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LNG Vessel Safety Zones

Safety Zones for LNG Carriers

In Atlantic Canada

Purpose: ...............................................................................................................2
Background:..........................................................................................................3
Scope of control zones: ........................................................................................6
Exclusion zone...............................................................................................6
Application ............................................................................................................9
Justifications......................................................................................................9
Threats ............................................................................................................12
International ....................................................................................................14
Local Situation:................................................................................................17
Options ...............................................................................................................19
Option A ..........................................................................................................19
Option B ..........................................................................................................20
Option C ..........................................................................................................22
Conclusions ........................................................................................................23
Annex A:..........................................................................................................25

A presentation for the Atlantic LNG and CNG Symposium,

June 27 and 28, 2005,

Halifax, N.S.

Opinions or assertions expressed in this paper are solely those of the author and do not

necessarily reflect the views of the Government of Canada.

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Purpose:

This paper has been prepared to discuss safety zones for LNG carriers

operating to and from the proposed Atlantic Canadian LNG receiving terminals.

The requirement for this paper evolved from the work of the TERMPOL Technical

Review Process (TRP) in order to satisfy marine safety requirements and provide

direction to project proponents and other stakeholders. To achieve this objective,

research into the activities and requirements of other ports and regions was

conducted with findings appropriately noted. Further, this research sought to

determine if any changes were necessary to ensure safe navigation, secure

operations and compatibility with functioning of other facilities established in the

region.

As a conclusion to this work, options are presented that either maintain,

augment or supersede existing procedures and protocols for vessel operations in

the region. The optimum solution will provide for a reasonable, practical system

of safety zone controls for large vessels to ensure the safest possible passage of

all vessel traffic using the region’s waterways, harbours and ports.

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Background:

While a new venture in Canada, the marine transportation of LNG is a

mature industry sector worldwide with a fleet of over 1000 specialty vessels

serving a network of export and import terminals. Vessels have become

significantly larger while technology has advanced in every aspect of design,

engineering, construction and operations. Current standard vessel sizes of 135K

cubic meters cargo capacity will give way in a few short years to vessels

reaching 250K cubic meters. All new terminals proposed in Canada are being

designed to accommodate these new larger vessels.

Being a new and still unfamiliar industry in Canada, LNG shipping and its

unique characteristics are subject to a great deal of attention as the Canadian

marine industry and society seeks to better understand the transportation issues

for this prized energy source. Transport Canada Marine Safety (TCMS) is

committed to promoting robust safety standards for the shipping industry

commensurate with the risks associated with the marine transportation of LNG.

In harmony with other government agencies sharing responsibilities for the

analysis of environmental, operational and social risks and benefits arising from

the construction and operation of a new facility, TCMS is focused on safety of

navigation and marine pollution prevention through a detailed marine risk

assessment called TERMPOL.

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“The ‘Technical Review of Marine Terminal Systems and Transhipment

Sites’ (TERMPOL Technical review process) focuses on a dedicated design
ship’s selected route in waters under Canadian jurisdiction to it’s berth at a
proposed marine terminal or trans-shipment site and, specifically, to the process
of cargo handling between vessels, or off-loading from ship to shore or visa-
versa.”

“The intent of the TERMPOL is to ameliorate, where possible, those

elements of a proposal which could, in certain circumstances, threaten the
integrity of the ship’s hull and its cargo containment system and consequently,
the environment in the vicinity of the design ship when navigating in waters under
Canadian jurisdiction.”1

Through conducting a TERMPOL TRP and environmental assessment

process prior to issue of the necessary permits, the subject of safety and security

exclusion zones have been identified as needing deliberation and definition.

Application of safety, security or exclusion zones are found at every port and

terminal to some degree however, their rational, scope and application vary

considerably. SIGTTO, an association of ship and terminal operators dedicated

to safe and reliable operation within a sound environment2, defines safety zones.

