA
Spawning, rearing, and feeding habitat for fish. Differs per species Important spawning areas for Pacific halibut
Caamaño Sound Seabird breading, and feeding area March – September, (Aristazabal Island, feeding habitat all Estevan Group) year Area of humpback whale concentration May-October
Important habitat for northern resident killer whales NA
Strong tidal mixing resulting in high levels of NA primary productivity
High use area for commercial fisheries NA
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Areas of Particular Reason Timing Sensitivity Chatham Sound High use area for commercial fisheries NA (Prince Rupert District) Major herring spawning areas Late February through May Dense aggregations of green sea urchins Year-round Aggregation of Dungeness crab Year-round High diversity and abundance of shrimp Year-round
McIntyre Bay (South Dixon Eddies concentrate larvae and support NA Entrance) aggregations of a diversity of plankton
Important area for humpback whales May-October
Important area for northern resident killer whales May-July Eulachon feeding area Year-round (age dependent) Pacific halibut rearing area NA Feeding area for adult herring Non Breeding times High concentration of razor clam Year-round
3.4.2 Sensitive Human Use Areas The TERMPOL process calls for identification of sensitive human environments along or adjacent to the proposed transportation routes, particularly those that may be vulnerable to contamination. To identify these sensitive human environments requires understanding the human activities that may be affected by the routine and accidental effects of shipping, as well as the human populations that could be affected by such events.
3.4.2.1 Socio-Economic Study Area In general, the boundaries of the North Central Coast (OWA) coincide with four census divisions/subdivisions. These four areas are shown in Figure3-21 and include: the Skeena-Queen Charlotte Regional District (Census Division), which includes Prince Rupert and Port Edward on the mainland and Masset and Queen Charlotte City on Haida Gwaii; Subdivision D of the Kitimat-Stikine Region District (Census Subdivision), the District Municipality (DM) of Kitimat, and the Kitamaat Village (Kitamaat Two Reserve); Central Coast Regional District (Census Subdivision), which includes Bella Bell and Bella Coola; and,
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Mount Waddington Regional District (Census Subdivision) which includes the communities of Port Hardy, Port McNeill, Port Alice and Alert Bay on Vancouver Island and various small communities on the mainland.
Figure 3-19 Socio-Economic Region used for the TERMPOL Assessment These areas are termed the Socio-Economic Region (SER) and include 27 Aboriginal reserves located on coastal areas or inland channels. Nine of these reserves, all in the Mount Waddington RD, do not have a resident population. Settlements along the proposed route from Kitimat to Dixon Entrance are summarized in Table 3-5.
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Table 3-5 Coastal Settlements, Kitimat to Dixon Entrance
Name Location Approximate Comments Along Population Proposed Route? Kitimat head of Kitimat Arm 8,987 an industrial centre that yes, provides deep sea port ~10 km facilities for Methanex, Alcan and Eurocan Kitamaat 11 km south of Kitimat 514 original human settlement of yes, Village in Kitimat Arm the area, home to the Haisla ~ 5 km Nation Kemano southeast of Kitimat - accessible only by helicopter, no, off the Gardener seaplane or boat; produces ~62 km Canal extension of electrical power for Alcan and Douglas Channel northwest BC Hartley Bay at the mouth of the 157 accessible only by air and yes, Douglas Channel, 140 water ~3km km southeast of Prince Rupert and 80 km southwest of Kitimat Barnard southern end of - location of King Pacific near, Harbour Whale Channel Fishing Lodge `~10 km Kitkatla 70 km southwest of 417 accessible only by air and near, Prince Rupert on water; community has ~13 km Dolphin Island, near developed an active Browning Entrance aquaculture industry. Prince Rupert 721 km west of Prince 12,815 western Canada’s largest no, George on Highway northern deep sea port, with ~47 km 16 multi-billion dollar annual exports of coal, grain, lumber and potash; and growing with several proposals for port expansion. Currently, the Fairview Terminal is being modified to accept container vessels. Port Edward a few km east of 577 declared a National Historic no, Prince Rupert Site on its 100th anniversary ~47 km in 1989; site of BC’s oldest surviving salmon cannery Metlakatla 6 km northwest of 118 accessible only by air and no, Prince Rupert water;S1/2 Tsimpsean 2 ~76 km Indian reserve, includes the Annette Island Packing Company a 100% aboriginal
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Name Location Approximate Comments Along Population Proposed Route? owned packing plant which focused on specially local products Port Simpson 56 km north of Prince 679 accessible only by air and no, Rupert water, also known as Lax ~48km Kw’alaams, primary industry is related to fishing and fish processing. During the summer of 2008 the fish plant employed 70 people. Georgetown situated in Big Bay, - a small community supported no, Mills between Port by logging and sawmills ~45km Simpson and Metlakatla Skidegate centrally located in the 781 Skidegate Landing Ferry near, Queen Charlotte Terminal is on Graham Island ~80 km Islands (QCI) Queen on Skidegate Inlet, 948 houses provincial and federal near, Charlotte southern shore of government offices, a Royal ~ 85km Graham Island (QCI) Canadian Mounted Police (RCMP) station, general hospital, and a variety of businesses, shops, services and accommodations Sandspit on the northeastern 387 the only settlement on near, tip of Moresby Island, Moresby Island. There are ~67 km 15 km east of Alliford some abandoned sites on Bay (QCI) Moresby Island: Moresby and Aero Camps are abandoned logging camps and the Haida settlement of Cumshewa, which was formerly abandoned due to smallpox, is now being resettled. The abandoned Haida villages of New Clew and Skedans on Louise Island south of Cumshewa Inlet also may be inhabited again, for at least part of the year. Lawnhill midway between - salmon hatchery at Lawnhill near, Skidegate and Tlell ~73 km (QCI) Tlell Southeast corner of 187 headquarters for Naikoon near, Naikoon Provincial Provincial Park, also a very ~75 km Park, 40 km north of active artisan community
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Name Location Approximate Comments Along Population Proposed Route? the Skidegate ferry terminal (QCI) Masset and northern end of 940 in Masset, the largest town on QCI, with near, Haida Graham Island, in 694 in Haida logging and fishing the main ~50 km Dixon Entrance (QCI) industries in Masset, and increasingly important tourism industry Bella Bella Campbell Island, 1,066 accessible only by air and no, north of Port Hardy water; Port used by BC ~125 km located on the Ferries, ecotourism mainland side of operators, and the local Queen Charlotte processing plant Bella Coola Sound Fisheries Ltd. Port Hardy Northeast tip of 3,822 Southern terminus of BC no, Vancouver Island Ferry route to Prince Rupert ~180 km
Source: BC Tourism website, Statistics Canada Other communities of interest include: Butedale – in Princess Royal Channel, about 30 km southwest of Wright Sound, was a salmon cannery, abandoned in the 1950s; there is still a small resident population and the area is popular with scientists who study the Kermode Bear. Dodge Cove – across the water from Prince Rupert with a population of 42. Hunts Inlet – 30 km south of Prince Rupert on the north coast of Porcher Island, with several ocean- side properties on the inlet, with boat landings and private beaches. Town of Port McNeill, Village of Port Alice, Village of Alert Bay and nine Indian reserves (Tsulquate 4, Alert Bay 1, Alert Bay 1A, Kippase 2, Quatsino Subdivision 18, Quaee 7, Gwayasdums 1, Hope Island 1, and Fort Rupert 1 – these communities, with a combined location of 5,588 in 2006, are located on the east and west sides of the northern end of Vancouver Island, or on islands in the north end of Queen Charlotte Strait.
3.4.2.2 Human Activities Parts of the OWA are intensively used for subsistence, recreational and commercial activities. The original settlement of the region occurred at locations with a secure abundant food supply and proximal to other natural resources required for human survival and settlement. An assessment of the use of marine resources in the OWA was completed in 2007 (MacConnachie et al. 2007) and provides a useful overview of current and potential future human activities.
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The OWA is a key area for commercial fishing in British Columbia. Available data suggest that the OWA accounted for: 75 to 85 percent of the groundfish trawl catch (excluding hake) between 1996 and 2005. 65 to 90 percent of the groundfish hook and line catch between 1995 and 2004. 60 to 90 percent of the sablefish long line and trap fishery between 1990 and 2004. 75 to 90 percent of the salmon fishery between 1996 and 2005 (all species; all gear). Coastal areas in the OWA are also commercially fished for a number of invertebrate species including crab, shrimp, prawn, geoduck clams, and urchins. In recent years there has been extensive aquaculture development in the OWA. Most finfish (including salmon) and shellfish farms in BC are located in the OWA, including 78 of 123 finfish sites. Salmon aquaculture has created more than 3,500 direct and indirect jobs in BC, while shellfish aquaculture provides another 800 direct jobs. Many of these aquaculture sites are located on the northwest side of Vancouver Island and in the Queen Charlotte Strait around the Broughton Archipelago. Considerable recreational fishing occurs in the tidal areas around Queen Charlotte Island and numerous locations along the mainland. Recreational catches of coho and chinook salmon and halibut have been increasing steadily since 1995. In terms of total salmon harvests (including commercial), recreational fishermen accounted for 33 percent of the total harvest of chinook salmon and 15 percent of the coho salmon harvest. Within BC, recreational fishing is a $0.5 billion dollar industry that generated 4300 jobs in 2003. Fishing lodges and charters account for 35 percent of these jobs, with the 18 lodges on Haida Gwaii alone providing 95 full-time and 425 seasonal jobs. First Nations living along the coast have a long history of using fish, invertebrates and marine plants for food, medicine, and ceremonial purposes. There are currently no quantitative estimates of the extent of such activities in the OWA, but key fish species are known to include salmon, eulachon and surf smelt. The opportunity to participate in Aboriginal Traditional Knowledge studies has been offered to each of the Aboriginal communities along the coast to obtain a better understanding of their use of aquatic and biological resources in the OWA. Other human uses of the waters of the OWA include recreation and tourism (including SCUBA diving, kayaking, and guided tours), the transportation of logs from source to mills, commercial shipping, the transportation of people and vehicles (ferries), and cruise ships. There are a number of conservation areas in the region, the largest of which is the Gwaii Haanas National and proposed Marine Conservation Area at the southern end of Haida Gwaii. One measure of the importance of the region for tourism is the revenues generated by hotels, motels, vacation rentals, fishing lodges and other accommodation. As shown in Figure 3-22, the room revenues generated by tourism have been growing steadily in recent years, particularly in the Skeena-Queen Charlotte RD. Total revenues have increased to nearly $38 million in 2007, with 45 percent of this occurring in the Skeena-Queen Charlotte RD. Another 29 percent of this activity occurred in the Kitimat- Stikine CD, which includes Kitimat and Terrace. Within BC, the North Coast Region, which includes the Skeena-Queen Charlotte and Kitimat-Stikine RDs reported the largest annual increase in room revenues in the entire province (BC Stats 2008b). It should be noted that 15 fishing lodges in the North Coast Region accounted for $5.6 million (20 percent) of room revenues in that region.
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$40,000
$30,000
$20,000 Thousands $10,000
$0 2003 2004 2005 2006 2007
Mount Waddington Central Coast Kitimat-Stikine Skeena-Queen Charlotte
Figure 3-20 Room Revenues for the Socio-Economic Region, 2003 to 2007
Source: (BC Stats 2008a) Tourism is highly seasonal, with the vast majority of visitations and revenues occurring during the summer months. As shown in Figure 3-23, about 60 percent of tourism occurs from June through September. The highest use occurs in August, when the recreational salmon fishery is at its peak.
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20%
15%
10%
5%
0% Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec
North Coast Region Mount Waddington RD
Figure 3-21 Seasonality of Room Revenues for the Socio-Economic Region, 2003 to 2007 Source: (BC Stats 2008a) Cruise vessels are another key component of the tourism industry in the OWA. As noted in MacConnachie et al. (2007), 16 percent of all cruise vessels using the Inside Passage Marine Highway stopped in Prince Rupert and it is estimated that the associated tourist spending amounted to about $4 million. Other key ports of call in the OWA for tour ships include Alert Bay and Bella Coola. This component of the tourism industry is expected to increase over time. The OWA also holds potential for other types of economic development. This includes the development of wind and tidal energy projects, and oil and gas exploration and development. A summary of human use activities in the OWA is provided in Figure 3-24. The figure shows that although human use occurs throughout the OWA, most of the activities are concentrated along the coast in inter-tidal and sub-tidal areas, especially in the vicinity of populated areas like Prince Rupert, Kitimat, Haida Gwaii, Bella Coola, and the north end of Vancouver Island. The key activities in the open water include commercial shipping and commercial fishing, although some of these areas have potential for future development as wind energy sites. Figure 3-24 suggests that the routine and accidental effects of shipping could affect a wide variety of human uses in the OWA, with the extent of these effects depending on their location and seasonality.
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Figure 3-22 Summary of Human Use in the Study Area
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3.4.2.3 Human Populations In 2006 the SER had a combined population of 44,096 people, with 45 percent of these living in the Skeena-Charlotte Regional District (RD). Prince Rupert alone accounted for 29 percent of the population of the SER. The Mount Waddington RD accounted for 26 percent of the population, the DM of Kitimat (including Kitamaat Village) accounted for 21 percent, while the Central Coast RD accounted for the remaining seven percent. According to the 2006 Census there were only 91 people living in Subdivision D of the Kitimat-Stikine RD and, because of the small population, no additional socio-economic data are available for this portion of the SER. Similarly, aside from population information, the 2006 Census provides no additional information on socio-economic conditions on the Kitamaat Two Reserve. As a result, much of the data presented below for the Kitimat-Stikine RD consists of Census and other data reported for the MD of Kitimat. The population of the SER has been dropping steadily since at least 1996. Between 1996 and 2001 the population decreased from 55,111 to 49,496, a drop of 10.2 percent. An additional decline of 10.9 percent was reported for the period between 2001 and 2006. On average, this represents a loss of nearly 1100 people per year and represents a 20 percent decrease between 1996 and 2006. Since 2001 the Aboriginal population in the SER has actually increased slightly. In 2001 there were 13,566 Aboriginal people in the SER and this number increased to 13,974 in 2006, an increase of 3.0 percent. Aboriginal people accounted for 32 percent of the SER population in 2006, although this ranged from 13 percent in the Kitimat-Stikine RD to 63 percent of the Central Coast RD. However, further analysis shows that 48 percent of Aboriginal people in the SER lived on one of the reserves and that the on-reserve population decreased by 5.2 percent between 2001 and 2006. This suggests that most of the growth in the Aboriginal population has occurred in the major communities. Table 3-6 provides some general socio-economic characteristics for the populations of the SER. In summary, the data suggest that the regional population is slightly younger than the provincial population and, with the exception of people in the Kitimat-Stikine RD, has lived in their respective communities for multiple generations. The percent of the adults (ages 15 and over) actively engaged in the workforce is highly variable (lower in the Central Coast RD and higher in the Mount Waddington RD) and the unemployment rates more than double the provincial rate in two of the regional districts and 50 percent higher in the other two regional districts. The percentage of the SER workforce engaged in primary industries (including agriculture and manufacturing) is higher than the provincial average. Employment in fishing and fish processing accounts for 8.6 percent of employment in the SER, ranging from 0.6 percent of employment in the Kitimat-Stikine RD to 12.0 percent of employment in the Skeena-Queen Charlotte RD; these percentages are much higher than the BC average. Similarly, 10.9 percent of SER employment is in logging and forest products and this accounted for nearly 20 percent of employment in the Mount Waddington RD. The mining and mineral products industries generated 6.8 percent of employment in the SER, but this was largely because 29.4 percent of employment in the DM of Kitimat was in this industry group and demonstrates the impact that the Alcan aluminum smelter has had on that community.
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Table 3-6 Selected 2006 Social and Economic Indicators for the Study Area
Regional Districts British Skeena- Kitimat- Central Mount Columbia Queen Stikine1 Coast Waddington Charlotte Demographic Characteristics Population 2006 19,664 9,592 3,189 11,651 4,113,487 Percent aged 15 and older (%) 79.3 81.8 78.7 80.1 83.5 Population change from 2001 (%) -9.4 -11.9 -15.7 -11.1 Third generation or more (%) 71.3 48.6 83.0 69.6 44.7 Lived at same address for last 5 years 61.1 68.1 67.0 58.4 53.4 (%) Labour Force Participation Labour Force Participation Rate (%) 68.6 65.2 57.5 71.2 65.6 Unemployment Rate (%) 15.0 9.5 18.8 10.9 6.0 Experienced Labour Force by Industry
Agriculture and other resource (%) 11.8 2.1 14.7 22.0 4.9 Manufacturing (%) 9.2 44.0 3.2 10.6 8.6 Agriculture, food and beverage (%) 1.7 0.0 3.2 1.9 2.9 Fish and fish processing (%) 12.0 0.6 9.7 8.6 0.5 Logging and forest products (%) 5.3 12.8 4.0 19.9 3.7 Mining and mineral products (%) 1.3 29.4 0.7 0.9 2.1 Educational Attainment No certificate, diploma or degree (%) 35.1 26.6 40.4 32.9 19.9 Income Median household income ($) 46,002 74,577 34,746 49,754 52,709 Median income – Persons 15+ years ($) 22,759 33,931 14,445 23,484 24,867 Reliance on government transfers (% of 16.1 8.0 20.7 13.6 10.7 income) Percent in low income (%) 17.3 8.7 11.6 12.4 17.3 Notes: 1 Includes all data for the DM of Kitimat and some data for Subdivision D of the Kitimat-Stikine RD and the Kitamaat Two Reserve. Source: (Statistics Canada 2007 ; BC Stats 2008a)
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The SER workforce is not well educated. Overall, about 33 percent of the adult population had not graduated from high school and this is nearly double the provincial average. Residents of the Central Coast RD had the least education, while residents of the Kitimat Stikine RD were the best educated. With the exception of the Kitimat-Stikine RD, individual residents of the SER had median incomes that were 58 to 94 percent of the BC average, while household incomes were 66 to 94 percent of the provincial average. Residents of the Kitimat-Stikine RD reported median incomes that were actually 36 to 40 percent higher than the provincial average, again demonstrating the effects of higher wages in the manufacturing industries. Residents of the Central Coast RD reported household and individual incomes that were less than in the other three regions and BC, and they were most reliant on government transfers. However, despite the lower incomes, a relatively smaller percentage of residents of the SER were classified by Statistics Canada as having low incomes compared to the provincial average, partly because individuals in smaller communities tend to have lower overall costs of living. Table 3-7 provides comparable statistics for the Aboriginal population of the SER. The table shows that while the Aboriginal populations of the Skeena-Queen Charlotte and Mount Waddington RDs increased slightly, there was a major decrease in the Aboriginal population of the Central Coast RD and a very large increase in the Aboriginal population of the Kitimat-Stikine RD. It should be noted that while the Central Coast RD had the highest percentage of Aboriginal people in the total population, the percentage of this group who had knowledge of an Aboriginal language was slightly below the provincial average. The Kitimat-Stikine RD had the smallest proportion of Aboriginal people and they reported the least familiarity with Aboriginal languages. Within the SER, the Aboriginal population can be characterized as being slightly younger, with 72.1 percent of the population being aged 15 years or older. A slightly lower percentage of the Aboriginal population was participating in the labour force as compared to the general population. For example, only 51.8 percent of the Aboriginal population in the Central Coast RD was working or actively seeking work. The unemployment rates for Aboriginal people were higher that the general population, averaging 25.8 percent for the SER. Unemployment rates were higher for men (29.8 percent) than for women (21.8 percent). The greatest disparity in unemployment rates between the Aboriginal and non-Aboriginal portions of the workforce were in the Kitimat-Stikine RD, but this may be partly because employment data are not available for the Aboriginal people living on the Kitamaat Two Reserve.
Table 3-7 Selected 2006 Social and Economic Indicators for Aboriginal Populations in the Study Area
Regional Districts British Skeena- Kitimat- Central Mount Columbia Queen Stikine1 Coast Waddington Charlotte Aboriginal Populations Population 2006 7,985 1,269 1,990 2,730 196,070 Aboriginal population (% of total) 40.6 13.2 62.4 23.4 4.8 Knowledge of Aboriginal languages 10.4 3.9 8.8 17.6 9.3 (%)
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Regional Districts British Skeena- Kitimat- Central Mount Columbia Queen Stikine1 Coast Waddington Charlotte Demographic Characteristics Population change from 2001 (%) +3.7 +20.7 -11.4 +6.2 +15.3 Percent aged 15 and older (%) 72.6 73.2 75.1 69.2 71.8 Lived at same address for last 5 58.5 38.5 70.4 60.9 50.6 years (%) Labour Force Participation Labour Force Participation Rate (%) 60.6 58.0 51.8 61.5 65.0 Unemployment Rate (%) 27.2 32.8 25.8 21.6 15.0 Agriculture and other resource (%) 12.6 8.7 16.3 19.3 8.8 Manufacturing (%) 15.2 28.3 4.1 8.3 8.9 Educational Attainment No certificate, diploma or degree (%) 55.1 45.5 51.7 58.2 39.0 Income Median household income ($) 32,970 51,657 26,812 30,115 42,059 Median income – Persons 15+ years 12,813 12,883 11,992 11,118 17,978 ($) Reliance on government transfers 28.6 19.0 28.8 13.6 10.7 (% of income) Notes: 1 Includes all data for the DM of Kitimat and some data for the Kitamaat Two Reserve Source: (Statistics Canada 2008)
Aboriginal people were less educated than the general population with 55.4 percent not having completed a certificate, diploma or degree. This proportion was lower than the BC average for Aboriginal people (39.0 percent) and educational attainment was the lowest in the Mount Waddington RD. Aboriginal residents of the Kitimat-Stikine RD were the best educated of all four regions, although the percentage not having a high school degree was still higher than the provincial average. Aboriginal residents of the SER were more likely to be employed in primary industries, such as agriculture and resource-based industries and manufacturing than was the general population in two of the four regions. In the Mount Waddington RD and Kitimat-Stikine RDs, smaller percentages of Aboriginal people were employed in these industries. Table 3-8 also shows that, among the four regions, the Kitimat- Stikine RD had the lowest percentage of Aboriginal people employed in the agriculture and other resource-based industries, but much higher levels of employment in manufacturing industries.