“…an area of sea space is established around the tanker into which no
other traffic is permitted to enter. Hence the tankers progress will never be
immediately hindered by encounters with other traffic, nor will it encounter traffic
having the potential to penetrate its hull.

The dimensions and shape of an exclusion zone should be determined in

the context of the specific conditions of the port.”3

1
TERMPOL Review Process 2001, Transport Canada TP743E, part 1
2
SIGTTO mission statement
3
LNG Operations in Port Areas, Best Practises for the industry, SIGTTO, Witherby’s Publishing, 2003,
p15

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In Canada, seven LNG receiving terminal projects are presently at various

stages of design development, approval and construction. This paper was

initiated based on the circumstances surrounding safe navigation and operation

at the projects under review in Atlantic Canada. The proposed locations are, for

the most part, heavily industrialised with existing oil terminals, gypsum, coal,

aggregates, paper, forest products and other general cargo imported and

exported to and from the region. Shipping details and patterns have been

reviewed in the proponent’s project scoping and Environmental Assessment

documents and therefore will not be revisited in this paper.

In support of safe navigation for all marine traffic serving the industrial

import and export activities in the region, vessel traffic control systems (VTS)

have been in place for many years. There are also established IMO adopted

traffic separation routing schemes in the approaches and entrances to most

proposed ports. All vessels greater than 20m LOA are required to comply with

and participate in the systems. The ports and approaches are compulsory

pilotage zones (with one exception) served by the Atlantic Pilotage Authority for

Canadian vessels over 1500 GRT and all foreign vessels however, subject to

certain exceptions as described in Annex A. Therefore, with few exceptions, all

marine traffic in the region is well monitored and controlled by Coast Guard and

marine pilotage services.

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Scope of control zones:

The terms safety zone and exclusion zone have been liberally applied in

many arenas without a uniform appreciation of what they are or the implications

of such. Generically, safety zone best describes the regulated or controlled

space around a ship when in transit, at an anchorage or alongside the pier.

From the TCMS publication “Routing Standards TP 1802”, definitions are

provided as they deal with routing systems. Routing systems developed under

this standard may or may not be adopted by the IMO, however, if they are IMO

adopted, they then become part of the international program of ship routing

systems. IMO adopted routing systems exist in the approaches and entrance to

the Bay of Fundy and Chedabucto Bay. While not directly applicable in the two

specific VTS systems noted the following definitions are taken from the quoted

publication for consideration when assessing the requirement and scope of any

safety zone.

Exclusion zone
An exclusion zone is an area within defined limits which is
prohibited for certain ships to keep them far enough offshore to give
sufficient time to rescue a disabled ship from going ashore and to protect
the coastline from any pollution caused by a casualty.

Security Zone
A security zone is a defined area, which for safety and
environmental purposes access is limited to persons, ships or objects
authorized by the Coast Guard. Such a zone may be stationary and

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described by fixed limits, or it may be described as an area around a ship

or object in transit.4

The conduct of vessels within an adopted traffic separation scheme and

routing system is governed by the Collision Regulations globally as well as in the

subject regional waters with the addition of Canadian modifications. All vessels

entering Canadian waters must be familiar with the requirements and carry

complete information respecting the local systems, routes and procedures as

they would for any port visited elsewhere.

Canada Standards Association C-Z276 “establishes essential

requirements and minimum standards for the design, installation, and safe

operation of LNG facilities” however does not address the marine shipment of

LNG. It does require that a dock used for the transfer of LNG to or from a ship

must be no less than 30 meters from any bridge crossing a navigable waterway

and the loading / unloading manifold is no less than 61 m from such a bridge.5

From the USA statutes 33CFR-165 (the regulations dealing with regulated

navigational areas), definitions provide clarification on the types of zones that are

applied in US waters and under the jurisdiction of the USCG.

Safety Zones

“ A safety zone is a water area, shore area, or water and shore area to
which, for safety and environmental purposes, access is limited to
authorized persons, vehicles, vessels. It may be stationary and described
by fixed limits or it may be described as a zone around a vessel in motion”

4
TCMS Publication #TP 1802, Routing Standards 1991
5
CSA Z-276, July 2003.

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Security Zones

“(a) A security zone is an area of land, water or land and water which is so
designated by the captain of the port or district commander for such time
as is necessary to prevent damage or injury to any vessel or waterfront
facility, to safeguard ports, harbours and territories, or waters of the United
States or to secure the observance of the rights and obligations of the
United States.

(b) The purpose of a security zone is to safeguard from destruction, loss

or injury from sabotage or other subversive acts, accidents, or other
causes of a similar nature:
(1) Vessels,
(2) Harbours,
(3) Ports, and
(4) Waterfront facilities:
In the United States and all territory and water, continental or insular, that
is subject to the jurisdiction of the United States.”6

In the above definitions please note the distinction between safety and

security although the spaces described are essentially the same. The regulations

arising from these definitions allow the USCG ‘Captain of the port’ (COTP) or

District Commander’ the authority to make rules for the application of controls or

restrictions on vessel movements in waters, harbours and roadstead, at

anchorage and alongside the pier.

6
USA statutes 33CFR-165

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Application
The application and scope of controlled zones for LNG vessels has been

diverse in different jurisdictions depending on the calculated risk. One has only to

look at ports such as Boston, USA and Barcelona, Spain to see the range of

safety zone controls applied to LNG carriers and other traffic transiting and using

LNG facilities and adjacent waterways. For example, in brief, the port of Boston

restricts all other traffic movement in the area, closes overlying road bridges and

adjusts flight paths for aircraft approaches to and from the nearby international

airport. Additionally, the USCG provides, at cost, aerial and marine escort and

surveillance throughout the harbour passage and port turnaround period of an

LNG carrier at the Everett terminal. On the other hand, traffic movements in the

port of Barcelona continue as normal regardless of the presence of an LNG

carrier.

Justifications

The determination of need for safety zones can be broken into three

specific themes however; the application is essentially the same. Ultimately, the

function of the zones is to maintain the integrity of the vessel, terminal,

community, personnel and other neighbouring facilities, places or vessels

operating in or transiting through adjacent waters.

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1. Safety zones can be established for navigation safety when

underway in transit as addressed through the use of traffic

separation schemes, vessel traffic control systems and the isolation

of vessels underway, anchored or berthed. The intent is to create

an appropriately sized space around the vessel to minimise the risk

of hindrance from or collision with another vessel or grounding.

2. The next safety zone application is for the protection of both

adjacent property, personnel and vessels from accidental or

operational spill or other unplanned events such as cargo leakage

as well as elimination of ignition sources from the leakage and spill

areas. For example, the release of LNG overboard with the

resulting cryogenic issues, vaporisation and risk of pool fires would

be detrimental to health and safety of passing craft up to a

calculated plume dispersion distance. Therefore imposition of a

safety zone for the protection of all things and people external to

the ship may be considered. Application of safety zone in this case

would provide protection for small vessels, fishing craft, yachts,

tugs, service craft and any other vessels likely to pass at a close

distance. Elimination of potential ignition sources within the plume

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area is also a critical factor in determining this safety zone for the

vessel alongside the pier and at anchorage.

3. Security zones can be applied to vessels to create a sterile area

around a vessel for security purposes. Prohibiting any vessels,

vehicles or personnel within a defined area when underway,

anchored or alongside provides a visible buffer whereby anyone

entering could be considered entering for the purpose of terrorism

or other malicious intent. This type of security zone must be actively

enforced if it is to have any effect and does go beyond the normal

scope of vessel operations. Security zones could be applied under

the requirements of a port or ship security activation of MARSEC

levels 2 or 3 under the ISPS code. The intent of a security zone

would be to ensure a space around the ship is maintained as a

buffer or no-go zone in order to minimize the likelihood of any

undesirable entity contacting the vessel. The security zone for

potential targets such as LNG carriers, allows for an intervention

period against the approaching vessel or craft such as in the case

of a military vessel secured alongside a pier at a naval base

maintaining an active security perimeter with on-water patrols. This

requires an intervention capability such as high-speed small craft,

police, military etc. The determination of the security zone will be

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carried out during the proponent’s security assessment and

planning exercise leading to ISPS certification of the terminal by the

TC Security directorate.