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For the most part, Aboriginal people in the RDs had median incomes that were 47 to 83 percent of the median incomes than were reported for all residents of the individual RDs. The biggest disparity was in the Mount Waddington RD where the Aboriginal residents were earning 40 to 50 percent less than the regional average. On the other hand, Aboriginal households of the Kitimat-Stikine RD reported median earnings that were 30 percent higher than the provincial average, although average earnings for individuals were about the same as for the other RDs. Aboriginal residents of the SER were much more reliant on government transfers for their incomes, especially in the Skeena-Queen Charlotte and Central Coast RDs where transfer payments accounted for more than 28 percent of annual incomes. As noted above, 48 percent of Aboriginal people in the SER lived on one of the 18 populated reserves in the SER. The socio-economic characteristics for Aboriginal people living on these reserves are provided in Table 3-8, although there is very little information for the Kitamaat Two Reserve in the Kitimat-Stikine RD. Comparing Table 3-7 and Table 3-8 indicates that the on-reserve Aboriginal population in the SER is slightly older than the overall Aboriginal population, is less mobile (more than 70 percent have lived at the same address for the last five years), and is less educated (especially in the Mount Waddington RD). A lightly smaller percentage of the on-reserve population is active in the labour force and, with the exception of the Central Coast RD; unemployment rates are higher than for the general Aboriginal population. The on-reserve population is also more likely to have experience in the agricultural and other resource industries (which includes fishing) and in manufacturing industries (except in the Skeena-Queen Charlotte RD). These two industries account for between 39 and 58 percent of employment for the on- reserve population, compared to the 20 to 28 percent for the general Aboriginal population. Available information for the Kitamaat Two reserve indicates that the on-reserve population is much older than the overall Aboriginal population; only 16.5 percent of the on-reserve population was under the age of 15 compared to 26.8 percent of the overall Aboriginal population.
Table 3-8 Selected 2006 Social and Economic Indicators for Aboriginal Populations on Reserves in the Study Area
Regional Districts British Skeena- Kitimat- Central Mount Columbia Queen Stikine1 Coast Waddington Charlotte On-Reserve Aboriginal Populations Number of reserves 5 1 3 9 NA Population 2006 2,728 514 1,939 1,588 Aboriginal population on reserves 34.2 40.5 97.4 58.2 (%) Demographic Characteristics Population change from 2001 (%) +3.1 +0.6 -14.1 -7.8 Percent aged 15 and older (%) 75.3 83.5 77.8 68.3 71.8 Lived at same address for last 5 78.0 NA 70.3 70.9 50.6 years (%)
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Regional Districts British Skeena- Kitimat- Central Mount Columbia Queen Stikine1 Coast Waddington Charlotte Labour Force Participation Labour Force Participation Rate (%) 59.5 NA 50.3 52.3 65.0 Unemployment Rate (%) 28.6 NA 19.8 31.3 15.0 Agriculture and other resource (%) 14.7 NA 19.3 26.2 8.8 Manufacturing (%) 9.4 NA 5.7 13.1 8.9 Educational Attainment No certificate, diploma or degree (%) 58.0 NA 54.4 68.8 39.0 Income Median household income ($) 30,160 NA 33,920 25,038 42,059 Median income – Persons 15+ years 13,469 NA 12,624 9,760 17,978 ($) Reliance on government transfers 25.5 NA 23.3 36.9 10.7 (% of income) Notes: 1 Includes some data for the Kitamaat Two Reserve Source: (Statistics Canada 2008)
Aboriginal people living on-reserves in the Mount Waddington RD had household and individual incomes that were less than for the general Aboriginal population, and were much more reliant on government transfers as a source of income. In contrast, the on-reserve populations in the other two RDs reported incomes that were above or similar to incomes for the general Aboriginal populations and were less reliant on government transfers. There is very limited information on Aboriginal use of fish, wildlife and vegetation resources. Aboriginal communities, reserved lands and identified areas of First Nations‘ food fisheries are displayed in Figure 3-11. Data from the 2001 Aboriginal Peoples Survey are available for only four reserves in the SER, three located in the Mount Waddington RD and one in the Kitimat-Stikine RD. The information (Table 3-9) indicates that between 27 and 39 percent of the adult Aboriginal population on these reserves participated in fishing, both for food and for income. The data suggest that 27 percent of adults on the Tsulquate Four Reserve (near Port Hardy), 32 percent of adults on the Kitamaat Two Reserve, and 35 percent of adults on the Alert Bay One and 1A Reserves fished for food.
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Figure 3-23 Aboriginal communities, reserved lands and identified areas of First Nations’ food fisheries
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Table 3-9 Adult Aboriginal Participation in Traditional Activities, 2001
Traditional Activity Kitamaat 2 Alert Bay 1 and Tsulquate 4 1A Hunted in the past 12 months (%) 12 10 NA Percent hunting for food 100 100 NA Fishing in the past 12 months (%) 32 39 27 Percent fishing for food 100 89 50 Gathered wild plants in the past 12 months 20 35 32 (%) 75 94 43 Percent gathering wild plants for food Source: (Statistics Canada 2002) Another measure of socio-economic vulnerability relates to the current state of community well-being. A Community Well Being index (CWB) was developed by Indian and Northern Affairs Canada (INAC) using data from the 2001 Census. The CWB combines indications of income, education, labour force activity, and housing conditions into a single number or CWB score which can be used to measure well- being in Canadian communities. The average CWB score for First Nations in Canada was 70 while the average score for non-First Nations was 85. CWB scores for populated Aboriginal reserves in the SER are provided in Table 3-10. The table shows that community well being was slightly below the Canadian average for reserves on the mainland in the Skeena-Queen Charlotte RD, and highest for the Skidegate One reserve on Queen Charlotte Island. The CWB score for the Kitamaat Two Reserve in the Kitimat- Stikine RD was slightly above the Canadian average. Scores for reserves in the Central Coast RD were also just above or slightly below the Canadian average.
Table 3-10 Community Well Being Index for Populated Aboriginal Reserves in the Study Area
Regional Reserve First Nation 2006 Community District Population Well-Being Index Skeena- Dolphin Island 1 Gitxaala Nation 417 61 Queen Kulkayu (Hartley Bay) 4 Hartley Bay 157 67 Charlotte Lax Kw'alaams 1 Lax-Kw'alaams 679 62 Masset 1 Old Massett Village Council (Haida) 694 NA Skidegate 1 Skidegate (Haida) 781 78 Kitimat- Kitamaat 2 Kitamaat 514 71 Stikine Central Bella Bella 1 Heiltsuk 1,066 73 Coast Bella Coola 1 Nuxalk Nation 788 65 Katit 1 Oweekeno/Wuikinuxv Nation 85 NA Mount Tsulquate 4 Gwa'Sala-Nakwaxda'xw 432 55
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Regional Reserve First Nation 2006 Community District Population Well-Being Index Waddington Kippase 2 Kwakiutl 271 77 Fort Rupert 1 5 NA Gwayasdums 1 Kwicksutaineuk-ah-kwaw-ah-mish 40 NA Alert Bay 1 Namgis First Nation 150 73 Alert Bay 1A 303 69 Quatsino Subdivision Quatsino 234 74 18 Hope Island 1 Tlatlasikwala 5 NA Quaee 7 Tsawataineuk 148 75 Canadian First Nations Average Score 70 Source: (Indian and Northern Affairs Canada 2008) For the Mount Waddington RD, CWB scores were highly variable, with five reserves being above the Canadian average and two below. CWB scores within one standard deviation from the Canadian average were considered to be average scores. For the SER, all but one Aboriginal reserve were considered to have average measures of community well-being. The lowest score was reported by the Tsulquate Four reserve, primarily because of low incomes, and is considered to have a measure of community well-being that is below average. Only twelve Aboriginal reserves in BC are considered to have below average CWB scores. The overall pattern that arises from the preceding analysis is that the SER is highly dependent on resource extraction industries, especially fishing and logging as well as manufacturing and, because of limited economic development opportunities, the regional population has been declining at a rapid rate since 1996. Aboriginal people have been leaving the reserves and relocating to the urban centres, where they are accounting for an increasing percentage of the local population. In summary, the Skeena-Queen Charlotte RD has the largest Aboriginal population in the SER and the Aboriginal population is continuing to grow both on and off reserves, even though the overall population is declining. The RD economy is highly dependent on fishing and fish processing, although more so on fishing processing than any other regional district. Information from BC Stats attests to the importance of the tourist industry in the Skeena-Queen Charlotte RD, especially in terms of fishing lodges on Haida Gwaii and the port facilities for cruise ships and ferries in Prince Rupert. This RD has the highest unemployment rate for Aboriginal people on and off reserves, although this group tends to be better educated than Aboriginal people in the other RDs. The socio-economic information suggests that residents of this RD, and especially the Aboriginal people, would be sensitive to any activities that would affect their ability to catch and process fish or that would affect tourism potential, especially in the peak summer months. Without new economic development, the population of the Skeena Queen Charlotte RD is expected to continue to decline and any marine activities that result in longer term disruptions to the economy, such as fish processing, could exacerbate this decline.
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The Kitimat-Stikine RD, and particularly the DM of Kitimat, is quite different than the other RDs in terms of its economy, with high employment in manufacturing industries, and associated higher educational attainment and higher incomes. This applies to both the overall population of the DM of Kitimat as well as the off-reserve Aboriginal population that lives within DM; there is no information for the on-reserve population at the Kitamaat Village. However, despite the affluence of this community, unemployment rates are higher than the provincial average, and are especially high for the Aboriginal population. With limited economic development opportunities, the RD population has declined by 20 percent over the last ten years, even though the Aboriginal population has grown by 20 percent, primarily within the DM of Kitimat. Although considerable development has been proposed for the area, most projects are on hold due to current world economic conditions. This community would be most vulnerable to any marine activities that could affect commercial shipping in and out of the port at Kitimat. Available information suggests that about one-third of adult results of the Kitamaat Two reserve fish for food, so this community would be vulnerable to any marine activities that might affect the availability or quality of fish and other marine resources. In addition, Kitimat is a base for ocean-based recreational activities for the Kitimat-Stikine RD, so would also be vulnerable to activities that would affect the quality of or access to recreational resources in the region. It also stands to benefit from employment and business opportunities associated with marine and terminal activities. The Central Coast RD has the smallest population in the SER, but has the highest Aboriginal component of the population. The region has experienced the largest rate of population decline in the SER for both Aboriginal and non-Aboriginal populations. This RD has a high dependence on resource-based economic activities and the highest unemployment rate (19 percent) in the SER, although Aboriginal people living on the reserves had lower rates of unemployment and higher incomes than Aboriginal people living in the communities. The demographic information indicates that young people are leaving the RD and although incomes in this RD were the lowest in the SER, the Central Coast RD had the lowest percentage of people with low income and the CWB score for the reserves was considered to be close to the Canadian average. Economic diversification appears to be key to stabilizing the economy and population of this RD, but the natural resources of the region (fish, forests and scenery) will continue to be the main economic drivers and represent the best opportunities for diversification. Consequently, the economy of this RD is very susceptible to any disruptions resulting from marine activities, especially if these effects were long term, as this could increase the rate of population out migration. It also stands to benefit from employment and business opportunities associated with marine and terminal activities. The Mount Waddington RD has also experienced a net population decline but the off-reserve population has been increasing very rapidly while the on-reserve population has been declining. The Aboriginal population both on and off reserve is the least educated of populations in the SER, with nearly 69 percent of the on-reserve population having less than a high school education. This region had the largest difference in incomes between Aboriginal and non-Aboriginal people and between Aboriginal people living on and off reserves. The on-reserve population had the highest reliance on government transfer payments and one reserve had a CWB score that was considered below average. In terms of the economy, the Mount Waddington RD had the highest dependence on logging and forest products in the SER, but fishing and fish processing industries were also important. In this RD, the on-reserve Aboriginal people appear most susceptible to any disruptions of the marine environment. They have limited economic opportunities so any marine activity that would adversely affect employment or their ability to harvest fish and resource for subsistence purposes would further decrease their well-being. While the non- Aboriginal population could also be affected by such disruptions, the overall effects might be relatively less because of their increased reliance on logging and forest products. However, this region also has the highest concentration of aquaculture farms and is also reliant on recreational fishing and tourism, and these activities would also be susceptible to marine activities that could cause disturbances..
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4 Description of Existing Marine Traffic Particulars of the types and sizes of ships operating in the region, particularly those likely to be encountered by the design ship en route to and from the proposed terminal are described in the following section.
4.1 Classes of Marine Traffic There are three classes of existing marine traffic that will be encountered by the project ships travelling to and from the Kitimat marine terminal: Piloted/Reporting Traffic – Foreign registered ships over 350 gross registered tonnes (GRT) and Canadian registered ships over 10,000 GRT are required to carry a local marine pilot and to comply with the Canadian Coast Guard‘s Marine Communication and Traffic Services (MCTS) Vessel Traffic Services (VTS) reporting requirements. The regional MCTS office is situated in Prince Rupert and described in Section 5.1 below. Non-Piloted Reporting Traffic – Foreign registered and Canadian registered ships that are not required to carry a pilot, but are in excess of certain size restrictions for their type, and are also required complying with VTS reporting requirements. Non-Reporting Traffic – Vessels under specific size restrictions are not required to make any reports to VTS. These include: pleasure craft under 30 m in length; all vessels under 20 m in length; tugs with tow, where combined length is less than 45 m, or where the object towed or pushed is less than 20 m; fishing vessels in transit that are under 24 m in length and less than 150 GRT; and, fishing vessels when engaged in fishing activities. Up to 50 percent of the existing marine traffic using the waterways of the region is categorized as being ―non-reporting vessels‖. As a result, not all of the marine traffic likely to be encountered can be readily or easily quantified. This is discussed further in Section 0.
4.2 Characteristics of Vessels Operating in the Region Commercial traffic volumes are fairly steady year-round, while cruise ships, ferries, fishing boats and pleasure traffic volumes are subject to seasonal variances. The highest traffic volumes are in the summer months. Refer to Section 0 for a discussion of the traffic volumes by vessel class and area. The types of commercial vessels operating in the region are described in the following sections.
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4.2.1 Tugs with Tow (Logs, Cargo, Containers, Bulk, Rail Cars and Oil) Tugs and tows account for about 50 percent of the coastal commercial traffic, with some 500 to 600 movements in the region every month. (Prince Rupert MCTS, 2005). Tug and tow combinations vary in length from 15 to 600 m and can consist of multiple units, a single tug pulling or pushing a single barge, or several barges. Typical barge sizes vary from 1,000 m3 capacity (approximately 25 m long x 8 m wide) to 4,500 cubic metres capacity (approximately 40 m long x 14 m wide). Various types of tows and barges are in use, including oil and chemical barges, general cargo barges, bulk cargo, rail car barges, self- dumping log barges, and log booms. Oil and Chemical Barges – The majority of bulk oils, petroleum products and other liquid chemicals, ranging from heavy bunker oil and lubricating oils to lighter diesels and gasoline, are supplied to coastal British Columbia areas by barges. Some of this barge traffic extends to ports in Alaska and is subject to seasonal variances, especially when oil depots are stocking up for winter. Typical oil barges range in sizes from 1,500 to 5,000 cubic metres, and the U.S. barges are more often the larger ones. Oil barges are generally not of double-hulled construction and do not have inert gas capabilities for the hold spaces. However, they do have several cargo tanks and can deliver multi-products in bulk using their own pumps and hoses. Chemical products stored in steel drums and additional general cargo may also be carried on the decks of the same barges. General Cargo Barges – Various cargoes including general supplies, construction materials and equipment, vehicles, portable cabins, containers and all sundry materials are stacked on flat top barges. Bulk Cargo Barges – Bulk cargoes including wood chips and wood pulp, sand, gravel, coke, coal and mineral aggregates are carried in open-topped, high-sided bulk barges. Rail Car Barges – Flat-topped barges equipped with railway tracks allow rail cars, complete with their cargo, to be transported from railhead to railhead. General cargo and/or logs may also be carried on the same barges. Log Barges – Felled and dressed logs are carried up and down the coast, stacked on flat-topped barges and on purpose-built semi-submersible or self-unloading log barges. Relative to other shipping regions, a large portion of marine traffic can consist of log barges with the established logging industry in British Columbia. Log Booms – Floating logs secured together in the form of a large raft, towed by a tug, is another method of transport used on the British Columbia coast. U.S.-flagged tugs with tow are common in the area because much of Alaska‘s supplies transit via BC‘s sheltered coastal waterways. Almost all such tug and tow combinations transit the Inner Passage during winter months; however, during spring and summer, roughly 30 percent transit the Outside Passage. Additional information about U.S. tug and tow companies that use British Columbia‘s waterways is summarized in Table 4-1 as follows.
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Table 4-1 U.S. Tug Operator Summary (Source: Wood Marine - Personal Communications with Operators)
Company Trips Frequency Routing Cargo Of Trips (Summer/Winter)
Sirius Maritime Seattle ↔ Alaska One trip per season Favours the Outer Oil Company Passage but also Products (Seattle, WA) uses the Inside Passage for sheltering from adverse weather. Crowley Seattle ↔ Alaska Eight trips per month/ Favours the Inside General Maritime Corp. four trips per month Passage but Cargo, (Seattle, WA) occasionally uses the Petroleum Outer Passage. Products Foss Maritime Seattle ↔ Alaska Two trips per Favours the Outer General Company month/Two trips per Passage but also Cargo (Seattle, WA) month uses the Inside Passage for Prince Rupert ↔ Three trips per sheltering from Alaska month/Three trips per adverse weather. month Alaska Maritime Seattle ↔ Alaska 12 trips per month/ Favours the Inside All types of Lines Inc Eight trips per month Passage but Cargo (Seattle, WA) occasionally uses the Outer Passage in summer. Brusco Tug and Seattle ↔ Alaska Three to four trips per Favours the Outer Bulk Barge Inc month/ One trip per Passage but also Cargo, Log (Longview, WA) month uses the Inside Cargo Passage for sheltering from adverse weather. Northland Seattle ↔ Alaska 16 trips per month/ Favours the Inside All types of Services Eight to 12 per month Passage but Cargo (Seattle, WA) occasionally uses the Outer Passage. Sause Bros Seattle ↔ Oregon No regular service. No Favours the Outer Oil (Coos Bay, OR) trips were planned for Passage but also Products 2006. Did a total of uses the Inside four trips in 2005. Passage for sheltering from adverse weather.
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4.2.2 Tugs without tow in transit Tugs having delivered barges to a destination may then proceed without a tow to collect the next tow for re-positioning purposes, or for fuelling and provisioning. Tugs operating without tow amount to about 10 percent of those with tows, i.e., 50-60 per month on average.
4.2.3 General Cargo Vessels General cargo ships call both at Kitimat and Prince Rupert and vary in type and equipment for self- loading and unloading. They have holds in which various types of cargo can be stowed (e.g., forest products, pulp and paper, aluminum ingots, machinery, etc.). Cargo may, under some circumstances, also be carried on deck. In general, these ships range in size from about 18,000 to 30,000 GRT and from 170 to 210 m length overall (LOA), with drafts of from 9.5 to 12.5 m. In July 2005 a total of 37 General Cargo vessel movements were recorded by the Prince Rupert MCTS.
4.2.4 Dry-Bulk Cargo Vessels (Bulk Carriers) Dry-bulk cargo ships specialize in non-liquid cargo in bulk form such as grain, ore, wood chips, or coal. Such cargoes may be loaded by grab or conveyor and off-loaded by grab or suction to conveyors. The bulk carriers operating in the region range in size from about 30,000 DWT to 250,000 DWT, with lengths up to 325 m and with drafts ranging from 8 to 12 m. In July 2005 there were some 78 dry bulk vessel movements in the region recorded by the Prince Rupert MCTS.
4.2.5 Container Cargo Vessels The new Fairview Container Terminal in Prince Rupert recently introduced a new class of container vessels operating in the area. Typically, these vessels are on trans-Pacific routes from Asia and arrive in Prince Rupert shortly after boarding a pilot at Triple Island. Container vessels currently calling at the Fairview Terminal are in the range of approximately 8,000 TEU (100,000 DWT, 320 m to 350 m long), although the facility is designed to accommodate ships in excess of 12,500 TEU (up to 160,000 DWT and up to 400 m long). In 2008, the first full year of operations, the terminal recorded 78 vessel calls (Prince Rupert Port Authority, 2009). Many of the container vessels recorded by the Prince Rupert VTS are in transit from Asia to container terminals in the Vancouver area, and do not call at the regional ports. A few container ships (perhaps less than one per month) also operate within British Columbia‘s coastal waterways serving smaller regional ports. These would generally be the smaller container vessels, with sizes similar to general cargo ships described in Section 4.2.3.
4.2.6 Tankers (Oil, LPG, Chemical) There are different types of product tankers that suit specific types of trade, including: The LPG Tanker –Built to carry Liquefied Petroleum Gas (LPG) but can carry other liquid chemicals such as ammonia. The Chemical Tanker – Built to carry a full range of chemicals and petro-chemicals.
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The Oil Products/Petro-Chemical Products Tanker – A multi-purpose vessel capable of bulk or parceled cargo for a variety of products. Certain classes of chemical cargoes and all LPG/LNG cargoes would be outside of this type of vessels capability. The Bulk Oil Tanker – Designed specifically for carriage of crude oils or petroleum products in large bulk quantities. In July 2005, the Prince Rupert MCTS recorded a total of 20 tanker movements in the region, comprised of eight LPG tankers, three chemical tankers, and nine oil product tankers.
4.2.7 Passenger Vessels (Cruise Ships) Cruise ships operate mainly from May to September and use Hecate Strait and the Outside and Inner Passages to and from their cruising grounds in Alaskan waters. The frequency of these cruise ships varies between ten and 50 plus, per week. The sizes of such passenger vessels vary greatly. The largest cruise ships can carry over 2,000 passengers. A number of smaller pocket cruise ships and adventure tour boats also operate in the area, with capacities ranging from of about 15 to 200 passengers. In July 2005, a total of 345 passenger ship movements were recorded by the Prince Rupert MCTS.
4.2.8 Pleasure Craft (Sailing Yachts, Motor Yachts and Sports Fishing Boats) The majority of pleasure craft, both privately owned and chartered, operate seasonally during the summer months from May to September. Pleasure craft rarely report in to MCTS, unless they are over 30 m LOA or are requesting assistance or information. Routes for recreational traffic are shown in Figure 4-1 below. Volumes were inferred from marina information and anecdotal data. For example, just one of the marinas shown for Kitimat reports 30 visits per month in summer (Source: Personal communication with Dianne Hewlett, Kitimat, November 30, 2009).
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Figure 4-1 Recreational Vessel Routes (Source: GeoBC Spatial Analysis Branch of MAL Integrated Land Management Bureau, http://ilmbwww.gov.bc.ca/cis/coastal/others/crimsindex.htm accessed December 15, 2009) During winter, there an estimated average of one boat per day or less. During summer, there is an estimated average of ten boats daily, or perhaps 300 per month. There may be days when traffic volumes are notably higher than average, e.g., due to local events, holidays, etc.
4.2.9 Government Vessels and Warships Warships and other government vessels, including CCG and government survey ships, also operate in the region. These vessels generally report to VTS, unless they are on active duty, where secrecy is required. Larger warships might include frigates and destroyers. U.S. warships also frequent the area, particularly in U.S. waters in and around Dixon Entrance. In July 2005 a total of 244 Government Vessel movements were recorded by the Prince Rupert MCTS.
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4.2.10 Commercial and Passenger Ferries During the summer season (May-September), the Inner Passage is used daily by British Columbia Ferry Services, Inc. (BC Ferries). During winter months (October-April), services are reduced to two runs per week by BC Ferries. Alaska State Ferries maintain a weekly service between Bellingham and Alaska that uses the Inner Passage Four large passenger/transport ferries will be encountered in the region throughout the year, according to ferry schedules (see Appendix A). These are:
Table 4-2 Commercial and Passenger Ferries
Alaska State Ferries LOA (M) Passengers Vehicles Speed (Kts) M/V Columbia 127 625 134 17.3 M/V Malaspina 124 500 88 16.5 BC Ferries LOA (M) Passengers Vehicles Speed (Kts) M/V Northern Expedition 150 600 130 21.0 M/V Northern Adventure 117 600 101 20.5
Metakatla Ferries also operates the 45-passenger Tsimshian Storm on bi-weekly service from Prince Rupert to the communities of Hartley Bay, Kitkatla, and Metakatla.
4.2.11 Floatplane Activity Floatplanes use federal aerodrome facilities at locations close to the port facilities in Kitimat. There is also a float plane service to Hartley Bay at the south end of the Douglas Channel. There are very few communities along or near the route proposed thus floatplane activity is negligible in an overall assessment of marine traffic. North Pacific Seaplanes based out of Prince Rupert, have scheduled floatplane services to Hartley Bay (once daily on weekdays only) and Kitkatla (three times per day except twice on weekends). Which are on or near the tanker route. There are no scheduled flights to Kitimat, although some charters and private craft do use the local aerodrome.
4.2.12 Commercial Fishing Vessels (All Types) Canadian Fishing Vessels over 78ft LOA must participate in the VTS, except when actively fishing. British Columbia Waters Fishing Areas four (Triple Island and Chatham Sound) or Areas five and six (Principe Channel, Grenville Channel, Wright Sound, and Douglas Channel) are active seine and gillnet fishing areas. Various fishing season openings, that can occur two to four times per week from April through September and last from ten to twelve hours each time, may involve up to 300 vessels fishing at any one time. They tend to travel seasonally in spring and autumn, though they are not seasonally restricted.
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Smaller vessels are not required to participate in the VTS. Therefore, there is no data available for this class of vessel, many of which are fishing vessels. It is estimates that up to 750 U.S. fishing vessels, ranging in length from 12 to 100 m, transit the area annually, of which up to 90 percent will use the Inner Passage. The principal types of fishing in the assessment area are purse seine netting, gillnetting, and long lining. Hook and line fishing, trolling, trawling and diving are also engaged in within the region. Purse Seine Nets are around 390 m long and 20 m deep and are carried on a drum at the stern of the fishing vessel. They are generally deployed with the assistance of a skiff and set in a circle around a school of fish. Weights hold the net vertically supported by floats and the bottom of the fence is drawn together by hauling on the purse-line, forming a purse shaped trap, under the fish. Gill Nets are approximately 360 m long and approximately 10 m deep. They are set either as drift nets or with one end attached to the shore; they can be manoeuvred to trap fish on a shoreline. They are used in the assessment area mostly close to the shore but could also be found mid-channel. Long-lining involves the use of a long main fishing line, to which many shorter lines are attached with baited hooks. One complete unit of long-lining gear is known as a skate and can be between 450 to 550 m in length. Several skates can be linked up to make a ‗String of Gear‘. Anchors secure the long lines to the ocean floor and the ends of each skate are marked using floating buoys. Trolling is a method of fishing whereby several fishing lines with numerous lures attached are dragged slowly through the water. Fishing boats are equipped with out-rigged poles when fishing and usually approximately six 190 metres long stainless steel lines are set together with weights to keep the lures submerged. Trawlers tow a long wedge-shaped net that narrows from the widest part, which is the ‗Mouth‘, to a funnel-shaped bag at the tail, called the Cod-End. The mouth is kept open laterally, by the use of wings called Otter Boards, at the sides. Floats along the top and weights along the bottom keep the mouth open vertically. The whole net is dragged along the ocean floor, catching all in its path. Diving is a commonly used practice as a means of fishing for many species of shellfish, such as geoduck and swimming clams, sea urchins and others. Divers may also harvest salmon, whitefish, bottom fish and other marine produce.
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5 Regional Vessel Traffic Analysis
5.1 Vessel Traffic Data Sources The vessel traffic data provided in this report were obtained from a number of sources, including the Prince Rupert MCTS center, the Pacific Pilotage Authority, and the regional ports themselves. Additional insight on traffic patterns was provided through informal discussions with individual BC Coast Pilots with experience operating in the region. The area of coverage of the Prince Rupert MCTS is shown in Figure 5-1 below. It should be noted that these records include all reports in the Prince Rupert VTS stretching from Cape Caution in the south, to U.S.-Alaskan waters in the north, and not just the traffic local to the Prince Rupert area. Records kept by the VTS centre in Prince Rupert are currently not readily accessible in electronic form. A detailed, up-to-date survey of traffic volumes can therefore not be prepared without the MCTS staff expending a considerable effort to compile the data—an effort for which they do not have the necessary staff resources or budget. The MCTS data contained herein were originally compiled by MCTS in 2005 and published as part of a previous TERMPOL assessment for the Methanex facility in Kitimat. Detailed records were provided to the author by the MCTS for the months of July and October 2005, in the form of report log print-outs for traffic using the Inner Passage. Although annual traffic totals for some types of traffic vessels are known from other sources, the annual totals are not as detailed. Therefore, detailed statistics for months other than July and October 2005 must be inferred or interpolated. In the near future the Prince Rupert MCTS expects to begin operating a new automated vessel traffic reporting system (AIS, or Automated Information System) which will collect much more detailed vessel movement statistics. Although the format and completeness of the data capture protocol has not yet been established, it is hoped that the new AIS system will eventually provide the means to examine regional traffic data in more detail. If necessary, the vessel traffic data in this report could be updated with more recent and detailed data at that time. Recognizing the difficulty in obtaining detailed traffic from existing sources, as well as the fact that overall traffic patterns in the region have not changed radically since 2005, Transport Canada earlier agreed that Enbridge Northern Gateway could use the same 2005 data for the current Northern Gateway TERMPOL process. The vessel traffic data reported herein are largely based on the 2005 shipping statistics, supplemented by more recent data obtained from the regional ports (e.g., Prince Rupert Port Authority and the District of Kitimat). Appendix A contains data in tabular form derived from the raw data provided by the various sources consulted as part of this study, including: Tables compiled showing the data provided by CCG–MCTS for the Prince Rupert VTS Zones. Tables compiled from data provided by the Pacific Pilotage Authority for the port of Kitimat. Tables compiled from data provided by CCG–MCTS for Traffic at Wright Sound. Tables compiled from data provided by the DFO (Department of Fisheries). Tables of Kitimat Port Statistics provided by the District of Kitimat.
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Figure 5-1 Coverage Area of Prince Rupert MCTS and VTS (Source: Canadian Coast Guard)
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Overall traffic patterns in the area are highly complex, and the data provided by these various sources do not capture the origin and destination of all traffic. The source data were compiled in different formats and with varying degrees of completeness, and indeed there are inconsistencies even in data obtained from a single source. These make it difficult to cross-correlate and independently verify the figures. In general, where discrepancies in the source data were found, the higher numbers were used as this represents a more conservative (i.e., denser) traffic pattern with greater potential for interaction with the proposed tanker traffic. Despite this imprecision in the source information, the data are likely to be reasonably representative of existing traffic patterns on the north coast, and are considered to be adequate for the purposes of assessing the likely impact of new tanker traffic on the region. In the discussion that follows, some of the data regarding specific traffic routes or vessel types is inferred or assumed based on the information provided.
5.2 Seasonal Variations Marine traffic in northern BC waters is characterized by a strong seasonal variation; with summer traffic volumes more than double that of the winter period. A graph of the typical seasonal variation by vessel class is shown in Figure 5-2. The data in Figure 5-2 are based on Wright Sound traffic data, but the overall pattern is generally indicative of seasonal variations throughout the region. Wright Sound traffic is discussed further in Section 5.3.4.
Annual Traffic Variation - Wright Sound Area
700
600
500
400
300
200 Vessels Month Per 100 Total Traffic (Reporting & Estimated Non-reporting) 0 Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec
Figure 5-2 Typical Seasonal Variations in Monthly Traffic – Wright Sound (Source: Prince Rupert MCTS, 2005 data, including MCTS estimates of non-reporting traffic)
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Factors that affect regional marine traffic flow on a seasonal basis include: Ferry schedules – BC Ferries and Alaska State Ferries operate a combined total of nine services per week during summer months and three services per week in winter. Ferry traffic represents approximately 5 percent of the total annual traffic in the region. Cruise industry – Approximately 50 cruise ships per week transit the region during the Alaskan cruise season, which operates from late April to early October. This component represents about 5 percent of total annual traffic for the region. The U.S. fishing industry – Around 700 U.S. fishing boats transit the British Columbia coast annually. Although some transit year round, most will limit transit to the spring and fall. This component represents about 13 percent of total annual traffic for the region. Tourism and sport – The region relies on summer tourism, which caters to sport fishing, whale watching and recreational boating. These components of the regional marine traffic are non-reporting, and quantification is difficult. In discussions with local representatives, non-reporting pleasure boats, commercial tour boats, sports fish-boats and private yachts are estimated at 29 percent of the total annual traffic. During winter, there is an average of one boat per day or less. During summer, there is an average of 10 boats daily, or up to 300 per month. There may be days when more traffic is apparent because of local events or holidays.
5.3 Vessel Traffic Frequency
5.3.1 Prince Rupert VTS Area The MCTS office receives reports from the entire VTS reporting zones shown in Figure 5-1, which include the proposed tanker routes. However, the VTS reports only provide limited information about the regional marine traffic since non-reporting vessels comprise a portion of the marine traffic volume. Non- reporting vessel types include the following: Canadian and U.S. fish boats, under 24 m LOA and less than 150 GRT. Pleasure craft consisting of sport fishing boats, sail and motor yachts, and whale watchers in various craft, less than 30 m LOA. Other vessels under 20 m LOA. Tug and tow where combined length of tug and tow is less than 45 m or where the object towed or pushed is less than 20 m LOA. Traffic reporting to the Prince Rupert MCTS is grouped in the following ways: inbound: vessels inbound from sea and/or Inner Passage to Prince Rupert Port. outbound: vessels outbound to sea and/or Inner Passage from Prince Rupert Port. transits: vessels passing through Prince Rupert Traffic Zone. in-zone: vessels moving between ports within Prince Rupert Traffic Zone.
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A summary of regional traffic volumes by vessel class and origin for July 2005 is shown in Table 5-1 below. A similar summary for October 2005 is provided in Table 5-2. The same information is shown graphically in Figure 5-3. Detailed traffic data obtained from the MCTS are included in Appendix A.
Table 5-1 Vessel Statistics for Prince Rupert MCTS Center – July 2005 (Source: Prince Rupert MCTS, 2005)
Vessel Movements Reported to Prince Rupert MCTS – July 2005 Total Participating Vessels = 1868 Type of Vessel Inbound Outbound Transits In-Zone Total Tanker - <50,000 DWT 2 1 2 0 5 Tanker - >50,000 DWT 0 0 4 0 4 Tanker – Chemical 0 0 3 0 3 Tanker – LPG / LNG 4 4 0 0 8 Cargo – General 6 1 30 0 37 Cargo – Bulk 36 22 11 9 78 Cargo – Container 0 1 62 0 63 Tug – Light 4 3 11 46 64 Tug – Oil Barge 4 14 13 58 89 Tug – Chemical Barge 0 0 0 0 0 Tug – Tow Cargo 67 109 118 231 525 Government Vessel 84 56 10 94 244 Fishing Vessels 17 27 44 44 132 Passenger Ships 32 39 250 24 345 Others LOA over 20M 19 11 4 55 89 Others LOA under 20M 0 0 10 0 10 Non Reporting Ferries 0 0 0 0 0 Reporting Ferries 49 54 33 259 395 Including Rail/Push Barges Total of Movements 324 342 605 820 2091
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Table 5-2 Vessel Statistics for Prince Rupert MCTS Center – October 2005 (Source: Prince Rupert MCTS, 2005)
Vessel Movements Reported to Prince Rupert MCTS Centre – October 2005 Total Participating Vessels = 1351 Type of Vessel Inbound Outbound Transits In-Zone Total Tanker - <50,000 DWT 0 0 0 0 0 Tanker - >50,000 DWT 0 0 1 0 1 Tanker – Chemical 0 0 0 0 0 Tanker – LPG / LNG 10 4 1 2 17 Cargo – General 12 9 28 6 55 Cargo – Bulk 48 15 29 21 113 Cargo – Container 0 1 46 1 48 Tug – Light 4 4 9 24 41 Vessel Movements Reported to Prince Rupert MCTS Centre – October 2005 Total Participating Vessels = 1351 Tug – Oil Barge 3 7 14 36 60 Tug – Chemical Barge 0 0 0 0 0 Tug – Tow Cargo 47 67 141 249 504 Government Vessel 41 31 3 60 135 Fishing Vessels 12 40 52 78 182 Passenger Ships 2 7 33 2 44 Others LOA over 20M 0 1 1 41 43 Others LOA under 20M 2 0 1 0 3 Non Reporting Ferries 0 0 0 0 0 Reporting Ferries 30 16 39 184 269 Including Rail/Push Barges Total of Movements 211 202 398 704 1515
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Types of Vessels Reporting to MCTS Prince Rupert VTS
600 Tankers (All Types) General cargo Ships 500 Bulk Cargo Ships Container Ships 400 Tugs (No Tow) 300 Tug - Oil Barge Tug - Cargo Barge 200 Government Vessels Fishing Vessels 100
Passenger Ships Monthly Vessels Reporting Reporting MonthlyVessels 0 BC/AK Ferries Reports - July 2005 Reports - October Others 2005
Figure 5-3 Reporting Traffic Summer/Winter (Source: MCTS)
5.3.2 Traffic in the Outside Passage The Outside Passage consisting of Principe Channel, Estevan Sound, Laredo Channel and Laredo Sound is used by approximately 30 percent of the coastal traffic in British Columbia waters during the summer months and by about 5 percent or less during the winter months in which almost all marine traffic will use the sheltered Inner Passage. For larger commercial vessels and for some existing marine traffic transiting between Prince Rupert or Alaska and southern ports, this route is favoured over the narrower and more restricted Inner Passage. The traffic which opts for the more exposed Outside Passage consists mainly of: Tugs and Tows: These will be mostly the larger units from the US. Almost all will use the Inner Passage during winter and in bad weather. On average during the summer months only, approximately 100 to 300 tug and tow units may use the Outside Passage monthly. Cruise Ships: Although some may use Principe Channel in summer months, the majority of cruise ships will use the more scenic Inner Passage. Between 30 and 200 cruise ships per month pass by Prince Rupert during the summer months, headed to and from Alaskan ports. Anywhere from ten to fifty of these cruise ships will use the Outside Passage or the Hecate Strait. Government Vessels and CCG: Movements of such vessels are not regular or announced in advance. Between three and ten will transit the area per month.
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Coastal Freighters, Both General and Bulk Cargo: Approximately 10 to 15 smaller coastal freighters will use the Outside Passage during summer months only. Due to the shorter distances involved, the larger deep-sea ships will generally use the Hecate Strait during the good summer weather, avoiding restricted coastal navigation. Fishing Vessels: Principe Channel constitutes Sub Areas 13 and 17 of Fisheries Area five which are predominantly used by Canadian fishing vessels employing diving as the method of fishing mostly for red sea urchin, geoduck and other forms of shellfish. Most of this activity is carried out along the shorelines. Of an annual average of 76 Canadian fishing vessels engaged in fishing in Principe Channel, 54 will dive for produce, 16 will set bottom hook lines for Halibut, five will set hook lines for other species and only one will be netting or trolling for salmon. Some 200 additional US-flagged fishing vessels per annum may use Principe Channel seasonally, when transiting to and from fishing grounds in Alaska. Tankers: Perhaps a quarter of the tankers transiting the region use this route, roughly two transits per month. A number of smaller coastal tankers or tank barges may also be encountered in the region delivering fuel to remote coastal communities.
Average Monthly Summer Traffic in Principe Channel
200 168 150
100 40 50 36 8 12 16 8 0
Monthly TrafficMonthly (summer) Tug & Tow Cruise Govt. Ships Coastal Canadian F/V in Tankers Ships Ships F/V Transit
Figure 5-4 Average Monthly Summer Traffic in Principe Channel (Sources: MCTS and BCCP and DFO)
5.3.3 Vessels using the Inner Passage The majority of the traffic transiting British Columbia coastal waters between Prince Rupert and southern destinations currently use the sheltered waters of the Inner Passage. Although the Inner Passage has deep water and is sheltered from severe offshore winds, it does have some navigational restrictions. These include narrow sections, especially in Grenville Channel and Tolnie Channel, and areas where tight manoeuvring response is required (e.g., Parry Patch in Tolnie Channel, and the turn from Tolnie Channel into Findlayson Channel at Boat Bluff.).
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Grenville Channel has traditionally been the preferred route for existing Kitimat-bound traffic, as it provides the shortest distance between the Triple Island pilot station to the north and Douglas Channel. In meetings held with the BCCP, it was concluded that pilots would prefer to sail larger tankers on the safer, wider, and more easily navigated route through Principe Channel. The southern Inner Passage route in Princess Royal Channel is not used by the BCCP for navigating tankers. The project vessels will therefore only use the Principe Channel or Caamaño Sound routes, which will require that the tankers cross the existing north-south traffic flow at Wright Sound. As noted in Section 3.1.3, this potential for relatively frequent crossing traffic makes Wright Sound area one of the key traffic nodes for the region. Because of its importance as a regional traffic node, as well as the availability of detailed traffic data, Wright Sound was singled out for more in-depth traffic analysis.
5.3.4 Wright Sound Traffic Volumes Traffic volumes in the Wright Sound area represent approximately 15 percent of the total traffic reporting to the Prince Rupert MCTS, as shown in Table 5-3.