The overall rational is simply safeguarding a cushion or buffer zone

around the vessel. The conventional approach to this solution is through the use

of VTS and separation zones, compliance with Collision regulations, compulsory

pilotage, escort and assist tugs and development of operational manuals with

predetermined decisions satisfying urgent and emergency situations. Therefore,

the requirement and scope for safety zones around LNG carriers or other vessel

traffic in the subject area is brought into question.

Threats

Two scenarios drive the threats to vessel or environment. The first deals

with an accident or incident related to ship operation such as grounding, collision,

onboard or terminal deficiency; while the second threat category relates to an

external threat such as terrorist or other subversive activities such as bomb,

missile, pirate actions, ramming, etc.

Operational threats can be mitigated through controls, monitoring and

corrective actions. These components would be consistent with other shipping in

the area such as VLCC and ULCC traffic also using the same waterway.

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Similarly, an additional threat to local interests results from an operational or

accidental leak including those that may be relatively minor in nature. A leak of

LNG puts workers, crews or passing vessels at risk of exposure to the cryogenic

LNG. This event presents a serious risk of injury, death or structural failure of the

vessel due to the rapid cooling on contact and the absorption of heat away from

contacted bodies as the LNG flashes off to vapour and the likelihood of the

vapour cloud contacting an ignition source prior to dispersing into the

atmosphere. The vapour dispersion patterns and risks are thoroughly addressed

in the project proponent’s Environmental Assessment documents. Safety zones

provide a buffer around the ship and facilities to protect people and assets from

this potential however low it may be.

The recently released SANDIA Report concludes that:

Due to the existing design and equipment requirements for LNG Carriers,
and the implementation of navigation safety measures such as traffic
management schemes and safety zones, the risk of accidents is generally low.
The most significant impacts to public safety and property from an
accidental spill exist within approximately 250m of a spill, with lower impacts at
distances beyond approximately 750 m from a spill.

The potential breaching of an LNG cargo tank due to an accident, such as

a collision or grounding, appears to be minimal. Such a breach can be easily
reduced through a number of operational mechanisms, including managing ship
traffic, coordinating ship speeds, and by active ship control in inner and outer
harbours where the consequences of a potential LNG spill might be most
severe… Therefore, the safety and hazard issues that can lead to an accidental
breach appear manageable with current safety policies and practices.7

7
SANDIA Labs report 2004, p

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The second threat scenario, which describes the intentional subversive,

malicious or terrorist act on the vessel, would only serve the perpetrators cause if

there were a significant public or economic impact resulting from their actions.

The facilities in Atlantic Canada being remotely located offer little value to this

end as compared to other facilities in populated or industrialised areas such as

the Distrigas Corp. terminal in Boston. Therefore a reasonable observation

respecting the threat of an intentional act against a ship in Atlantic Canada would

be that, it may be unlikely and of little value. However, the proponent’s

preparation of an approved security assessment and security plan under the

requirements of the ISPS Code and Canadian Marine Transportation Security

Act and regulations would confirm the nature and scope of any security threat

exposure on facilities and calling vessels.

International

Research for this paper included an Internet review of international LNG

information sources, port contacts and anecdotal accounts from personnel

working in the industry. Several contacts have been established within the

industry that will continue to serve in supporting further dialogue, research and

analysis.

With few exceptions, the international approach to safety zones for LNG

carriers is not substantially different from other large tonnage vessels. Navigation

safety is the core issue surrounding the isolation of vessels in transit by way of a

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safe zone around the vessel. Security requirements, if different, are addressed

through the ISPS Code security plan requirements for ships and ports and would

be invoked when heightened security is required during MARSEC levels 2 or 3.