Table 5-3 Prince Rupert MCTS Reports
Total Reports July 2005 October 2005
To Prince Rupert MCTS: 2091 1515
At Wright Sound 307 248
Source: Prince Rupert MCTS 2005
The statistics for reporting traffic exclude the many smaller non-reporting vessels that are not required to communicate with the MCTS. Staff at the MCTS estimate that the total number of non-reporting vessels is similar in number to the reporting traffic, i.e., the total traffic volume is roughly double the reporting traffic volume. Based on an assumption that 50 percent of the annual traffic through Wright Sound is the smaller non- reporting vessels, about 650 vessels per month would transit the area in the peak months, half of which would be reporting vessels. Therefore, average traffic frequency of Inner Passage traffic at Wright Sound is approximately 21 vessels per day in peak periods, or less than one vessel per hour on average. Volumes in the shoulder seasons and winter months would be correspondingly less. Reporting traffic using the Inner Passage in the location of Wright Sound must make a position report to the Prince Rupert MCTS one of four locations: Money Point – located at the transition from Douglas Channel to Wright Sound. All traffic bound to and from Douglas Channel/Kitimat report here. Sainty Point – located at the transition from Grenville Channel to Wright Sound. All Inner Passage traffic and all traffic from Kitimat and Duckers Island proceeding northwards, report here.
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Kingcome Point – located at the eastern end of McKay Reach at the junction of Ursula Channel and Princess Royal Channel. All Inner Passage traffic including South-bound traffic from Kitimat and traffic from Duckers Island using the Inner Passage southwards will report here. Duckers Island – located at the south end of Campania Sound where Campania Sound meets Caamaño Sound. A line drawn between Duckers Island and Dupont Island marks the reporting point for ships using Caamaño Sound, or for ships using Laredo Channel. Based on data from the Prince Rupert MCTS, reporting traffic passing through Wright Sound for the months of July and October 2005 can be categorized into one of seven connecting waterways as shown in Table 5-3. Note that coastal marine traffic can join and leave the Inner Passage Route at several other junctions and the levels of reporting may be different at other MCTS reporting points as a consequence.
Table 5-4 Vessels Reports at Wright Sound (Source: Prince Rupert MCTS)
Part of Route July 2005 Reports October 2005 Reports Inner Passage Southbound Thru Traffic 98 123 Inner Passage Northbound Thru Traffic 113 70 Northbound Traffic To/From Duckers Island 29 6 Southbound Traffic To/From Duckers Island 10 8 Traffic To/From Kitimat via Duckers Island 7 7 Kitimat Traffic To/From Inner Passage North 28 19 Kitimat Traffic To/From Inner Passage South 22 15 Total Number of Reporting Vessels 307 248
Figure 5-5 shows representative annual traffic counts at Wright Sound, averaged from data reports, meetings and discussions with the PPA, BCCP, and MCTS. This compilation is based on limited data for reporting traffic and estimations for non-reporting traffic, in addition to accounts for seasonal non- reporting traffic. The data set includes a total of 5,522 vessels.
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Annual Traffic - Wright Sound
Bulkers 28, 1% 1560, 29% Gen.Cargo 190, 3% Tankers 72, 1% Cruise Ships Ferries 128, 2% Govt. Vessels Warships 700, 13% 600, 11% Motor Yachts Fish Vessels Tug & Tow Cargo 80, 1% 188, 3% Tug & Tow Logs 58, 1% 42, 1% Tug & Tow Oil 194, 4% 54, 1% Tug & Tow Rail Tugs only 374, 7% 1010, 18% 244, 4% USA Fish Boats Seasonal
Figure 5-5 Annual Traffic Wright Sound (Sources PPA, BCCP and MCTS) In Figure 5-5, The 2005 data provided by MCTS Prince Rupert, has been smoothed out for the transitional months of April and September. October data is indicative of winter months and July data of summer months. USA Fishing Boats - A total of 700 USA non-reporting fishing boats have been estimated transiting the inner passage annually with the majority in spring and autumn. (Data provided by MCTS Prince Rupert). Seasonal – represents a best estimate of non-reporting pleasure boats, whale watchers, sports fish- boats and private yachts. Winter months see an average 1 boat per day or less (30 per month) which rises to an average of ten boats daily (300 per month) in July and August. (There may be days, when more traffic is apparent due to local events/holidays etc.) By applying the pattern of seasonal variations in Figure 5-2 to the detailed traffic data in Table 5-1 and Table 5-2, an estimate can be made of the seasonal variations in various types of traffic at Wright Sound (See Figure 5-6 below). This figure is based on limited data provided for reporting traffic, in addition to estimates of seasonal non-reporting traffic provided by the MCTS staff. Since detailed records of traffic by vessel type were only provided for July and October 2005, the relative proportions of vessel classes for other months is synthesized using inferred or extrapolated figures supplemented by other sources of information (e.g., published BC Ferry schedules). As a result, the proportions of the various vessels for months other than July and October are considered approximate and must be used with caution.
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700
600 Seasonal USA Fish Boats Tugs only 500 Tug & Tow Rail Tug & Tow Oil 400 Tug & Tow Logs Tug & Tow Cargo Fish Vessels 300 Motor Yachts Warships 200 Govt. Vessels Ferries Cruise Ships 100 Tankers
Monthly Reporting and Non-reporting vessels Non-reporting and Reporting Monthly Gen.Cargo 0 Bulkers
Jul Jan Feb Mar Apr May Jun Aug Sep Oct Nov Dec
Figure 5-6 Estimated Seasonal Traffic Volumes – Wright Sound, 2005 (Sources: MCTS, BCCP, PPA) The following diagrams (Figures 5-7 through 5-10) express seasonal traffic types in percentages of the total and are best estimates of total traffic in the Wright Sound Area for typical months of each season.
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January Traffic - Wright Sound
1, 0% Bulkers Gen.Cargo 30, 10% 18, 6% 25, 8% Tankers 6, 2% Cruise Ships 7, 2% Ferries 2, 1% 4, 1% Govt.Vessels Warships 20, 7% Motor Yachts 42, 14% Fish Vessels Tug & Tow Cargo 25, 8% Tug & Tow Logs Tug & Tow Oil 16, 5% Tug & Tow Rail Tugs only 3, 1% USA Fish Boats 22, 7% Seasonal 85, 28%
Figure 5-7 January Traffic - Wright Sound (Sources PPA, BCCP and MCTS)
April Traffic - Wright Sound
120, 25% Bulkers 3, 1% Gen.Cargo Tankers 15, 3% Cruise Ships 6, 1% Ferries Govt.Vessels 10, 2% 100, 20% Warships Motor Yachts 48, 10% Fish Vessels Tug & Tow Cargo Tug & Tow Logs 7, 1% 16, 3% Tug & Tow Oil Tug & Tow Rail 5, 1% 4, 1% Tugs only 15, 3% 5, 1% USA Fish Boats 32, 7% Seasonal 84, 17% 20, 4%
Figure 5-8 April Traffic - Wright Sound (Sources: PPA, BCCP and MCTS)
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Northern Gateway Pipelines Inc. Section 3.2: Origin, Destination & Marine Traffic Volume Survey Section 5: Regional Vessel Traffic Analysis
July Traffic - Wright Sound
300, 47% Bulkers Gen.Cargo Tankers 4, 1% Cruise Ships Ferries 13, 2% Govt.Vessels 6, 1% Warships 24, 4% Motor Yachts Fish Vessels 25, 4% Tug & Tow Cargo 63, 10% Tug & Tow Logs 6, 1% Tug & Tow Oil 6, 1% Tug & Tow Rail 15, 2% Tugs only 13, 2% 11,4, 2%1% 18, 3% USA Fish Boats 40, 6% 83, 13% Seasonal
Figure 5-9 July Traffic - Wright Sound (Sources: PPA, BCCP and MCTS)
October 2005 - Wright Sound
120, 27% 1, 0% Bulkers Gen.Cargo 18, 4% Tankers 6, 1% Cruise Ships Ferries 2, 0% Govt.Vessels 100, 21% Warships 42, 9% Motor Yachts Fish Vessels Tug & Tow Cargo 16, 3% Tug & Tow Logs 7, 1% 3, 1% Tug & Tow Oil 4, 1% 0, 0% Tug & Tow Rail Tugs only 17, 4% 22, 5% USA Fish Boats 85, 18% 25, 5% Seasonal
Figure 5-10 October Traffic - Wright Sound (Sources: PPA, BCCP and MCTS)
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5.3.5 Average Vessel Traffic Frequency Based on data compiled from a number of sources, an estimate was made of the Average Vessel Traffic Frequency (AVTF) for the main routes that will be used by tanker traffic, namely Douglas Channel, the Wright Sound area, and the Outside Passage (Principe Channel) (See Figure 5-11). The AVTF represents the average number of vessels per hour according to season, including the estimates of non-reporting traffic provided by the Prince Rupert MCTS. The AVTF estimates are based on a time interval of one hour; estimates for other periods (e.g., daily, weekly, or monthly) can be made by multiplying the AVTF by the appropriate number of hours in the desired interval. Examples: For Wright Sound in summer – one week = 0.89 * 24 * 7 = 150 vessels/week. For Outside Passage in summer – one day = 0.42 * 24 = 10 vessels/day
AVTF Comparison
1
0.5
Vesselsper Hour 0 Winter Spring Summer Fall Wright Sound 0.42 0.6 0.89 0.72 Outside 0.06 0.18 0.42 0.13 Passage Douglas 0.07 0.09 0.12 0.09 Channel
Figure 5-11 AVTF (Vessels per hour) Comparison (Source: Developed from multiple sources.) As shown in Figure 5-11, the highest frequency of vessel traffic is in the Wright Sound area, which is not surprising considering Wright Sound is the confluence of several major shipping routes.
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Northern Gateway Pipelines Inc. Section 3.2: Origin, Destination & Marine Traffic Volume Survey Section 5: Regional Vessel Traffic Analysis
5.4 Traffic in Douglas Channel (Kitimat) Commercial marine traffic visiting Kitimat, regardless of their ports of origin or destinations, all navigate one common part of the proposed routes – namely Douglas Channel. Shipping statistics for commercial marine traffic visiting Kitimat have been compiled from data supplied by the PPA, MCTS, District of Kitimat, and Fisheries and Oceans Canada (DFO). The tabulated raw data is presented in Appendix ‗A‘. The commercial traffic visiting Kitimat includes tankers, general cargo vessels, bulk cargo vessels, and tugs and tow. Most of the Kitimat traffic is associated with the three existing deep sea terminals as follows: Rio Tinto Alcan: Imports alumina from Australia and Brazil aboard dry bulk ships, pitch from Korea, and green coke on barges from the USA. Exports aluminum ingots on general cargo vessels. Over the past several years, Alcan has accommodated an average of 50-60 vessels per year. Eurocan: Exports linerboard and kraft paper to North America, Europe and Asia. Over the past decade, Eurocan traffic has varied between 42 and 89 vessel calls annually. Methanex: From 1982 to 2005, Methanex manufactured and exported methanol and ammonia, as well exported methanol on behalf of Edmonton-based. Methanex also exported the gasoline additive MTBE on behalf of Alberta Envirofuels. In 2005, the Methanex plant ceased production and began importing methanol to serve existing customers in the region. In 2006, Methanex also began handling imports of condensate on behalf of EnCana. Based on data provided by the District of Kitimat (2009), deep-sea shipping traffic volumes peaked in the early 1990‘s and has steadily declined since then (See Figure 5-12). The sharpest decline has been at the Methanex terminal, which is the result of Methanex‘s halt in production in 2005. The recent dip in the tanker traffic to Methanex is expected to gradually increase as EnCana‘s condensate shipments grow over time, eventually returning to pre-2005 levels. Therefore, the recent peak in data for 2004-2005 is considered to represent a reasonable ―base case‖ in terms of local traffic volumes against which to compare the impact of the proposed new traffic. Traffic volumes for each terminal from 2000 to 2008 are shown in Figure 5-13. It should be noted that these data include barge traffic volumes which are not differentiated in the source data from deep vessels traffic data. Thus the total vessel counts in Figures 5-12 and 5-13 are greater than the ―piloted vessel movements‖ data provided by the PPA for the same period. Furthermore, each vessel call has an in-bound and an out-bound leg, so the total traffic volume in Douglas Channel is roughly twice the number of vessel calls. The ratio of vessel transits to calls is not exactly 2:1, because some general cargo vessels call at more than one terminal while at Kitimat. For example, a general cargo vessel which visits both Alcan and Eurocan on a single voyage would be recorded as two vessel calls in Kitimat, three piloted movements, and two transits of Douglas Channel.
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Annual Deep Sea Vessel Calls to Kitimat
300
Methanex 250 Eurocan Alcan 200
150
100 Annual Vessel Calls Annual
50
0
1978 1979 1980 1981 1982 1983 1984 1985 1986 1987 1988 1989 1990 1991 1992 1993 1994 1995 1996 1997 1998 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008
Figure 5-12 Annual Commercial Vessel Traffic to Kitimat (Source: District of Kitimat, 2009. Includes deep-sea vessels and tugs with tows)
Annual Vessel Calls - 2000 to 2008
Alcan 100 Eurocan 90 Methanex 80 70 60 50 40 30
Annual Vessel Calls AnnualVessel 20 10
0
2001 2002 2003 2004 2005 2006 2007 2008 2000 Figure 5-13 Annual Commercial Deep-Sea Vessel Traffic to Kitimat, 2000 to 2008 (Source: District of Kitimat, 2009. Includes deep-sea vessels and tugs with tows)
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Commercial traffic serving the Kitimat industries tends to be fairly steady on a year-round basis, with little seasonal variation. Therefore a reasonable estimate of the average monthly vessels traffic can be made simply by dividing the annual volumes by 12. As noted above the Kitimat vessel call data includes both deep-sea (piloted) vessel traffic as well as tug and tow traffic. The relative proportions of these vessel classes cannot be determined from the data provided. For the purposes of assessing the potential demand on pilots and harbour tugs, it is useful to separate piloted traffic from non-piloted. Based on 2004 piloted vessel data from PPA, as well as MCTS call-in reports in Douglas Channel from July and October 2005, an estimated 45 reporting vessels transit Douglas Channel in an average month, as shown in Figure 5-14. It must be recognized that these average statistics are only approximate, as there are both annual and seasonal fluctuations in the actual vessel counts.
Average Monthly Vessel Transits - Douglas Channel
30 24 25
20
15 12
10 7
Monthly Transits Monthly 5 2
0 Tankers General Dry Bulk Tug & Tow Cargo
Figure 5-14 Average Monthly Vessel Traffic in Douglas Channel (Sources: PPA, MCTS)
5.5 Other Regional Traffic - TAPS Tanker Route Scheduled Trans-Alaska Pipeline System (TAPS) tanker traffic is currently in the region of up to an estimated 40 loaded vessels per month transiting south and 40 ballasted vessels per month returning north. The proposed tanker traffic, as with all existing marine traffic to and from Prince Rupert and Kitimat originating from or destined to Far East ports, will cross the flow of TAPS traffic.
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Historically the TAPS tanker traffic commenced on August 1, 1977; with the loading of the ARCO Juneau. On March 24, 1989 their first and only major oil spill occurred when the Exxon Valdez (operating without pilot or escort tugs) ran aground on Bligh Reef in Prince William Sound. On July 10, 1989 a Ship Escort Response System was introduced and on September 22, 2001 the Marine Columbia was the 17,000th tanker to load. The system at Valdez records and evaluates every incident no matter how small, along the entire system from the North Slope of Alaska to the limits of Prince William Sound, whether on land or sea. The vast majority of incidents have been minor. To date more than 18,000 tankers have loaded more than 13 billion barrels of crude oil at Valdez Terminal making an average of almost 800,000 barrels per vessel, or about 113,000 tonnes. Using this average and the annual published figures from the Alyeska Pipeline Service Company, the graph presented on Figure 5-15 shows averaged annual output from Valdez Terminal. Shipments peaked in 1989 (the year of the Exxon Valdez disaster) and have declined steadily since then.
Averaged Annual Output Valdez Terminal
1000
900
800
700
600
500
400
300
200
100
0
'77 '78 '79 '81 '82 '83 '84 '85 '86 '87 '88 '89 '91 '92 '93 '94 '95 '96 '97 '98 '99 '01 '02 '03 '04 '05 1980 1990 2000
Tankers Annually Million Barrels Annually
Figure 5-15 Annual Tanker Traffic and Throughput from Valdez Terminal (Source: Alyeska Pipeline Service Company – Website www.alyeska-pipe.com)
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6 Variations in Traffic Density Variations in traffic density may result from changes to the industrial base in Kitimat, historical variations or trends, and from seasonal variations in regional marine traffic. The routes leading to Kitimat, particularly the Douglas Channel, are less affected by seasonal variations, but the cumulative results of the proposed changes to the regional industrial base may result in significant increases in the traffic densities.
6.1 Historical Trends Shipping volumes in the region fluctuate throughout the year as well as from year to year, which has an effect upon the traffic density and frequency in the region. From examining historical statistics from a number of sources, a number of apparent patterns emerge: Annual assignments by the Pacific Pilotage Authority for pilotage along the British Columbia coast have been variable. The general trend has been downward from a high of 14,585 in year 2000. The most recent figures for 2007 are 13,012 assignments, slightly higher than the 2002 low of 12,655. This general decline in pilotage assignments is indicative of an overall decrease in coastal trade. There has been a general decline in the annual quantity of domestic cargo transported to/from ports on the British Columbia coast. This is indicative of a general decline in coastal marine traffic.(BCCP) There has been a recent increase in commercial traffic volumes to the Port of Prince Rupert. The opening of the Fairview Container terminal in late 2007 saw the introduction of a new class of container vessels in the region. The capacity of the terminal is currently rated at 500,000 TEUs (twenty-foot equivalent units) per year, and in 2008 (the first full year of operations) the port handled 181,000 TEU‘s with 78 container vessel calls. Plans are currently underway to expand the Fairview terminal to a capacity of two million TEU‘s per year. In the long term (2020), the port plans to add a second container terminal bringing the total capacity to approximately four million TEU‘s per year. These expansions (which will only occur if there is a corresponding increase in shipping demand) would bring a corresponding increase in vessel traffic to the region. Since 2005, volumes of the primary bulk commodities (coal and grain) shipped out of Prince Rupert have more than doubled, resulting in a marked increase in traffic calling at Prince Rupert. Although volumes of grain shipped out of Prince Rupert in 2008 were slightly lower than the previous year, coal shipments have increased, as shown in Figure 6-1. Cruise ships at the Port of Vancouver have generated an increase in total passenger numbers from 519,942 in 1993 to a high of 1,125,252 in 2002. Since 2002 this has decreased to about 854,000 passengers for 2008 (Port of Vancouver Website). Much of this decline is attributed to vessels now sailing out of Seattle but still sailing in the Prince Rupert/Alaska area. Between 2004 and 2008, the volume of cruise passengers recorded at Prince Rupert has varied between 60,000 and 100,000 per annum (Port of Prince Rupert website).
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Much of the commercial vessel traffic transiting the Prince Rupert area is generated by vessels bound to or from Vancouver, travelling on the great circle routes to Asia which may bring them within the Prince Rupert VTS. Over the past decade or so, total traffic volumes through Vancouver have remained relatively steady (Figure 6-2), suggesting that this component of vessel traffic also remains steady. The above historical trend information would support the view that vessel traffic frequency data acquired for the TERMPOL Survey carried out in 2006 by the Methanex Corporation in the same area would also be relevant to this TERMPOL submission, as the volumes reported then represent a conservative upper bound compared to more recent net declines in shipping traffic volume.
Figure 6-1 Commodity Volumes through the Port of Prince Rupert, 2002-2008 (Source: Prince Rupert Port Authority, 2009)
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Port Metro Vancouver Shipping Volumes
Figure 6-2 Traffic Volumes through the Port of Vancouver, 1997 to 2007 (Source: Intervistas, 2009)
6.2 The Proponents Vessels The project will receive approximately 11 million cubic metres of petroleum condensate and shippers will export approximately 30 million cubic metres of oil annually through the proposed marine terminal and pipelines to/ from Alberta. This would involve approximately 50 VLCC, 125 Suezmax and 50 Aframax tankers (total 225) visiting the Kitimat Terminal on an annual basis.
6.3 Existing Tanker Operations at Kitimat Methanex Corporation ceased production and export of methanol and ammonia in late 2005 at its existing Kitimat facility. Joint partners Methanex and EnCana have since upgraded the existing Kitimat facility to receive imports of methanol for existing customers and petroleum condensate for customers in Alberta. The Kitimat site presently serves as a transhipment facility between marine vessel imports and railcar exports though alternate pipeline facilities are proposed.
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During 2008 the vessel count was 13 import tankers carrying methanol and 11 carrying condensate, for a total of 24 vessels. The condensate operation not yet up to full capacity, is intended to handle up to 32 tankers annually however; numbers are subject to customer demand and are governed presently by rail- car transhipment capability. Thus at some point in the future the annual vessel calls may be on the order of 40-50 vessel calls (methanol and condensate), i.e., similar to the traffic volumes earlier in this decade. The size of the tankers berthing at the import facility is presently up to 50,000 DWT. There are plans to upgrade the wharves to accommodate up to 75,000 DWT tankers to allow for growth without a corresponding increase in tanker frequency.
6.4 Other Commercial Proposals in the Region There are other commercial proposals for the Kitimat area that, if realized, would increase marine traffic volumes. These include: The proposed Kitimat LNG Export Terminal near Kitimat. The project received federal and provincial environmental approval certificates in 2006 and detailed design of the plant and the associated marine terminal is near completion with construction scheduled to commence in 2009 or 2010. A voluntary Transport Canada TERMPOL Assessment for navigational and environmental risk is proposed for 2009 or 2010. The proposed Pacific Trail Pipeline that is to supply LNG for export from the proposed KLNG terminal at Kitimat. The proposed Cascadia Material Inc., aggregate export terminal at Kitimat. The proposed Pembina pipeline from Summit Lake near Prince George to Kitimat, British Columbia. The proposed Kinder Morgan pipeline from the existing Trans-Mountain Pipeline to Kitimat. The proposed Alcan Smelting Expansion/Rebuild would see an increase in smelting capacity from 272,000 M/T per annum to 400,000 M/T per annum. Construction is scheduled for 2009 with completion about 2011-2012. The proposed Merrill Lynch/Teekay Shipping Floating LNG Liquefaction Terminal, connecting to the Pacific Northern Gas pipeline to liquefy and export natural gas. These proposed Kitimat-area projects are discussed in greater detail below.
6.4.1 Kitimat LNG Proposal and the Pacific Trail Pipeline Kitimat LNG Inc. (KLNG) proposes to construct a LNG export facility at Bish Cove, near Kitimat. The proposed marine terminal will accommodate LNG tankers up to 266,000 cubic metres capacity range or 120,000DWT. The on-shore facilities will include natural gas liquefaction and marine export terminal facilities with connection to the proposed Pacific Trail Pipeline. Based on current estimates, KLNG plans to export upwards of 5 million M/T of LNG involving approximately 48 to 60 vessels on an annual basis.
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6.4.2 Cascadia Materials Proposal Cascadia Materials are proposing, a sand and gravel (aggregate) marine terminal at Kitimat. The proposal is for the export shipment of up to six million tonnes of aggregates to California annually in Panamaxs size self-unloading bulk carriers. Panamax size self-unloading bulkers have capacities of 60,000 to 75,000 DWT, which equates to an increase over existing marine traffic of about 96 bulk carriers annually, depending upon size.
6.4.3 Pembina and Kinder Morgan Pipeline Proposals Both the Pembina condensate pipeline and the Kinder Morgan bitumen pipeline projects are currently associated with the Methanex Corporations existing marine terminal at Kitimat. Both projects are on hold pending commercial certainty. Were these to go ahead, it would facilitate an increase in condensate import tankers from the existing levels and bitumen oil export from the Methanex‘ Kitimat Terminal. Given than these projects would essentially serve the same markets as the Enbridge project and are both on hold at this point, they are considered to have a lower likelihood of proceeding. As a result, the traffic volumes associated with these projects is not included in the data below.
6.4.4 The Alcan Smelting Expansion/Rebuild Proposal The significant 47 percent increase in smelting capacity could mean a corresponding increase in associated marine activity at the Alcan dock from the current 50 to 55 vessels per annum to 75 to 80 vessels. Based on the 2004 pilotage reports, it was assumed that the new Alcan vessels would be approximately 75 percent general cargo and 25 percent dry bulk. it is understood that this project will also likely involve multiple shipments of equipment and prefabricated industrial modules that will be unloaded at the Eurocan wharf (Shawn Zetler, Alcan, personal communication 2007). This would likely lead to a short term increase in traffic volumes during the construction phase prior to the commissioning of the plant expansion.
6.4.5 The Merrill Lynch/Teekay Shipping Floating LNG Export Facility Merrill Lynch has purchased an option for Pacific Northern Gas to deliver natural gas from the exiting Kitimat pipeline to a floating liquefaction, storage, and offloading (FLSO) terminal located in Kitimat Arm. The FLSO would be based on an existing LNG vessel that has been converted to liquefy natural gas and store it on board prior to loading it onto a shuttle tanker moored alongside. Approximately 14 shuttle tankers per year would be expected, each of which would be at berth for about two weeks.
6.5 The Combined Effect on Marine Traffic at Kitimat The combined overall increase in marine traffic at the port of Kitimat and for the shipping routes of the region would be an estimated increase of up to 35 vessels per month, or approximately 420 vessels annually, most of which would be large ocean-going commercial vessels (See Table 6-1). Compared to the 2005 traffic volume of 22 vessels per month, this represents a total increase of 160 percent over 2005 levels.
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Northern Gateway Pipelines Inc. Section 3.2: Origin, Destination & Marine Traffic Volume Survey Section 6: Variations in Traffic Density
6.5.1 Potential Traffic Increases due to Current Commercial Proposals The increase in marine vessel calls if all present plans and proposals are completed will comprise:
Table 6-1 Potential Traffic Increases Kitimat - Vessel Calls
Proposal (vessel type) Annual Monthly2
Vessels Transits Vessels Transits Enbridge (tanker) 220 440 18 37 Cascadia (dry bulk) 96 192 8 16 Kitimat LNG (tanker) 60 120 5 10 Merrill Lynch/Teekay (tanker) 14 28 1 2 Alcan (general cargo/dry bulk) 25 50 2 4 TOTALS3 415 830 34 69
Variation in Monthly Traffic Volumes at Kitimat
60 57 Existing Traffic 50 FutureTraffic
40 29 30 22 20 12 12 7 9 Vessel Vessel Calls per Month 10 4 5 1 0 Tankers General Dry Bulk Tug & Total Cargo Tow
Figure 6-3 Comparison of Existing (2004/2005) 2005 Kitimat Vessel Traffic to Future Volumes
2 Monthly volumes have been rounded to the nearest whole integer based on annual traffic divided by 12. 3 Future Methanex traffic volumes are assumed to be similar to 2005 levels so do not represent “new” traffic. Future Tug and Tow volumes are assumed to be unchanged compared to 2005 levels. Fishing vessel and other non-reporting traffic not included.
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6.5.2 The Effect on Marine Traffic using Douglas Channel Referring to Table 6-1 and Figure 5-14, the proposed projects described above would result in an increase of approximately 35 vessel calls per month, or 70 vessel transits, compared to about 45 transits per month presently. This represents an increase of about 2.5 times over current volumes in Douglas Channel. Approximately 71 percent of the potential increase (50 transits out of 70) would be due to ocean-going tankers, of which 38 (or 76 percent of all new tankers) are associated with the Northern Gateway project. The Northern Gateway vessels alone represent an increase of approximately 84 percent over existing traffic (38 transits per month compared to 45 presently). 6.5.3 The Effect on Marine Traffic using Wright Sound Referring to Section 5.3.4, there are currently approximately 300 reporting vessels transiting Wright Sound in peak (summer) months, or perhaps 650 including the non-reporting traffic. The proposed projects described above will result in an overall increase of approximately 70 transits per month. This represents an increase of approximately 23 percent above existing reporting traffic levels, and about 11 percent over total (reporting and non-reporting) traffic volumes. The traffic associated with Northern Gateway alone represents an increase of approximately 13 percent over existing reporting traffic levels. 6.5.4 The Effect on Marine Traffic using Prince Rupert MCTS Referring to Table 5-3, there are currently approximately 2100 vessels reporting to the Prince Rupert MCTS in a peak month. The proposed projects described above will result in an overall increase of approximately 70 transits per month. This represents an increase of approximately 3 percent above existing reporting traffic levels. The vessels associated with the Northern Gateway project represent an increase of less than 2 percent above existing traffic volumes.
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Northern Gateway Pipelines Inc. Section 3.2: Origin, Destination & Marine Traffic Volume Survey Section 7: Conclusions and Major Results of Survey
7 Conclusions and Major Results of Survey The conclusions of this survey are as follows:
7.1 Major Traffic Routes Vessels approaching the region from the open Pacific Ocean must use either Dixon Entrance, (north of the Queen Charlotte Islands), or Queen Charlotte Sound and Hecate Strait (south of the Queen Charlottes). Once vessels are in Hecate Strait, there are three main routes for tankers bound for Kitimat: the North Route, the South Route via Caamaño Sound, and the South Route via Browning Entrance (See Figures 2-2 and 2-3). The North Route includes Dixon Entrance and northern Hecate Strait, entering Principe Channel at Browning Entrance, then continuing through Wright Sound and Douglas Channel to the project site. The South Routes approach from southern Hecate Strait, after which there are two possibilities to reach Kitimat. One option is to proceed north through Hecate Strait to Browning Entrance, thereafter following the same path as the North Route. The other option is to pass through Caamaño Sound, approaching Wright Sound from the south and thereafter following the same path as the North Route. The North Route and South Routes both cross the major north-south traffic route in the region known as the Inner Passage. The Inner Passage is a route offering shelter from severe coastal weather for marine traffic travelling from Cape Calvert in the south to Prince Rupert and Alaska in the north. The Inner Passage carries almost all coastal marine traffic during winter months and about 70 percent during summer months. This route will not be used by Northern Gateway tanker traffic.
7.2 Possible Alternative Routes The North Route and the two South Routes described above are considered the only viable routes for tankers bound for the Northern Gateway terminal. Alternative routes through the various smaller channels in the region are not considered suitable for these vessels. The Outer Passage is a somewhat more exposed north-south route which is generally parallel to the Inner Passage, and is used as an alternative route by larger coastal vessels year-round and by smaller coastal traffic during settled weather.
7.3 Shipping Network Focal Points The major focal points or nodes where vessel routes meet or cross are as follows: The Triple Island pilot boarding station is the primary pilotage station for vessels visiting the region and is therefore a focal point for traffic. the Wright Sound area, where the majority of the coastal traffic, including the Northern Gateway vessels, will meet or cross.
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Northern Gateway Pipelines Inc. Section 3.2: Origin, Destination & Marine Traffic Volume Survey Section 7: Conclusions and Major Results of Survey
Caamaño Sound, where it intersects the Outer Passage at Laredo Channel and Campania Sound / Estevan Sound. Otter Channel, which connects the Outer Passage (Principe Channel) to the Inner Passage (Nepean Sound to Wright Sound).
7.4 Special Operations Areas All waters around the Queen Charlotte Islands, including Hecate Strait, and the coastal waterways of the region form part of a sub-surface military operations area. Presently, there is no offshore exploration or offshore exploitation in the region. These special operations areas will have little or no impact on the proposed vessels since operations are well publicized in advance and vessel movements are coordinated through the Prince Rupert VTS.
7.5 Major Fishing Grounds The region‘s major fishing-grounds along the proposed route are Browning Entrance, the northern part of the Hecate Strait and the waters of Dixon Entrance. Fisheries openings for various species can occur at any time of the year. Fishing openings in the waters of Douglas Channel and Principle Channel may affect the timing of vessel transits.
7.6 Sensitive Areas All the waters in the Hecate Strait area are considered sensitive areas. Areas of particular biological sensitivity include the Scott Islands; the continental margin; Dixon Entrance; Cape St. James, the banks and troughs of Queen Charlotte Sound, and the outer areas of the coastal fjords. Intertidal zones are in general, particularly sensitive areas. There are relatively few human population centres in the region very close to the proposed route which could potentially be affected by wind- and tide-spread pollutants. The communities closest to the proposed route include Kitimat, Kitamaat Village, and Hartley Bay. Several other communities are considered ―near‖ the route, such as Kitkatla, Skidegate, Queen Charlotte City, Sandspit, Lawnhill, Tlell, Masset and Haida. Other communities in the region, including Prince Rupert, Kemano, Port Edward, Metakatla, and Port Simpson, are considered relatively far from the intended routes. A number of First Nations have traditional food fisheries on or near the proposed tanker routes.
7.7 Description of Existing Marine Traffic Approximately half of the marine traffic in the region is required to report to VTS. The non-reporting marine traffic volumes can only be estimated.
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About half of the reporting commercial marine traffic in the region comprises towed barges. Petroleum products including domestic, industrial and marine fuels are transported throughout the region by tug and barge. Methanol and Petroleum Condensate is shipped to Kitimat in ocean-going tankers up to 50,000 DWT, and plans are underway to accommodate Panamax vessels up to 75,000 DWT. Some of the largest vessels in the region are cruise ships that are also the most manoeuvrable. Bulk carriers up to 250,000 DWT have called at Ridley Terminals in Prince Rupert in the past, and that facility is designed to accommodate vessels up to 350,000 DWT. The Prince Rupert Grain terminal is designed for vessels up to 145,000 DWT. Bulk carriers up to 50,000 DWT are currently calling at Kitimat. Fishing openings mean that commercial traffic will encounter Canadian fishing fleets either fishing or in transit occasionally. Around 750 fishing vessels from U.S. fleets transit British Columbia waters annually. The region is used by a varied cross section of commercial marine traffic, and by an assortment of pleasure craft, including sport fishermen, whale watchers, private yachts and kayaks. As these vessels rarely report to the VTS, accurate traffic data is not available, however these vessels may represent up to 50 percent of the total traffic during peak summer months.
7.8 Variations in Traffic Density The proponents proposed vessels would increase the existing Douglas Channel marine traffic by about 225 vessels per year or an increase of 84 percent compared to current traffic to Kitimat. Considering the other commercial projects proposed for the Kitimat area, total traffic future volumes in Douglas Channel may be up to 160 percent greater than current levels, should all the proposed projects be realized. At Wright Sound, the Northern Gateway traffic would represent a 13 percent increase in reporting traffic. At the Prince Rupert MCTS station, the Northern Gateway traffic would represent an increase of 3 percent of the total reporting traffic. Tankers up to 320,000 DWT would be introducing vessels of greater size and capacity than those navigating the region at present. Seasonal variations are established and are estimated to at least double the traffic density in parts of the region between summer and winter. Recent historical trends show there has been a decline in traffic to Kitimat since 2005, but these volumes are expected to recover to 2004 levels over the next few years.
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Northern Gateway Pipelines Inc. Section 3.2: Origin, Destination & Marine Traffic Volume Survey Section 8: References and Acknowledgement
8 References and Acknowledgement
8.1 Acknowledgement Data and information has kindly been supplied by and thanks go to: CCG‘s MCTS. Mr. Chuck Pudsey – Officer in Charge and Ms. Penny Hayworth – Supervisor/Acting Officer in Charge, VTS, who have given the benefit of many years of experience in the region and supplied the author with information on non-reporting vessels and data on vessels reporting to MCTS. BCCP – Captain L. Tod Hillier (Director) who contributed with answers to many questions on the coastal marine traffic, providing the marine pilot‘s view. BCCP – Capt‘s. James I Macpherson, F.W. (Fred) Denning, Larry Wilson, Bert Bjorndal, Stan Turpin and L. Tod Hillier, who have all contributed with answers to many questions giving BCCP‘s views and recommendations during several meetings in their offices. PPA – Michael McGuire who arranged for two years worth of piloted vessels data to be supplied to the author. Local Tug Skipper – Capt. James Brown (North Arm Marine) who answered many questions on tugs, towing and barges and gave the author the benefit of his coastal knowledge.
8.2 References In preparing the research and data collection in support of this report, the following sources were consulted: Ackerman, B. 2006. Groundfish Trawl Coordinator, Fisheries Management Branch. Meeting. Bartosh, G. and J. Hrynyshyn. 2008. Fish Stocks of the Pacific Coast: Online Book. Available at: http://www-comm.pac.dfo-mpo.gc.ca/publications/speciesbook/introduction/default.html Accessed: October, 2008. BC Ferries, Alaskan State Ferries schedules and MCTS provided information on seasonal variations of marine traffic density. BC Stats. 2008a. British Columbia Tourism Room Revenue by Region Annual 2007. Available at:
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Northern Gateway Pipelines Inc. Section 3.2: Origin, Destination & Marine Traffic Volume Survey Section 8: References and Acknowledgement
CRIMS. 2008. British Columbia, Coastal Resource Information System. Available at: http://maps3.gov.bc.ca/imf406/imf.jsp?site=dss_coastal Accessed: November, 2008. Department of Fisheries and Oceans (DFO) for data and information on numbers of fishing vessels methods of fishing and catches in Catch Areas 5 and 6. DFO. 2008a. Amended Integrated fisheries Management Plan: Crab by Trap January 1, 2008 to December 31, 2008. Department of Fisheries and Oceans. DFO. 2008b. Amended Integrated Fisheries Management Plan: Eulachon April 1, 2008 - March 31, 2009. Department of Fisheries and Oceans. DFO. 2008c. Amended Integrated fisheries Management Plan: Geoduck and Horse Clam, January 1, 2008 to December 31, 2008. Department of Fisheries and Oceans. DFO. 2008d. Amended Integrated Fisheries Management Plan: Green Sea Urchin September 1, 2008 - August 31, 2009. Department of Fisheries and Oceans. DFO. 2008e. Amended Integrated fisheries Management Plan: Groundfish March 8, 2008 to February 20, 2009. Department of Fisheries and Oceans. DFO. 2008f. Amended Integrated fisheries Management Plan: Pacific Sardine June 15, 2008 to February 9, 2009. Department of Fisheries and Oceans. DFO. 2008g. Amended Integrated fisheries Management Plan: Prawn and Shrimp by Trap, May 1, 2008 to April 30, 2009. Department of Fisheries and Oceans. DFO. 2008h. Amended Integrated Fisheries Management Plan: Red Sea Urchin by Dive August 1, 2008 - July 31, 2009. Department of Fisheries and Oceans. DFO. 2008i. Amended Integrated fisheries Management Plan: Red Sea Urchin by Dive, August 1, 2008 to July 31, 2009. Department of Fisheries and Oceans. DFO. 2008j. Amended Integrated fisheries Management Plan: Roe Herring February 10, 2008 to April 20, 2008. Department of Fisheries and Oceans. DFO. 2008k. Amended Integrated Fisheries Management Plan: Salmon June 1, 2008 - May 31, 2009. Department of Fisheries and Oceans. DFO. 2008l. Amended Integrated Fisheries Management Plan: Sea Cucumber by Dive. Department of Fisheries and Oceans. DFO. 2008m. Amended Integrated fisheries Management Plan: Shrimp Trawl, April 1, 2008 to March 31, 2009. Department of Fisheries and Oceans. DFO. 2008n. Amended Integrated fisheries Management Plan: Tuna, April 1, 2008 to March 31, 2009. Department of Fisheries and Oceans. District of Kitimat, shipping statistics from 1978 through 2008.
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Fargo, J., L. MacDougall and I. Pearsall. 2007. Appendix G: Groundfish. In Ecosystem overview: Pacific North Coast Integrated Management Area (PNCIMA) Edited by Lucas, B.G., Verrin, S., and Brown, R. Can. Tech. Rep. Fish. Aquat. Sci. 2667: vi + 28 p, Fisheries and Oceans Canada/CCG – Annual Notices to Mariners #1 to 46. Fisheries and Oceans Canada – Canadian Tide and Current Tables – Volumes 5, 6 and 7. Fisheries and Oceans Canada/CCG – Pacific Coast, List of Lights Buoys and Fog Signals. Fisheries and Oceans Canada/CCG – Radio Aids to Navigation (Pacific and Western Arctic)/MCTS. Fisheries and Oceans Canada – Sailing Directions Volumes PAC 200, 205, 206 and British Columbia Southern Portion. Hay, D. and P.B. McCarter. 2000. Status of the Eulachon Thaleichthys pacificus in Canada. Canadian Stock Assessment Secretariet, Government of Canada, DFO. GeoBC Spatial Analysis Branch of MAL Integrated Land Management Bureau, http://ilmbwww.gov.bc.ca/cis/coastal/others/crimsindex.htm accessed December 15, 2009 Indian and Northern Affairs Canada. 2008. Measuring Aboriginal Well-Being: The Human Development Index (HDI) and the Community Well-Being Index (CWB). Available at:
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Schwiegert, J., B. McCarter, T. Therriault, L. Flostrand, C. Hrabok, P. Winchell, et al. 2007. Appendix H: Pelagics. In Ecosystem overview: Pacific North Coast Integrated Management Area (PNCIMA). Can. Tech. Rep. Fish. Aquat. Sci. 2667:iv + 35. Statistics Canada. 2002. Aboriginal Peoples Survey Community Profile. Available at:
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Northern Gateway Pipelines Inc. Section 3.2: Origin, Destination & Marine Traffic Volume Survey Appendix A: Marine Traffic Data
Appendix A Marine Traffic Data
A.1 BC Ferries Schedules BC Ferries operate a year round passenger and vehicle ferry service between Port Hardy, Prince Rupert and the Queen Charlotte Islands, with several intermediate destinations.
A.1.1 Port Hardy/Prince Rupert
Summer Schedule in Effect: May 18, 2009 to September 30, 2009
Depart Prince Rupert at 7:30 AM and Arrive Port Hardy 10:30 PM May: 19, 21, 23, 25, 27, 29, and 31 only; June, July, and September: Even-numbered days; and, August: Odd-numbered days.
Depart Port Hardy at 7:30 AM and Arrive Prince Rupert 10:30 PM May: 18, 20, 22, 24, 26, 28, and 30 only; June, July, and September: Odd-numbered days; and, August: Even-numbered days.
Winter/Spring Schedule in Effect: October 2008 to May 2009 Prince Rupert to Port Hardy, with intermediate calls depending upon sailings at, Klemtu, Ocean falls, Shearwater, Bella Bella and Bella Coola, en-route. Departures are once or twice weekly, mostly on Fridays or Tuesdays with occasional Sunday departures. Times vary, throughout season and trips average 21 to 24 hours, weather dependant. Port Hardy to Prince Rupert, with intermediate calls depending upon sailings at, Bella Coola, Bella Bella, Shearwater, Ocean falls and Klemtu, en-route. Departures are once or twice weekly, mostly on Saturdays or Wednesdays with occasional Monday departures. Times vary, throughout season and trips average 21 to 24 hours, weather dependant.