The American approach, given the high threat level exposure of their

facilities and society includes significant security protocols, in addition to the

basic navigation safety parameters described. US legislation through 33CFR 165

places a responsibility on the USCG Captain of the Port or District Commander

to identify the threats and risks, and implement operational and geographic

controls that defuse the perceived threat for the particular port, approaches and

vessels. This authority extends to include controls (through cooperation with

other responsible authorities) on adjacent areas that may allow access to the

target vessel such as road bridges, adjacent lands, airspace, and marine

waterways. Extensive monitoring and patrol form an integral part of that regime.

Further examples of safety and security zone applications in US ports

include the following:

• Cook Inlet, Alaska export terminal maintains a 1000 Yard radius zone

around its terminal and berthed ships. Ships transiting to and from the

terminal are protected by a 1000 Yard radius zone;

• Boston (Everett terminal) ships in transit are escorted with a safety and

security zone extending 1000 yards fore and aft and 100 yards each side;

• Cove Point, Chesapeake bay maintains a 500 yards radius zone around

the full extent of its large terminal and ships alongside;

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• Savanah River, Elba Is terminal is located in a narrow channel and so

presents a greater challenge. Ships less than 1600 GRT are not to

approach closer than 70 yards while larger ships must have two tug escort

throughout their passage in the area of the terminal.

Other international jurisdictions such as those of Western Europe, Britain

and Australia have not pursued the American model for safety and security

zones in their import and export trade of LNG or other hydrocarbons. National

legislation for safety zones is dealt with as in Canada with traffic control and

separation systems. Local requirements for safety zones are dealt with by the

harbour authorities in their own port specific procedures, manuals and systems.

Each port will perform a risk analysis and develop operations rules based on the

findings of the assessment. For example, the UK port of Milford Haven maintains

a moving exclusion zone around LPG vessels over 20,000 GRT. All ships lying

alongside any hydrocarbon berth enjoys a 100 m exclusion zone. The risk

analysis conducted determined controls for ship types, size and cargo hazard

potential therefore, all ship types and cargoes are considered in the analysis.

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Local Situation:

The proposed Atlantic Canadian sites are in relatively remote locations

adjacent previously industrialised areas and natural accessible ports. The

approaches are deep and wide however, as the course of the waterway leads to

the inner reaches of the harbours, the waters become relatively sheltered while

the predominant winds tend to follow the alignment of the shipping channels and

proposed wharf facilities. The sites enjoy many natural characteristics as well as

infrastructure components that contribute to their suitability for large vessel

shipping. A variety of vessels including many general cargo, dry bulk, and

tankers up to ULCC in size visit the region regularly.

Existing controls effecting the safe operation and traffic flow in the region

have been determined to be adequate for the existing volume and type of

shipping. Future changes in frequency, type and size of ships and introduction of

new cargoes and their inherent characteristics are presently under review as part

of the TERMPOL review and environmental assessment process and will define

any required changes needed to ensure continued safe operations.

Pilotage in the region, where compulsory, is by way of experienced pilots

engaged by the Atlantic Pilotage Authority. Local pilotage practice includes

slotting traffic in the narrow stretches of a waterway so as to avoid passing,

overtaking or close proximity meeting of large vessels. Timing of ship movements

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is planned and scheduled to ensure availability of pilots and the least potential for

conflict of vessels manoeuvring in the stream.

Deployment of tugs for escort, berthing and departure of vessels are

controlled by the pilots in order to support their planned ship movements. Tug

availability is presently aligned to local need and will require an increase in

number and capability to manage several additional large vessel movements

within a port area. Additional tug capacity will be required to stand-by for

emergency or heavy weather requirements particularly when two or more large

vessels are in the port area at the same time.