A.1.2 BC Ferries Schedules - Prince Rupert/Queen Charlotte Islands A BC Ferry vehicle and passenger service is provided between Prince Rupert and Skidegate Terminal in the Queen Charlotte Islands, crossings vary from 2 to 6 per week depending upon season.
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Table A-1 Vessels providing BC Ferry Services
Name: Queen of Prince Rupert *
Built: 1966, Victoria
Overall Length: 101.15 m (331'10")
Gross Tonnage: 5,864
Car Capacity: 80
Passenger and Crew Capacity: 544
Service Speed: 18.0 knots
Horsepower: 7,680
Amenities: Licensed lounge, cafeteria, gift shop, cabins, video games, children's play area, telephones, elevator, and washroom for people with disabilities.
Name: M.V. Northern Adventure
Built: 2004
Overall Length: 117 m (383' 10")
Maximum Displacement: 5,983 tonnes
Car Capacity: 101
Passenger and Crew Capacity: 600
Service Speed: 19.0 knots
Horsepower: N/A
Amenities: Coastal Café (licensed), Passages Gift Shop, cabins (luxury, outboard and inboard) options, KidZone, travel information, elevator, and washroom facilities including disabled facilities.
* The MV Queen of Prince Rupert is scheduled to be replaced by the new purpose built 150 metres LOA, 130 vehicles, and 600 passengers, MV Northern Expedition in 2009.
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A.2 Alaska State Ferry Services
A.2.1 Schedules
A.2.2 Bellingham/Prince Rupert/Alaska Winter Schedule from October 2008 through April 2009 is a weekly service from Bellingham to Prince Rupert and onward to Alaskan Ports arriving and departing Bellingham on Fridays. Summer Schedule from May 2009 through September 2009 Used to be twice a week but since 2008 this has been reduced to a weekly service arriving and departing Bellingham, Fridays. Two vessels annually, MV Columbia and MV Malaspina cover the above services.
A.2.3 Vessels providing Alaska State Ferry Services The M/V COLUMBIA the largest vessel and the flagship of the marine Highway Fleet, was launched by Lockheed Shipbuilding in Seattle in 1974. The MV Columbia is 418 feet long, with capacity for 625 passengers and 134 vehicles (20' lengths). Operating at a service speed of 17.3 knots, its total of 82 cabins include 60 four-berth units, and 22 two-berth units. The Columbia boasts both a fine dining room and a cafeteria. The gift shop, cocktail lounge, solarium, and forward observation lounge round out the passenger amenities. The M/V MALASPINA carries 500 passengers, and provides 53 four-berth and 30 two-berth cabins. The vessel was built in Seattle in 1963 at the Lockheed Shipbuilding yards, then lengthened and renovated in 1972 at the Willamette Iron and Steel Company shipyard in Portland. The Malaspina is now 408 feet long, with capacity for 88 vehicles (20' lengths), and a service speed of 16.5 knots. Passenger services include a cafeteria, gift shop, cocktail lounge, solarium, and forward observation lounge.
A.3 Reporting Vessel Statistics
Table A-2 Vessel Statistics for Prince Rupert Centre – July 2005 (Source: MCTS)
Vessel Statistics for Prince Rupert Centre – July 2005 Total Participating Vessels = 1868
Type of Vessel Inbound Outbound Transits In-Zone Total Tanker - <50,000 DWT 2 1 2 0 5 Tanker - >50,000 DWT 0 0 4 0 4 Tanker – Chemical 0 0 3 0 3 Tanker – LPG/LNG 4 4 0 0 8
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Vessel Statistics for Prince Rupert Centre – July 2005 Total Participating Vessels = 1868
Cargo – General 6 1 30 0 37 Cargo – Bulk 36 22 11 9 78 Cargo – Container 0 1 62 0 63 Tug – Light 4 3 11 46 64 Tug – Oil Barge 4 14 13 58 89 Tug – Chemical Barge 0 0 0 0 0 Tug – Tow Cargo 67 109 118 231 525 Government Vessel 84 56 10 94 244 Fishing Vessels 17 27 44 44 132 Passenger Ships 32 39 250 24 345 Others LOA over 20M 19 11 4 55 89 Others LOA under 20M 0 0 10 0 10 Non Reporting Ferries 0 0 0 0 0 Reporting Ferries including 49 54 33 259 395 Rail/Push Barges Total of Movements 324 342 605 820 2091
Table A-3 Vessel Statistics for Prince Rupert Centre – October 2005
Vessel Statistics for Prince Rupert Centre – October 2005 Total Participating Vessels = 1351
Type of Vessel Inbound Outbound Transits In-Zone Total
Tanker - <50,000 DWT 0 0 0 0 0 Tanker - >50,000 DWT 0 0 1 0 1 Tanker – Chemical 0 0 0 0 0 Tanker – LPG/LNG 10 4 1 2 17 Cargo – General 12 9 28 6 55 Cargo – Bulk 48 15 29 21 113 Cargo – Container 0 1 46 1 48 Tug – Light 4 4 9 24 41 Tug – Oil Barge 3 7 14 36 60 Tug – Chemical Barge 0 0 0 0 0
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Northern Gateway Pipelines Inc. Section 3.2: Origin, Destination & Marine Traffic Volume Survey Appendix A: Marine Traffic Data
Vessel Statistics for Prince Rupert Centre – October 2005 Total Participating Vessels = 1351
Tug – Tow Cargo 47 67 141 249 504 Government Vessel 41 31 3 60 135 Fishing Vessels 12 40 52 78 182 Passenger Ships 2 7 33 2 44 Others LOA over 20M 0 1 1 41 43 Others LOA under 20M 2 0 1 0 3 Non Reporting Ferries 0 0 0 0 0 Reporting Ferries 30 16 39 184 269 Including Rail/Push Barges Total of Movements 211 202 398 704 1515
A.3.1 Reporting Vessels at Wright Sound – July 2005 The following table presents data for all reporting vessels passing through Wright Sound using The Inner Passage northwards or southwards, between Sainty Point and Kingcome Point. Also all reporting vessels using Douglas Channel to/from Kitimat and all vessels reporting inwards or outwards at Duckers Island, the reporting point nearest to Caamaño Sound. Ships reporting at Duckers Island may use Laredo Channel or Caamaño Sound.
Table A-4 Data for all Reporting Vessels at Wright Sound
All Reporting Traffic Passing Wright Sound - July 2005 Inner Passage Non-Inner Passage Day Time Name Type Route To/Fm South North Kitimat Duckers 1 1737 Queen Of The Ferry X North 1 0116 Cachalot Fishing Vessel X 1 1141 Crystal Passenger Ship X X Harmony 1 1307 Na Voyager Tug & 2 Barges (General X Cargo) 1 1849 Pacific Titan Tug & Tow (General X X Cargo) 1 1559 Lois H Tug & Tow (General X Cargo) 1 1752 Island Warrior Tug & Tow (General X Cargo)
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All Reporting Traffic Passing Wright Sound - July 2005 Inner Passage Non-Inner Passage Day Time Name Type Route To/Fm South North Kitimat Duckers 1 0913 Island Providour Tug & Tow (Log Barge) X 1 1 1448 Island Providour Tug & Tow (Log X 1 Barge+General Cargo) 1 0544 Gulf Rival Tug & Tow (Misc) X 1 1231 Island Wave Tug & Tow (Oil Barge + X Logs) 2 2207 L.T. Campbell Tug & Tow (General X X Cargo) 2 2058 Columbia Ferry X 2 1136 Queen Of The Ferry X North 2 2224 Autumn Dawn Fishing Vessel X 2 0349 Uscg Anthony Government Vessel (Any X Petit Country) 2 1221 Summit Passenger Ship X X 2 1044 Nautilus Passenger Ship X Explorer 2 0215 Mike O'leary Tug & Tow (General X X Cargo) 2 0007 Western Titan Tug & Tow (General X Cargo) 2 1955 Billie H Tug & Tow (General X Cargo) 2 1148 Norman O Tug & Tow (General X Cargo) 2 0059 Gulf Titan Tug & Tow (Rail Car X Barge+Gen.Cargo) 2 2343 Aware Tug Only X 3 0034 Sanko Rally General Cargo Ship (Bulk X X Cargo) 3 1911 Haida Chieftan Tug & Tow (General X X Cargo) 3 1735 Queen Of The Ferry X North 3 1839 Lilli Ann Fishing Vessel X 3 2355 Northwind Fishing Vessel X 3 0237 Vector Government Vessel (Any X X Country)
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All Reporting Traffic Passing Wright Sound - July 2005 Inner Passage Non-Inner Passage Day Time Name Type Route To/Fm South North Kitimat Duckers 3 0231 Bartlett Government Vessel (Any X Country) 3 1249 Ocean Tug & Tow (General X Navigator Cargo) 3 0004 Ss Regent Tug & Tow (Log Barge) X X 3 0803 Island Providour Tug & Tow (Log Barge) X 1 3 2049 Alaska Mariner Tug & Tow (Rail Car X Barge+Gen.Cargo) 3 0724 Ocean Titan Tug & Tow (Rail Car X Barge+Gen.Cargo) 4 2226 Haida Chieftan Tug & Tow (General X X Cargo) 4 2336 Ss Corsair Tug & Tow (Log Barge) X X 4 0420 Seatow Tug Only X X 4 0232 Malaspina Ferry X 4 1149 Queen Of The Ferry X North 4 1317 Tsimshian Ferry (To/From Hartley X Storm Bay) 4 1230 Tsimshian Ferry (To/From Hartley X Storm Bay) 4 1159 Norseman Ii Fishing Vessel X 4 1142 Infinity Passenger Ship X X 4 0102 Western Tug & Tow (General X Navigator Cargo) 4 0236 Regent Tug & Tow (Log Barge) X 4 2217 Norma H Tug & Tow (Log Barge) X 4 1515 Island Providour Tug & Tow (Log X 1 Barge+General Cargo) 4 1700 Ss King Tug & Tow (Log X Barge+General Cargo) 4 2249 Ss Regent Tug & Tow (Log X Barge+General Cargo) 4 0606 Risco Brave Tug & Tow (Oil Barge) X 4 2202 Island Monarch Tug & Tow (Oil X Barge+General Cargo) 4 1311 Na Dilligent Tug & Tow (Oil X Barge+General Cargo)
January 20, 2010 Final - Rev. 0 Page A-7
Northern Gateway Pipelines Inc. Section 3.2: Origin, Destination & Marine Traffic Volume Survey Appendix A: Marine Traffic Data
All Reporting Traffic Passing Wright Sound - July 2005 Inner Passage Non-Inner Passage Day Time Name Type Route To/Fm South North Kitimat Duckers 5 1634 Cisne Blanco Ocean Tanker <160,000 X X Dwt 5 0225 L.T. Campbell Tug & Tow (Bulk X X Cargo+Logs) 5 1448 Ss Corsair Tug & Tow (General X X Cargo) 5 1734 Queen Of The Ferry X North 5 1043 Bartlett Government Vessel (Any X Country) 5 1829 Vector Government Vessel (Any X Country) 6 2100 Malaspina Ferry X 6 1136 Queen Of The Ferry X North 6 1259 Mychelle Motor Yacht X 6 1522 MIKE O'LEARY Tug & Tow (General X Cargo) 6 2258 CRAIG FOSS Tug & Tow (General X Cargo) 6 1944 ISLAND Tug & Tow (Log X PROVIDOUR 1 Barge+General Cargo) 6 1924 RISCO BRAVE Tug & Tow (Oil Barge) X 7 1448 Cisne Blanco Ocean Tanker <160,000 X X Dwt 7 0321 Cadal Tug & Tow (Log Raft) X X 7 2232 Seatow Tug Only X X 7 1046 Gaz Major Lpg Tanker X X 7 1827 Queen Of The Ferry X North 7 0234 Columbia Ferry X 7 2247 Star Wars Fishing Vessel X 7 1358 Escape Motor Yacht X X 7 1145 Infinity Motor Yacht X 7 1247 Golden Eagle Motor Yacht X 7 0636 Billie H Tug & Tow (General X Cargo) 7 1437 Ss Commodore Tug & Tow (Log X Barge+General Cargo)
Page A-8 Final - Rev. 0 January 20, 2010
Northern Gateway Pipelines Inc. Section 3.2: Origin, Destination & Marine Traffic Volume Survey Appendix A: Marine Traffic Data
All Reporting Traffic Passing Wright Sound - July 2005 Inner Passage Non-Inner Passage Day Time Name Type Route To/Fm South North Kitimat Duckers 7 1522 Westco Rogue Tug & Tow (Log X Bge+Gen.Cgo+Lograft) 8 0200 Sanko Rally General Cargo Ship (Bulk X X Cargo) 8 1051 Osprey Arrow General Cargo Ship (Bulk X X Cargo) 8 1150 Queen Of The Ferry X North 8 1246 Tsimshian Ferry (To/From Hartley X Storm Bay) 8 1201 Tsimshian Ferry (To/From Hartley X Storm Bay) 8 1733 Vector Government Vessel (Any X X Country) 8 1747 Spirit Of Passenger Ship X Oceanus 8 0935 Island Providour Tug & 2 Barges (General X 1 Cargo) 8 1624 Pacific Titan Tug & Tow (General X X Cargo) 8 0949 Western Titan Tug & Tow (General X Cargo) 8 1106 Sidney Foss Tug & Tow (General X Cargo) 9 2238 Osprey Arrow General Cargo Ship (Bulk X X Cargo) 9 0107 Gaz Major Lpg Tanker X X 9 0557 Ingenika Tug & Tow (Log Barge) X X 9 1727 Queen Of The Ferry X North 9 2029 Columbia Ferry X 9 1758 Le Grand Bleu Motor Yacht X 9 1845 Malolo Tug & Tow (General X X Cargo) 9 0654 Kirsten H Tug & Tow (General X Cargo) 9 0535 Norma H Tug & Tow (General X Cargo) 9 2123 Western Tug & Tow (General X Navigator Cargo) 9 0902 Maia H Tug & Tow (Log Barge) X
January 20, 2010 Final - Rev. 0 Page A-9
Northern Gateway Pipelines Inc. Section 3.2: Origin, Destination & Marine Traffic Volume Survey Appendix A: Marine Traffic Data
All Reporting Traffic Passing Wright Sound - July 2005 Inner Passage Non-Inner Passage Day Time Name Type Route To/Fm South North Kitimat Duckers 9 1830 Westco Rogue Tug & Tow X (Logbge+Gencgo)< Htlybay 9 0902 Westco Rogue Tug & Tow X (Logbge+Gencgo)> Htlybay 9 1856 Island Tugger Tug & Tow (Oil X Barge+General Cargo) 9 1933 Pacific Pride Tug & Tow (Oil X Barge+General Cargo) 10 1229 Teal Arrow General Cargo Ship (Bulk X X Cargo) 10 2342 L.T. Campbell Tug & Tow (Bulk X X Cargo+General Cargo) 10 0419 Ingenika Tug & Tow (General X X Cargo) 10 1127 Queen Of The Ferry X North 10 1251 Tsimshian Ferry (To/From Hartley X Storm Bay) 10 1204 Tsimshian Ferry (To/From Hartley X Storm Bay) 10 1636 Lady Zelda Motor Yacht X 10 2201 Norman O Tug & Tow (Bulk X Cargo+General Cargo) 10 2132 Ocean Tug & Tow (General X X Navigator Cargo) 10 0900 Seatow Tug & Tow (Log X Barge+General Cargo) 10 1508 Regent Tug & Tow (Log X Barge+General Cargo) 11 0331 Haida Chieftan Tug & 3 Barges (Misc) X X 11 1750 Queen Of The Ferry X North 11 0145 Malaspina Ferry X 11 0737 Tanu Government Vessel (Any X Country) 11 1439 Infinity Passenger Ship X X 11 1618 Nautilus Passenger Ship X Explorer 11 1731 Ryndam Passenger Ship X 12 0930 Silver Bay Bulk Carrier X X
Page A-10 Final - Rev. 0 January 20, 2010
Northern Gateway Pipelines Inc. Section 3.2: Origin, Destination & Marine Traffic Volume Survey Appendix A: Marine Traffic Data
All Reporting Traffic Passing Wright Sound - July 2005 Inner Passage Non-Inner Passage Day Time Name Type Route To/Fm South North Kitimat Duckers 12 1132 Haida Chieftan Tug & 2 Barges (General X X Cargo) 12 1124 Queen Of The Ferry X North 12 1918 Spirit Of Passenger Ship X Oceanus 12 1226 Marauder Tug & Tow (Bulk Cargo) X 12 2342 Hmcs Warship (Of Any Country) X Saskatoon 13 0254 Teal Arrow General Cargo Ship (Bulk X X Cargo) 13 2340 Ingenika Tug & 2 Barges (Misc) X X 13 0949 L.T. Campbell Tug & Tow (General X X Cargo) 13 1111 Island Providour Tug & Tow (Log Barge) X X 1 13 1033 Ingenika Tug & Tow (Oil X X Barge+General Cargo) 13 1741 Queen Of The Ferry X North 13 2110 Malaspina Ferry X 13 1159 Miss Michelle Motor Yacht X 13 0507 Island Tugger Tug & Tow (Oil X X Barge+Logs) 14 2144 Island Providour Tug & Tow (General X X 1 Cargo) 14 0402 Columbia Ferry X 14 1132 Queen Of The Ferry X North 14 1209 Tsimshian Ferry (To/From Hartley X Storm Bay) 14 1116 Tsimshian Ferry (To/From Hartley X Storm Bay) 14 0845 Miss Michelle Motor Yacht X 14 1317 Carnival Spirit Passenger Ship X X 14 1837 Swell Passenger Ship X 14 1238 Kirsten H Tug & Tow (General X Cargo) 14 1238 Pacific Titan Tug & Tow (General X Cargo)
January 20, 2010 Final - Rev. 0 Page A-11
Northern Gateway Pipelines Inc. Section 3.2: Origin, Destination & Marine Traffic Volume Survey Appendix A: Marine Traffic Data
All Reporting Traffic Passing Wright Sound - July 2005 Inner Passage Non-Inner Passage Day Time Name Type Route To/Fm South North Kitimat Duckers 14 0135 North Fraser Tug & Tow (Misc) X 15 0303 Grouse Arrow General Cargo Ship X X 15 1130 Seatow Tug Only X X 15 1741 Queen Of The Ferry X North 15 0816 Hesquiat Fishing Vessel X 15 0848 Coastal Sea General Cargo Ship X X (Coastal) 15 0336 Coastal Trader General Cargo Ship X (Coastal) 15 0526 Rainier Government Vessel (Any X Country) 15 0738 Tanu Government Vessel (Any X Country) 15 1246 Swell Passenger Ship X 15 0019 Ossian-A Tug & 6 Barges (Misc) X 15 1054 John Calvin Tug & Tow (General X X Cargo) 15 1159 Ingenika Tug & Tow (General X Cargo) 15 1023 Island Warrior Tug & Tow (General X Cargo) 15 1205 Malolo Tug & Tow (General X Cargo) 15 1136 Island Wave Tug & Tow (Oil X Barge+General Cargo) 16 2155 Grouse Arrow General Cargo Ship X X 16 1949 Ss Champion Tug & Tow (General X X Cargo) 16 0056 Ss Champion Tug & Tow (Log Barge) X X 16 0107 Seatow Tug & Tow (Log Barge) X X 16 2139 Columbia Ferry X 16 1127 Queen Of The Ferry X North 16 0113 Coastal Pilot General Cargo Ship X (Coastal) 16 1235 Summit Passenger Ship X X 16 1615 Statendam Passenger Ship X X
Page A-12 Final - Rev. 0 January 20, 2010
Northern Gateway Pipelines Inc. Section 3.2: Origin, Destination & Marine Traffic Volume Survey Appendix A: Marine Traffic Data
All Reporting Traffic Passing Wright Sound - July 2005 Inner Passage Non-Inner Passage Day Time Name Type Route To/Fm South North Kitimat Duckers 16 0003 Western Titan Tug & Tow (General X Cargo) 16 0625 Mike O'leary Tug & Tow (General X Cargo) 16 2259 Ocean Clipper Tug & Tow (Log Barge) X 16 0504 Pacific Pride Tug & Tow (Log Barge) X 16 1331 Island Providour Tug & Tow (Log Barge) X 1 17 1748 Queen Of The Ferry X North 17 0016 Billie H Tug & Tow (General X Cargo) 17 1543 Maia H Tug & Tow (Log Barge) X 17 0011 Western Tug & Tow (Log Barge) X Challenger 18 2341 CB Adventure Bulk Carrier X X 18 2048 Western Star Fishing Vessel X X 18 0647 Gaz Major Lpg Tanker X X 18 0827 Haida Chieftan Tug & 3 Barges (General X X Cargo) 18 2204 Haida Chieftan Tug & Tow (Log Barge) X X 18 0339 Malaspina Ferry X 18 1136 Queen Of The Ferry X North 18 1256 Tsimshian Ferry (To/From Hartley X Storm Bay) 18 1207 Tsimshian Ferry (To/From Hartley X Storm Bay) 18 1226 Infinity Passenger Ship X X 18 0105 Western Tug & Tow (General X X Navigator Cargo) 18 0156 Gulf Titan Tug & Tow (Rail Car X Barge) 19 2012 Gaz Major Lpg Tanker X X 19 1406 Haida Chieftan Tug Only X X 19 1755 Queen Of The Ferry X North 19 0022 AJ Fishing Vessel X 19 2031 Infinity Motor Yacht X
January 20, 2010 Final - Rev. 0 Page A-13
Northern Gateway Pipelines Inc. Section 3.2: Origin, Destination & Marine Traffic Volume Survey Appendix A: Marine Traffic Data
All Reporting Traffic Passing Wright Sound - July 2005 Inner Passage Non-Inner Passage Day Time Name Type Route To/Fm South North Kitimat Duckers 19 0642 Ocean Tug & Tow (General X Navigator Cargo) 20 0620 Haida Chieftan Tug & Tow (General X X Cargo) 20 2201 Malaspina Ferry X 20 1136 Queen Of The Ferry X North 20 1956 Gordon Reid Government Vessel (Any X X Country) 20 1211 Gordon Reid Government Vessel (Any X Country) 20 2309 Ocean Iris Tug & 2 Barges (Misc) X 20 1050 Westrac Ii Tug & Tow (Log Barge) X 20 0241 Maia H Tug & Tow (Log X X Barge+General Cargo) 20 1707 Hmcs Warship (Of Any Country) X Whitehorse 20 1800 Hmcs Nanaimo Warship (Of Any Country) X 21 0032 Silver Bay Bulk Carrier X X 21 1837 Queen Of The Ferry X X North 21 1549 Seven Seas Passenger Ship X Mariner 21 0226 Ossian-A Tug & 15 Barges (Misc) X 21 1706 Snohomish Tug & Tow (General X X Cargo) 21 1845 Mike O'leary Tug & Tow (General X X Cargo) 21 0039 Hmcs Warship (Of Any Country) X Yellowknife 22 0427 Western Star Fishing Vessel X X 22 1143 Queen Of The Ferry X X North 22 1302 Tsimshian Ferry (To/From Hartley X Storm Bay) 22 1215 Tsimshian Ferry (To/From Hartley X Storm Bay) 22 1311 Shadowfax Motor Yacht X 22 0707 Western Titan Tug & Tow (General X X Cargo)
Page A-14 Final - Rev. 0 January 20, 2010
Northern Gateway Pipelines Inc. Section 3.2: Origin, Destination & Marine Traffic Volume Survey Appendix A: Marine Traffic Data
All Reporting Traffic Passing Wright Sound - July 2005 Inner Passage Non-Inner Passage Day Time Name Type Route To/Fm South North Kitimat Duckers 22 1901 Billie H Tug & Tow (General X Cargo) 22 2131 Ocean Ranger Tug & Tow (General X Cargo) 23 1735 Queen Of The Ferry X North 23 2045 Columbia Ferry X 23 1504 Vision Of The Passenger Ship X X Seas 23 0039 Norma H Tug & Tow (Bulk X Cargo+General Cargo) 23 0040 Pacific Titan Tug & Tow (Bulk X Cargo+General Cargo) 23 2001 Malolo Tug & Tow (General X X Cargo) 23 1600 Kirsten H Tug & Tow (General X Cargo) 23 0143 Pacific Pride Tug & Tow (Oil X Barge+General Cargo) 23 0211 Alaska Mariner Tug & Tow (Rail Car X Barge+Gen.Cgo) 24 1504 Ss Cutlass Tug & Tow (Log Barge) X X 24 1130 Queen Of The Ferry X North 24 1300 Tsimshian Ferry (To/From Hartley X Storm Bay) 24 1211 Tsimshian Ferry (To/From Hartley X Storm Bay) 24 2203 Western Star Fishing Vessel X 24 1417 Gordon Reid Government Vessel (Any X X Country) 24 2045 Western Tug & Tow (General X Challenger Cargo) 25 0001 Haida Chieftan Tug & Tow (General X X Cargo) 25 0635 Ss Cutlass Tug & Tow (General X X Cargo) 25 1224 Haida Chieftan Tug Only X X 25 1745 Queen Of The Ferry X North 25 0235 Malaspina Ferry X
January 20, 2010 Final - Rev. 0 Page A-15
Northern Gateway Pipelines Inc. Section 3.2: Origin, Destination & Marine Traffic Volume Survey Appendix A: Marine Traffic Data
All Reporting Traffic Passing Wright Sound - July 2005 Inner Passage Non-Inner Passage Day Time Name Type Route To/Fm South North Kitimat Duckers 25 1358 Infinity Passenger Ship X X 25 1514 Norwegian Star Passenger Ship X X 25 1826 Ryndam Passenger Ship X 25 1030 Crystal Passenger Ship X Harmony 25 0333 Na Voyager Tug & 2 Barges (General X Cargo) 25 0016 Ocean Tug & Tow (General X X Navigator Cargo) 26 0207 Cb Adventure Bulk Carrier X X 26 1148 Haida Chieftan Tug & Tow (Log X X Barge+General Cargo) 26 1116 Queen Of The Ferry X North 26 0022 Western Star Fishing Vessel X 26 0132 Western Fishing Vessel X Challenger 26 0732 Western Star Fishing Vessel X 26 1433 Gordon Reid Government Vessel (Any X Country) 26 2059 Maia H Tug & 2 Barges (Misc) X 26 0524 Proud Canadian Tug & Tow (Barge) X 26 1738 Ingenika Tug & Tow (General X Cargo) 26 1218 Ingenika Tug & Tow (General X Cargo) 26 2208 Silver Bay I Tug & Tow (General X Cargo) 27 0135 Mozu Arrow General Cargo Ship (Bulk X X Cargo) 27 0247 Seatow Tug & Tow (Misc) X X 27 1743 Queen Of The Ferry X North 27 2132 Malaspina Ferry X 27 1257 N/A N/A X 27 2112 Ss Navigator Tug & 2 Barge (Chip & X Logs) 27 0545 Haida Chieftan Tug & Tow (Rail Car X Barge+Gen.Cgo)
Page A-16 Final - Rev. 0 January 20, 2010
Northern Gateway Pipelines Inc. Section 3.2: Origin, Destination & Marine Traffic Volume Survey Appendix A: Marine Traffic Data
All Reporting Traffic Passing Wright Sound - July 2005 Inner Passage Non-Inner Passage Day Time Name Type Route To/Fm South North Kitimat Duckers 28 0445 Seatow Tug & Tow (Log X X Barge+General Cargo) 28 0238 Columbia Ferry X 28 1126 Queen Of The Ferry X North 28 1159 Tsimshian Ferry (To/From Hartley X Storm Bay) 28 1105 Tsimshian Ferry (To/From Hartley X Storm Bay) 28 2032 Western Fishing Vessel X Challenger 28 1231 Gordon Reid Government Vessel (Any X Country) 28 1236 Carnival Spirit Passenger Ship X X 28 1950 Kirsten H Tug & Tow (General X Cargo) 28 2223 Island Wave Tug & Tow (Oil X Barge+General Cargo) 29 1752 Queen Of The Ferry X North 29 0502 Western Fishing Vessel X Challenger 29 0609 Island Scout Tug & 2 Barges (Log X Barges) 29 1304 Malolo Tug & Tow (General X Cargo) 29 2005 Norma H Tug & Tow (General X Cargo) 29 2025 Regent Tug & Tow (Log Barge) X 30 2103 Columbia Ferry X 30 1128 Queen Of The Ferry X North 30 0554 Western Star Fishing Vessel X 30 0240 Gordon Reid Government Vessel (Any X Country) 30 1902 Sojurn Motor Yacht X 30 1156 Summit Passenger Ship X X 30 1558 Statendam Passenger Ship X X 30 2211 Westrac Ii Tug & Tow (Bulk X Cargo+General Cargo)
January 20, 2010 Final - Rev. 0 Page A-17
Northern Gateway Pipelines Inc. Section 3.2: Origin, Destination & Marine Traffic Volume Survey Appendix A: Marine Traffic Data
All Reporting Traffic Passing Wright Sound - July 2005 Inner Passage Non-Inner Passage Day Time Name Type Route To/Fm South North Kitimat Duckers 30 0302 Mike O'leary Tug & Tow (General X X Cargo) 30 2225 Billie H Tug & Tow (General X X Cargo) 30 0117 Western Titan Tug & Tow (General X Cargo) 30 0935 Pacific Titan Tug & Tow (General X Cargo) 31 0453 Auk Arrow General Cargo Ship (Bulk X X Cargo) 31 2254 Haida Chieftan Tug & Tow (General X X Cargo) 31 1752 Queen Of The Ferry X North 31 1805 Western Star Fishing Vessel X 31 1216 Glen Rover Tug & Tow (Log Barge) X 31 1633 Island Wave Tug & Tow (Log Barge) X 31 0345 Pacific Pride Tug & Tow (Oil X Barge+Logs) Note: Table of traffic passing through Wright Sound extracted and compiled by 'Wood Marine' from data kindly supplied by MCTS- Prince Rupert
Table A-5 Reporting Vessels at Wright Sound – October 2005
Reporting Vessels at Wright Sound – October 2005
Inner Passage Non-Inner Passage Day Time Name Type Route To/Fm South North Kitimat Duckers 1 0806 Lynne Tug & Tow (Bulk+General X X Cargo) 1 2147 Columbia Ferry X 1 1249 Cadal Tug & 2 Barges (Misc) X 1 1424 Fraser Warrior Tug & 24 Barges (Misc) X 1 0831 Kirsten H Tug & Tow (General X Cargo) 1 2048 Malolo Tug & Tow (General X Cargo)
Page A-18 Final - Rev. 0 January 20, 2010
Northern Gateway Pipelines Inc. Section 3.2: Origin, Destination & Marine Traffic Volume Survey Appendix A: Marine Traffic Data
Reporting Vessels at Wright Sound – October 2005
Inner Passage Non-Inner Passage Day Time Name Type Route To/Fm South North Kitimat Duckers 1 1213 Maia H Tug & Tow (Logs+General X Cargo) 2 0250 Gaz Major Lpg Tanker X X 2 0957 Queen Of Ferry X Prince Rupert 2 1314 Tsimshian Ferry (To/From Hartley X Storm Bay) 2 1220 Tsimshian Ferry (To/From Hartley X Storm Bay) 2 2229 Ocean Tug & Tow (General X Navigator Cargo) 2 1649 Western Tug & Tow (General X Navigator Cargo) 2 1811 General Tug & Tow (General X Jackson Cargo) 2 0420 Ocean Wrestler Tug & Tow (Log Barge) X X 2 0929 Silver Bay Viii Tug Only X 3 1338 Swift Arrow General Cargo Ship (Bulk X X Cargo) 3 0325 Haida Chieftan Tug & 2 Barges X X (General+Chips+Logs) 3 1144 Lynne Tug & Tow (Log Barge) X X 3 0344 Malaspina Ferry X 3 2201 Mike O'leary Tug & Tow (Chips+Logs) X 3 1934 Craig Foss Tug & Tow (General X X Cargo) 3 0204 Western Ranger Tug & Tow (General X Cargo) 3 1414 Justine Foss Tug Only X 4 0620 Haida Chieftan Tug & Tow (General X X Cargo) 4 1745 Tanu Government Vessel (Any X X Country) 4 1140 Fairweather Passenger Ship X Express 4 0610 Norma H Tug & Tow (General X Cargo) 4 0649 Island Tug & Tow (General X Champion Cargo)
January 20, 2010 Final - Rev. 0 Page A-19
Northern Gateway Pipelines Inc. Section 3.2: Origin, Destination & Marine Traffic Volume Survey Appendix A: Marine Traffic Data
Reporting Vessels at Wright Sound – October 2005
Inner Passage Non-Inner Passage Day Time Name Type Route To/Fm South North Kitimat Duckers 4 1855 Ss King Tug & Tow (Log X Barge+General Cargo) 5 2115 Swift Arrow General Cargo Ship (Bulk X X Cargo) 5 2245 Malaspina Ferry X 5 0432 Queen Of Ferry X Prince Rupert 5 0120 Western Fishing Vessel X Mariner 5 1859 Coastal General Cargo Ship X Navigator (Coastal) 5 2053 Kirsten H Tug & Tow (General X Cargo) 5 1537 Ocean Wrestler Tug & Tow (Log X X Barge+General Cargo) 5 1402 Island Monarch Tug & Tow (Oil X Barge+General Cargo) 6 1405 Ss Champion Tug & Tow (Log Barge) X X 6 1000 QUEEN Of FERRY X PRINCE RUPERT 6 0329 Columbia Ferry X 6 1249 Tsimshian Ferry (To/From Hartley X Storm Bay) 6 1202 Tsimshian Ferry (To/From Hartley X Storm Bay) 6 2357 Leslie Lee Fishing Vessel X X 6 1945 Point Lavinia Fishing Vessel X 6 1310 Malolo Tug & 2 Barges (General X Cargo) 6 0634 Sydney Foss Tug & Tow (General X Cargo) 6 2204 Pacific Titan Tug & Tow (General X Cargo) 6 0156 Island Wave Tug & Tow (Oil X Barge+General Cargo) 6 0442 Pacific Pride Tug & Tow (Oil X Barge+General Cargo)
Page A-20 Final - Rev. 0 January 20, 2010
Northern Gateway Pipelines Inc. Section 3.2: Origin, Destination & Marine Traffic Volume Survey Appendix A: Marine Traffic Data
Reporting Vessels at Wright Sound – October 2005
Inner Passage Non-Inner Passage Day Time Name Type Route To/Fm South North Kitimat Duckers 6 1842 Alaska Mariner Tug & Tow (Rail Car X Barge+Gen.Cgo) 7 0418 Ss Champion Tug & Tow (General X X Cargo) 7 2012 QUEEN Of FERRY X PRINCE RUPERT 7 1401 Royal American Fishing Vessel X 7 1452 Gene S Fishing Vessel X 7 1849 Tanu Government Vessel (Any X X Country) 7 2116 Western Titan Tug & Tow (General X Cargo) 7 0231 Fraser Warrior Tug & Tow (General X Cargo) 7 1818 Maia H Tug & Tow (Log Barge) X 7 2356 Gulf Titan Tug & Tow (Rail Car X Barge+Gen.Cgo) 8 0455 Gaz Major Lpg Tanker X X 8 2022 Columbia Ferry X 8 2122 Alaskan Fishing Vessel X Enterprise 8 0447 St. Jude Fishing Vessel X 8 2000 Tanu Government Vessel (Any X Country) 8 1043 Tanu Government Vessel (Any X Country) 8 0842 Klondyke Passenger Ship X Express 8 0303 Mike O'leary Tug & Tow (Chip X Barge+General Cargo) 8 1237 Fraser Warrior Tug & Tow (General X Cargo) 8 2338 Billie H Tug & Tow (General X Cargo) 8 1602 Norton Bay Tug & Tow (General X Cargo) 8 1831 Mercer Straits Tug & Tow (Log Barge) X 9 1947 Gaz Major Lpg Tanker X X
January 20, 2010 Final - Rev. 0 Page A-21
Northern Gateway Pipelines Inc. Section 3.2: Origin, Destination & Marine Traffic Volume Survey Appendix A: Marine Traffic Data
Reporting Vessels at Wright Sound – October 2005
Inner Passage Non-Inner Passage Day Time Name Type Route To/Fm South North Kitimat Duckers 9 2132 Haida Chieftan Tug & 2 Barges (General X X Cargo) 9 1145 QUEEN Of FERRY X PRINCE RUPERT 9 2241 Mardel Norte Fishing Vessel X 9 2333 Tanu Government Vessel (Any X Country) 9 2148 Western Tug & Tow (General X Navigator Cargo) 9 0612 Island Wave Tug & Tow (Oil X Barge+General Cargo) 9 1426 Island Wave Tug & Tow (Oil X Barge+General Cargo) 10 0543 Sanko Sincere General Cargo Ship X X 10 1309 Tsimshian Ferry (To/From Hartley X Storm Bay) 10 1219 Tsimshian Ferry (To/From Hartley X Storm Bay) 10 1344 Gordon Reid Government Vessel (Any X X Country) 10 1812 Peter M Tug & 2 Barges (General X Cargo) 10 1908 Halle Foss Tug & Tow (Log Barge) X 10 2112 Island Monarch Tug & Tow (Oil X Barge+Logs) 11 1234 Haida Chieftan Tug & 3 Barges (General X X Cargo) 11 1827 Gulf Prince Tug Only X X 11 1745 Gordon Reid Government Vessel (Any X Country) 11 1504 Ocean Tug & Tow (General X Navigator Cargo) 11 0430 Kirsten H Tug & Tow (Log Barge) X 11 0348 Ocean Titan Tug & Tow (Rail Car X Barge+Gen.Cgo) 11 1253 Craig Foss Tug Only X 12 1608 Gordon Reid Government Vessel (Any X X Country)
Page A-22 Final - Rev. 0 January 20, 2010
Northern Gateway Pipelines Inc. Section 3.2: Origin, Destination & Marine Traffic Volume Survey Appendix A: Marine Traffic Data
Reporting Vessels at Wright Sound – October 2005
Inner Passage Non-Inner Passage Day Time Name Type Route To/Fm South North Kitimat Duckers 12 1806 Mercer Straits Tug & Tow (General X Cargo) 12 1808 Manfred Tug & Tow (General X Nystrom Cargo) 12 1449 Ss King Tug & Tow (Log X X Barge+General Cargo) 12 2231 Maia H Tug & Tow (Log X Barge+General Cargo) 12 0457 Pacific Pride Tug & Tow (Oil X Barge+Logs) 13 1803 Sanko Sincere General Cargo Ship X X 13 0408 Malaspina Ferry X 13 2100 Westward Wind Fishing Vessel X 13 0312 Ocean Hope 3 Fishing Vessel X 13 0315 Ocean Alaska Fishing Vessel X 13 0825 Rainier Government Vessel (Any X Country) 13 1709 Billie H Tug & Tow (General X Cargo) 13 1743 Western Titan Tug & Tow (General X Cargo) 13 2214 Fish Hawk Tug & Tow (General X Cargo) 13 0848 Mike O'leary Tug Only X 14 1819 Ss Cutlass Tug & Tow (Log Barge) X X 14 1551 QUEEN Of FERRY X PRINCE RUPERT 14 1305 Tsimshian Ferry (To/From Hartley X Storm Bay) 14 1215 Tsimshian Ferry (To/From Hartley X Storm Bay) 14 2110 Pacific Titan Tug & Tow (General X Cargo) 14 0301 Ingenika Tug & Tow (General X Cargo) 14 2345 Western Tug & Tow (General X Navigator Cargo) 14 1628 Na Prowler Tug & Tow (Oil X Barge+General Cargo)
January 20, 2010 Final - Rev. 0 Page A-23
Northern Gateway Pipelines Inc. Section 3.2: Origin, Destination & Marine Traffic Volume Survey Appendix A: Marine Traffic Data
Reporting Vessels at Wright Sound – October 2005
Inner Passage Non-Inner Passage Day Time Name Type Route To/Fm South North Kitimat Duckers 15 0027 Grouse Arrow General Cargo Ship X X 15 0338 Westfield General Cargo Ship X X 15 0821 Ss Cutlass Tug & Tow (General X X Cargo) 15 2103 Malaspina Ferry X 15 2344 Gulf Winds Fishing Vessel X 15 1642 Tanu Government Vessel (Any X Country) 15 0016 Ingenika Tug & Tow (General X Cargo) 16 1845 Grouse Arrow General Cargo Ship X X 16 0211 Osprey Arrow General Cargo Ship (Bulk X X Cargo) 16 0250 Gaz Major Lpg Tanker X X 16 2358 Haida Chieftan Tug & 2 Barges (Misc) X X 16 1012 QUEEN Of FERRY X PRINCE RUPERT 16 1308 Tsimshian Ferry (To/From Hartley X Storm Bay) 16 1219 Tsimshian Ferry (To/From Hartley X Storm Bay) 16 0515 American No.1 Fishing Vessel X 16 1418 Coastal General Cargo Ship X Navigator (Coastal) 16 0320 Sydney Foss Tug & Tow (General X Cargo) 16 2003 Ocean Tug & Tow (General X Navigator Cargo) 16 0303 Malolo Tug & Tow (General X Cargo) 16 1415 Island Warrior Tug & Tow (General X Cargo) 16 0429 Kirsten H Tug & Tow (Log X Barge+General Cargo) 16 1713 Emma Foss Tug & Tow (Misc) X 17 1736 Gaz Major Lpg Tanker X X 17 0515 Harry M Tug & 2 Barges (General X Cargo)
Page A-24 Final - Rev. 0 January 20, 2010
Northern Gateway Pipelines Inc. Section 3.2: Origin, Destination & Marine Traffic Volume Survey Appendix A: Marine Traffic Data
Reporting Vessels at Wright Sound – October 2005