In addition to the procedural and communications protocols in place to

support local shipping, an extensive buoyage and beacon system has been in

place for many years. Leading lights and ranges mark the navigation channels

entering and leaving these ports. Prior to opening the LNG import terminal, a

review of terminal lighting will be required to ensure the piers are adequately

marked for navigation in the area and so that terminal lighting does not interfere

with other navigation aids, beacons etc serving the navigational channel.

Existing regulations, procedures and guidance notes are provided through

Notice to Mariners and other Canadian and International publications. These

sources provide critical quality information respecting the traffic control,

separation, and monitoring systems, communication and guidance information

for Mariners. Safety and security information including threats, traffic reports,

vessel movement controls etc. are currently distributed using these systems and

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will be fundamental in the application of any safety or security zones applied to

transiting, anchored or berthed vessels.

Options
The approaches to the regions proposed LNG receiving facilities already

enjoy an established network of navigational controls put in place for existing oil,

dry bulk, paper, general cargo and other import and export shipping. An analysis

of shipping traffic in the area of each proposed project is contained in the

proponent’s environmental assessment submission. Navigation and operation of

LNG carriers in the region shall be in accordance with international and Canadian

legislation. In addition, local pilots serving all compulsory pilotage vessels in the

area have established protocols for the movement of vessels through the region.

The following options are presented for discussion and represent a range of

solutions for the safety zone question.

Option A

The Chedabucto Bay, Strait of Canso and Bay of Fundy VTS and traffic

separation systems already support a significant volume of shipping traffic

serving several facilities in their areas including a variety of large and very large

tankers. The existing navigation support systems in place address the

requirements of the current volume and nature of traffic. As a first option for

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consideration, no changes are made to the existing systems. In this option, the

increase in shipping traffic volume is absorbed into the mix of vessels with no

additional measures taken to isolate or minimize risks of grounding or contact /

collision. The existing systems would apply equally to all forms of future shipping

including the passage of laden and light LNG carriers through the region.

Given the significant increase in traffic movements, the size and handling

characteristics of LNG carriers and the hazardous nature of the cargo carried,

this option may not be a viable solution.

Option B

The suggestions in this option are made to formalise and augment the

procedures for all vessels transiting and operating in the subject region. These

suggestions are provided for existing traffic in addition to the new LNG carrier

traffic in the region, as the requirement for safe vessel traffic management will

impact on all vessels equally. The following procedures could apply to all large

vessels such as, for example, those over 10,000 GRT when navigating in the

region and all vessels regardless of size operating in the vicinity of LNG carriers,

and other large traffic such as VLCC and ULCC traffic.

1. LNG vessels will execute a normal sea passage to Canadian waters, the

approaches to proposed harbours and in accordance with the local traffic

separation scheme and VTS;

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2. Pilot will embark at the outer pilot station and conduct the vessel within the

parameters of the VTS and traffic separation system to its inbound end;

3. Normal passage under pilot guidance throughout the approaches and

harbour manoeuvres;

4. Single vessel passage in inner harbour, narrow channels or restricted

areas. No vessels are permitted to pass or overtake in the course of this

passage.

5. Active tug escort including tug assist with a suitable number of high

capacity tugs during inner harbour manoeuvres and to the berth (to be

determined from modelling conclusions and subsequent design ship

analysis)

6. Minimum of 1 mile fore and aft distance between vessels transiting in

same direction;

7. Restrict all vessel movements during LNG carrier berthing, turning and

departure;

8. Minimum passing distance from an LNG carrier at anchorage and

alongside the unloading terminal pier should be 250m* for any other

vessels while in transit;

9. VTS control shall broadcast a local notice to shipping regarding the

operation of LNG or other very large traffic in the effected waters including

notice of passing distances and restrictions.

*
250 m suggested based on minimum safe distance conclusion in SANDIA report.

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Formalization of existing pilotage practises and development of a port

operations manual including the above basic parameters would provide a

reasonable and practical approach to safe vessel operation in the subject waters

with a minimum impact on the movement of existing traffic.

Option C

This option presents a more extreme approach similar to the USCG

protocols in certain US ports whereby navigation safety is overlaid with extensive

security precautions. The purpose being to prevent access to the LNG vessel

throughout its passage and visit in Canadian waters through absolute isolation. A

high security approach to a safety zone for an LNG carrier could include

suspension of all traffic in the area during the passage of the LNG vessel to and

from the terminal. This exclusion could extend seaward to the pilot station or

beyond. Given the relatively narrow channels adjacent the proposed terminals,

the shipping channels could be closed during the presence of the LNG carrier.

The unfortunate consequence of this high level of control is its negative impact

on other shipping in the region. Further, to be effective, this level of control

requires significant and onerous investments in monitoring, patrol and

enforcement as mentioned previously for the Distrigas Corp terminal in Boston

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Through proper analysis, evaluation of risks and preparation of the

required port and ship security plan, a lesser level of security threat during

normal operations would likely make this degree of control unnecessary and

undesirable.

Conclusions

Through the course of this paper the rationale for safety zones has been

explored as they relate to LNG carriers calling at the proposed Atlantic Canada

LNG receiving terminals. Critical infrastructure supporting the safe movement of

vessel traffic in the region has been well established for many years and will

serve as the foundation upon which any future activities or systems may be built.

Safety zones are presently exercised through compulsory pilotage, VTS, traffic

separation and communication systems.

The American model is security based with active controls on all vessel,

vehicle and personnel movements. While port specific in its application, rules for

harbour safety and security zone controls emanate from national regulation.

Some facilities are located in populated areas resulting in a much higher threat

exposure that must be dealt with through enhanced controls.

Safety zones in other international jurisdictions are applied as required

following a risk analysis of each ship type; size and cargo thus are not limited to

LNG carriers exclusively. The primary function for both safety and security zones

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is to maintain a buffer zone around vessels allowing time for mitigating or evasive

actions to be taken when difficulties are encountered.

The determination of an appropriate safety zone or other operational

measures, for LNG and other traffic in the area must consider the impact on

other port and waterway users. Thorough consultations with stakeholders will be

critical. Broad based risk analysis, modelling and development of operations and

contingency manuals are essential for developing measures for the safe

movement of marine traffic. Safety and / or security control zones should only be

applied on a case-by-case basis when a real need has been identified and they

will enhance the safety and efficiency of all operations and movements in the

area.

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Annex A:

An Extract from Pilotage Regulations for Atlantic Pilotage Authority.

Ships Subject to Compulsory Pilotage

4. (1) the following ships or classes of ships are subject to compulsory pilotage
within the areas referred to in section 3:

(a) Canadian registered ships of more than 1,500 gross registered

tons, except

(i) Canadian government ships,

(ii) ships employed in catching or processing fish or

other living resources of the sea, and

(iii) ferries that operate on a regular schedule between

two terminals, manned by

(A) Canadian masters and officers, or

(B) masters and officers who are

permanent residents;

(b) ships not registered in Canada, except

(i) pleasure yachts of less than 500 gross registered

tons, and

(ii) tugs of less than 500 gross registered tons,

manned by Canadian masters and officers;

Transport Canada Marine Safety

Atlantic Region
Prepared by Richard Cobanli
 - 26 -
LNG Vessel Safety Zones

(c) floating oil rigs;

(d) floating cranes not registered in Canada; and

(e) any combination of tug and tow, where more than one unit is
being towed without regard to gross registered tonnage.

(2) Notwithstanding paragraph (1)(a), Canadian registered pleasure yachts of

more than 500 gross registered tons are subject to compulsory pilotage within
the areas referred to in section 3.
(2.1) Notwithstanding subsections (1) and (2), a ship that is not over 223 m
(731.62 feet) in length is not subject to compulsory pilotage

(a) in the Cape Breton compulsory pilotage area (Zone D, Strait of

Canso); or

Transport Canada Marine Safety

Atlantic Region
Prepared by Richard Cobanli