Inner Passage Non-Inner Passage Day Time Name Type Route To/Fm South North Kitimat Duckers 17 0735 Hyundai Tug & 2 Barges (General X Kingdom Cargo) 17 1349 Island Scout Tug & Tow (General X Cargo) 17 0930 Ocean Clipper Tug & Tow (Log Barge) X 17 1931 Na Hoku Tug & Tow (Oil X Barge+Logs) 18 0301 Gulf Prince Tug Only X X 18 1145 U.S. Intrepid Fishing Vessel X 18 1931 Viking Moon Fishing Vessel X 18 1344 Lois H Tug & 2 Barges (General X Cargo) 18 1902 Pacific Pride Tug & Tow (Oil X Barge+General Cargo) 18 0115 Seneca Tug & Tow (Oil X Barge+Logs) 19 1743 Bergen Arrow General Cargo Ship (Bulk X X Cargo) 19 0937 Haida Chieftan Tug & 2 Barges (General X X Cargo) 19 0112 QUEEN Of FERRY X PRINCE RUPERT 19 0335 Silver Bay Viii Tug & 2 Barges (General X Cargo) 19 1337 Maia H Tug & Tow (Log Barge) X 20 0532 Osprey Arrow General Cargo Ship (Bulk X X Cargo) 20 0728 QUEEN Of FERRY X PRINCE RUPERT 20 0415 Malaspina Ferry X 20 1257 Tsimshian Ferry (To/From Hartley X Storm Bay) 20 1208 Tsimshian Ferry (To/From Hartley X Storm Bay) 20 0734 Northern Victor Fish Processing Vessel X 20 1059 Gulf Titan Tug & Tow (General X Cargo)
January 20, 2010 Final - Rev. 0 Page A-25
Northern Gateway Pipelines Inc. Section 3.2: Origin, Destination & Marine Traffic Volume Survey Appendix A: Marine Traffic Data
Reporting Vessels at Wright Sound – October 2005
Inner Passage Non-Inner Passage Day Time Name Type Route To/Fm South North Kitimat Duckers 20 1607 Mike O'leary Tug & Tow (General X Cargo) 20 1716 Hercules Tug & Tow (General X Cargo) 20 1938 Pacific Titan Tug & Tow (General X Cargo) 20 1608 James Dunlap Tug Only X 21 1807 QUEEN Of FERRY X PRINCE RUPERT 21 0643 Osprey No.1 Fish Packer X 21 0650 Coastal General Cargo Ship X Merchant (Coastal) 21 1815 Ocean Titan Tug & Tow (General X Cargo) 21 0506 Malolo Tug & Tow (General X Cargo) 21 1630 Ocean Tug & Tow (General X Navigator Cargo) 22 2140 Malaspina Ferry X 22 0550 Seeker Fishing Vessel X 22 2006 Bartlett Government Vessel (Any X Country) 22 0738 Tanu Government Vessel (Any X Country) 22 0135 Pacific Titan Tug & Tow (General X Cargo) 22 2106 Billie H Tug & Tow (General X Cargo) 22 1442 Ocean Clipper Tug & Tow (Log Barge) X 23 1636 Bergen Arrow General Cargo Ship (Bulk X X Cargo) 23 1131 QUEEN Of FERRY X PRINCE RUPERT 23 2057 Western Tug & Tow (General X Navigator Cargo) 23 0325 Ss King Tug & Tow (Log Barge) X 24 0305 Westfield General Cargo Ship X X
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Reporting Vessels at Wright Sound – October 2005
Inner Passage Non-Inner Passage Day Time Name Type Route To/Fm South North Kitimat Duckers 24 0855 Haida Chieftan Tug & 3 Barges (General X X Cargo) 24 1315 Tsimshian Ferry (To/From Hartley X Storm Bay) 24 1222 Tsimshian Ferry (To/From Hartley X Storm Bay) 24 1431 Pro Surveyor Fishing Vessel X 24 1005 Arrow Post Government Vessel (Any X Country) 24 0336 Na Prowler Tug & Tow (General X Cargo) 24 2024 Island Wave Tug & Tow (Oil X Barge+Logs) 25 0334 Mozu Arrow General Cargo Ship (Bulk X X Cargo) 25 1512 Haida Chieftan Tug & 2 Barges (General X X Cargo) 25 1420 Bartlett Government Vessel (Any X Country) 25 2358 Ss Regent Tug & Tow (Log Barge) X 25 0928 Pacific Pride Tug & Tow (Oil X Barge+Logs) 26 1608 Ss Corsair Tug & Tow (Log Barge) X X 26 1653 Norma H Tug & Tow (General X Cargo) 26 0829 Ocean Clipper Tug & Tow (Log Barge) X 26 0435 Pacific Patriot Tug & Tow (Oil X Barge+Logs) 27 0600 Ss Corsair Tug & Tow (General X X Cargo) 27 0353 Columbia Ferry X 27 2133 Stormy Sea Fishing Vessel X 27 0130 Island Wave Tug & Tow (General X Cargo) 27 1235 Lauren Foss Tug & Tow (General X Cargo) 27 1323 Billie H Tug & Tow (General X Cargo) 27 1502 Pacific Titan Tug & Tow (General X Cargo)
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Reporting Vessels at Wright Sound – October 2005
Inner Passage Non-Inner Passage Day Time Name Type Route To/Fm South North Kitimat Duckers 27 1727 Pacific Raven Tug & Tow (Oil X Barge+Logs) 28 0424 Ocean Wrestler Tug & Tow (Log Barge) X X 28 1624 Queen Of Ferry X Prince Rupert 28 1302 Tsimshian Ferry (To/From Hartley X Storm Bay) 28 1219 Tsimshian Ferry (To/From Hartley X Storm Bay) 28 1118 Pt. Henry Government Vessel (Any X Country) 28 2122 Uscgc Anthony Government Vessel (Any X Petit Country) 28 1815 Western Titan Tug & Tow (General X Cargo) 28 2200 Island Scout Tug & Tow (General X Cargo) 28 1203 Diane H Tug & Tow (General X Cargo) 28 1653 Western Tug & Tow (General X Navigator Cargo) 28 1722 Jeffrey Foss Tug & Tow (General X Cargo) 28 0407 Ss Regent Tug & Tow (Log X Barge+General Cargo) 28 0554 Alaska Mariner Tug & Tow (Rail Car X Barge+Gen.Cgo) 28 1447 Hmcs Warship (Any Country) X X Whitehorse 29 0348 Mozu Arrow General Cargo Ship (Bulk X X Cargo) 29 2038 Columbia Ferry X 29 1731 Dolphin General Cargo Ship X (Coastal) 29 0529 Fraser Warrior Tug & Tow (General X Cargo) 30 1746 Gaz Major Lpg Tanker X X 30 2200 Haida Chieftan Tug & Tow (General X X Cargo)
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Reporting Vessels at Wright Sound – October 2005
Inner Passage Non-Inner Passage Day Time Name Type Route To/Fm South North Kitimat Duckers 30 1008 Queen Of Ferry X Prince Rupert 30 1314 Tsimshian Ferry (To/From Hartley X Storm Bay) 30 1218 Tsimshian Ferry (To/From Hartley X Storm Bay) 30 0316 Alaska Beauty Fishing Vessel X 30 0049 Malolo Tug & Tow (General X Cargo) 30 2051 Ocean Mariner Tug & Tow (General X Cargo) 30 1637 Nissavery Tug & Tow (General X Cargo) 30 0127 Ocean Wrestler Tug & Tow (Log X X Barge+General Cargo) 30 0843 Hmcs Warship (Any Country) X X Whitehorse 31 1535 Chinese Eagle Bulk Carrier X X 31 0518 Sable Fishing Vessel X 31 1922 Sea Prince Tug & Tow (General X X Cargo) 31 1754 Lois H Tug & Tow (General X Cargo) 31 1432 Howard Olsen Tug & Tow (General X Cargo) 31 2145 Ocean Titan Tug & Tow (General X Cargo) 31 0204 Na Venture Tug & Tow (Oil X Barge+Logs) 31 1625 Siku Tug & Tow (Oil X Barge+Logs) 31 1033 Hmcs Warship (Any Country) X X Whitehorse Note: Table of traffic passing through Wright Sound extracted and compiled by 'Wood Marine' from data kindly supplied by MCTS- Prince Rupert
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Northern Gateway Pipelines Inc. Section 3.2: Origin, Destination & Marine Traffic Volume Survey Appendix A: Marine Traffic Data
Table A-6 Reported at Wright Sound Area – July and October 2005 (Source: MCTS)
Type of Vessel Reporting July 2005 Reports October 2005 Reports Bulk Carriers 4 1 General Cargo Ships 13 18 LPG Tankers 4 6 Ocean Tankers <160,000 DWT 2 0 Passenger Ships 24 2 Ferries 63 42 Government Vessels 15 16 Warships 4 3 Motor Yachts 11 0 Fishing Vessels (incl. Packers and Process) 18 22 Tug and Tow (Multiple Barges and Cargo) 13 15 Tug and Tow (Single Barge – Bulk Cargo) 8 3 Tug and Tow (Single Barge – General Cargo) 62 67 Tug and Tow (Single Log Barge) 22 16 Tug and Tow (Log Barge + Other Cargo) 18 9 Tug and Tow (Oil Barge + Other Cargo) 13 17 Tug and Tow (Rail Car Barge + General Cargo) 6 4 Tugs without Tow 6 7 Reporting Vessel (Unknown Type) 1 0 Total Reporting Vessels 307 248
Table A-7 Reports per Route Wright Sound Area – July and October 2005 (Source: MCTS)
Part of Route July 2005 Reports October 2005 Reports Inner Passage Southbound Thru Traffic 98 123 Inner Passage Northbound Thru Traffic 113 70 Northbound Traffic To/From Duckers Island 29 6 Southbound Traffic To/From Duckers Island 10 8 Traffic To/From Kitimat via Duckers Island 7 7
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Part of Route July 2005 Reports October 2005 Reports Kitimat Traffic To/From Inner Passage North 28 19 Kitimat Traffic To/From Inner Passage South 22 15 Total Reporting Vessels 307 248
A.4 Piloted Marine Traffic In tables A5.1 and A5.2 the representative commercial vessels were piloted by BCCP Coastal Pilots during 2004 and 2005. The tables are compiled from data kindly supplied to Wood Marine by the Pacific Pilotage Authority (PPA).
Table A-8 Douglas Channel to/from Kitimat - Year 2004 (Source: PPA)
Piloted Traffic In/Out Of Kitimat - British Columbia - Year 2004 Ships Name Type Grt Dwt Loa Draft # Of Berths/ Piloted Tankers (M) Max(M) Visits Visit Moves Chinese Eagle Bulk Carrier 25907 185 11.2 1 Alcan 2 Fairy Queen Bulk Carrier 27011 189 11.6 1 Alcan 2 Force Ranger Bulk Carrier 26330 189 11.15 1 Alcan 2 Full Rich Bulk Carrier 24055 185 11.08 1 Alcan 4 Glen Helen Bulk Carrier 25537 183 11.92 2 Alcan 6 Seagull Bulk Carrier 26058 185 11.48 1 Alcan 2 Hachinohe Sunny Star Bulk Carrier 16766 169 10.03 1 Alcan 2 Tiara Ocean Bulk Carrier 30053 190 11.67 1 Alcan 4 Apalis Arrow General Cargo 30767 207 7.1 1 Eurocan 2 Auk Arrow General Cargo 27962 187 7.9 1 Eurocan 2 Avocet Arrow General Cargo 27470 199 7.4 1 Eurocan 2 Borg Arrow General Cargo 29369 199 10.27 1 Eurocan 2 Breeze Arrow General Cargo 29369 199 7.1 1 Eurocan 2 Ding Xiang Hai General Cargo 28300 187 11.65 1 Alcan 3 Eagle Arrow General Cargo 30719 199 9.5 2 Eurocan 4 Finch Arrow General Cargo 26130 183 8.6 1 Eurocan 2 Grouse Arrow General Cargo 28157 185 11.3 8 Alcan(8) 20 and Eurocan(4) Icepearl General Cargo n/a 184 10.5 3 Eurocan 6 Kestrel Arrow General Cargo 30767 207 9.4 2 Eurocan 4 Kite Arrow General Cargo 36008 199 12.42 1 Eurocan 2
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Piloted Traffic In/Out Of Kitimat - British Columbia - Year 2004 Ships Name Type Grt Dwt Loa Draft # Of Berths/ Piloted Tankers (M) Max(M) Visits Visit Moves Mozu Arrow General Cargo 28157 185 11.7 8 Alcan(8) 20 and Eurocan(4) Osprey Arrow General Cargo 28371 187 8.7 1 Alcan 2 Petrel Arrow General Cargo 27824 187 8.55 1 Eurocan 2 Puffin Arrow General Cargo 27069 183 8.27 1 Eurocan 2 Radiance General Cargo 25676 184 7.02 1 Eurocan 2 Royal Sea General Cargo 25676 184 11.58 2 Alcan(1) 5 and Eurocan(1) Sanko Sincere General Cargo 29688 194 8.09 1 Eurocan 3 Sanko Spring General Cargo 29688 194 7.7 1 Eurocan 3 Sanko Stream General Cargo 29688 194 8.28 1 Eurocan 2 Sanko Summit General Cargo 29688 194 7.86 1 Eurocan 2 Sanko General Cargo 29688 194 12.07 1 Eurocan 2 Supreme Seapearl General Cargo n/a 184 10.15 3 Eurocan 6 Siskin Arrow General Cargo 26130 183 10.8 1 Eurocan 2 Sun Suma General Cargo 26204 182 9.55 1 Eurocan 2 Swift Arrow General Cargo 28157 185 11.42 9 Alcan(8) 19 and Eurocan(4) Teal Arrow General Cargo 27962 187 7.68 1 Eurocan 2 Tern Arrow General Cargo 28349 187 10.36 4 Alcan(4) 11 and Eurocan(1) Chembulk Tanker - 20058 32315 174 10.9 1 Methanex 2 Hongkong Chemical Kiwi Spirit Tanker - 11951 19161 147 9.08 3 Methanex 6 Chemical Gaz Major Tanker - LPG 13760 17157 150 9.4 30 Methanex 59 Lancashire Tanker - LPG 22902 30,000 174 8.45 1 Methanex 2 Cabo Negro Tanker - 29251 42190 177 11.5 5 Methanex 10 Oil/Chem Rere Moana Tanker - 20597 30949 175 9.8 1 Methanex 2 Oil/Chem Sabre Wing Tanker - 29647 49323 186 12.3 2 Methanex 7 Oil/Chem Totals 113 250
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Table A-9 Piloted Marine Traffic Kitimat – 2005 (Source: PPA)
Piloted Traffic In/Out Of Kitimat - British Columbia - Ytd – Nov 12/2005 Ships Name Type Grt Dwt Loa Draft # Of Berths/ Piloted Tankers (M) Max(M) Visits Visit Moves Cb Adventure Bulk Carrier 25557 183 11.92 1 Alcan 3 Chinese Eagle Bulk Carrier 25907 185 11.14 1 Alcan 2 Freedom Lilly Bulk Carrier n/a 190 11.43 1 Alcan 2 Jin Fu Bulk Carrier 28707 190 11.74 1 Alcan and 5 Anchored Mount Fisher Bulk Carrier 16978 169 6.35 1 Alcan 2 Ocean Galaxy Bulk Carrier 27011 189 11.67 2 Alcan 6 Rainbow Bulk Carrier n/a 190 11.6 1 Alcan 3 Silver Bay Bulk Carrier 15949 169 8.4 1 Alcan and 5 Anchored Sunny Star Bulk Carrier 16766 169 10.07 1 Alcan 4 Topaz Bulk Carrier 27535 189 8.6 1 Alcan 2 Topflight Bulk Carrier 30051 190 11.38 1 Alcan 4 Athena Sea General Cargo 25676 184 8.41 1 Eurocan 2 Auk Arrow General Cargo 27962 187 9.37 1 Eurocan 2 Belo Oriente General Cargo 23124 174 7.9 1 Eurocan 2 Bergen Arrow General Cargo 25063 182 7.48 1 Eurocan 2 Canelo Arrow General Cargo 35520 190 7.92 1 Alcan 2 Cormorant General Cargo 28005 187 7.5 1 Eurocan 3 Arrow Falcon Arrow General Cargo 28805 199 8.96 2 Eurocan 4 Finch Arrow General Cargo 26130 183 7.8 1 Eurocan 2 Grouse Arrow General Cargo 28157 185 11.65 7 Alcan(7) 17 and Eurocan(3) Gull Arrow General Cargo 25846 182 9.9 1 Eurocan 2 Harefield General Cargo 27818 187 7.45 1 Eurocan 2 Ibis Arrow General Cargo 28329 187 9.4 1 Eurocan 4 Kiwi Arrow General Cargo 27069 183 9.9 1 Eurocan 2 Mozu Arrow General Cargo 28157 185 11.7 7 Alcan(7) 18 and Eurocan(4) Nandu Arrow General Cargo 25063 182 7.8 1 Eurocan 2 Osprey Arrow General Cargo 28371 187 9.2 6 Alcan and 16 Anchored
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Northern Gateway Pipelines Inc. Section 3.2: Origin, Destination & Marine Traffic Volume Survey Appendix A: Marine Traffic Data
Puffin Arrow General Cargo 27069 183 9.95 1 Eurocan 2 Rhein General Cargo 26948 183 10.35 1 Eurocan 2 Sanko Eagle General Cargo 18108 169 9.69 1 Alcan 2 Sanko Rally General Cargo 25676 184 10.8 1 Eurocan 2 Sanko Royal General Cargo 25676 184 9.6 1 Eurocan 2 Sanko Sincere General Cargo 29688 195 11.55 1 Eurocan 2 Siskin Arrow General Cargo 26130 183 9.8 1 Eurocan 2 Swift Arrow General Cargo 28157 185 11.0 8 Alcan(7) 19 and Eurocan(4) Teal Arrow General Cargo 27962 187 7.85 1 Eurocan 2 Westfield General Cargo 27818 187 9.24 2 Eurocan 5 Global Spirit Tanker - 27950 45303 179 12.11 1 Methanex 2 Chemical San Fernando Tanker - 29654 48315 186 12.0 1 Methanex 2 Chemical Gaz Major Tanker - LPG 13760 17157 150 9.2 26 Methanex 51 Bro Catherine Tanker - 29083 44922 180 12.05 1 Methanex 2 Oil/Chem Caribbean Tanker - 30636 46383 185 11.73 1 Methanex 2 Spirit Oil/Chem Cisne Blanco Tanker - 20043 30553 174 10.1 4 Methanex 8 Oil/Chem Totals 98 227
Table A-10 Count Of Canadian Commercial Fishing Vessels in the Region Local to Kitimat, Years 1999 Through 2004 (Source: DFO Data Files)
1999 - 2004 DFO Count Of Canadian Fishing Vessels Fishing Year Fishing Area 05 Fishing Area 06 Description Sub-Area 5-8 5-10 5-11 5-13 5-17 6-1 6-2 6-5 6-6 6-9 6-10 6-27 & 6-28 TRAWLER 1999 1 8 FISHING Vessels 2000 10 using trawling method for Crab, 2001 4 shellfish, Salmon, 2002 1 4 Whitefish etc; 2003 5 2004 4 SALMON 1999
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1999 - 2004 DFO Count Of Canadian Fishing Vessels Fishing Year Fishing Area 05 Fishing Area 06 Description Sub-Area 5-8 5-10 5-11 5-13 5-17 6-1 6-2 6-5 6-6 6-9 6-10 6-27 & 6-28 FISHING 2000 3 2 1 5 Vessels fishing for 2001 1 1 21 3 7 1 2 Salmon using methods which 2002 1 78 4 8 12 5 1 13 include Gill 2003 27 1 1 Netting, Purse Seine Netting, 2004 1 4 49 9 1 Trolling and Diving, but not Trawling. HALIBUT (Hook- 1999 4 29 17 3 4 8 9 10 35 Line) Halibut 2000 1 2 3 5 11 5 8 6 5 1 Fishing Vessels using the hook-line 2001 3 7 8 14 4 10 2 4 16 4 method. 2002 1 4 6 5 5 2 8 1 11 11 5 2003 5 4 7 10 1 13 6 10 11 8 2004 3 4 6 6 1 4 11 8 6 10 10 HOOK-LINE 1999 4 7 1 2 1 6 1 FISHING Vessels 2000 2 4 3 2 4 2 fishing for species other than Halibut 2001 1 5 14 3 1 1 1 6 1 using the Hook- Line method. 2002 4 10 3 5 1 2003 4 8 1 1 1 5 2 2004 4 5 4 6 2 RED SEA 1999 40 21 18 33 40 32 URCHIN 2000 20 16 23 31 43 40 Vessels fishing for Red Sea Urchin 2001 22 15 23 25 36 33 using Divers. 2002 24 15 30 19 1 33 30 2003 22 13 20 31 2 1 36 30 2004 19 14 19 19 1 31 27 GEODUCK 1999 8 12 6 9 9 Vessels fishing for 2000 Geoduck using Divers. 2001 2002 10 8 7 1 16 7 2003 2004 6 Fishing Vessels Operating 1 36 38 34 41 30 5 12 9 56 52 7 Annually per Sub-Area (Averaged)
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A.5 Kitimat Shipping Statistics
The following shipping statistics for the port of Kitimat are from the ―2005 Port of Kitimat Capability Report, Section 5 – Shipping Statistics.‖
A.5.1 Shipping Activity at Kitimat in 2000
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A.5.2 Seaborne and Coastal Traffic 1978 to 1994 Records for this category have not been maintained since 1994
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A.5.3 Vessel Traffic by Terminal 1978 to 2002
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A.5.4 Regularly Scheduled and Routine Coastal Traffic
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A.5.5 Port of Kitimat 1999 Shipping Statistics
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A.5.6 Port of Kitimat 2000 Shipping Statistics
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A.5.7 Shipping Distances and Days to Asian Markets
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A.5.8 Port of Kitimat 1978 to 2008 Marine Terminal Traffic Statistics
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