Icebreaker Requirements 2011-2006

1
NATIONAL MARINE ADVISORY BOARD
ICEBREAKING SUB-COMMITTEE
ICEBREAKER REQUIREMENTS
2011-2016
November 2011
1
Fisheries and Oceans
Canada
Pêches et Océans
Canada
Canadian
Coast Guard
Garde côtière
canadienne
In May 2009, the National Marine Advisory Board (NMAB) industry members asked the
Canadian Coast Guard (CCG) to re-examine the 1997 Icebreaker Requirements, as many
changes had occurred over the years. The CCG agreed and the NMAB Icebreaking SubCommittee was formed to conduct this revision mainly through regional consultations.
The work of the sub-Committee resulted in the creation of this new Icebreaker Requirements
report, which was tabled at the NMAB meeting of May 2011. The new icebreaker deployment
plan will come into force for the 2011-2012 ice season. The report reflects the revised industry
requirements as well as the Canadian Coast Guard’s maximum foreseeable capacity to meet
them.
Both parties agree that this document will be reviewed every five years.
Original signed by:
Marc Grégoire
Commissioner
Canadian Coast Guard
Co-Chair
National Marine Advisory Board
Ottawa, Canada
K1A 0E6
Bruce Bowie
President
Canadian Shipowners Association
Co-Chair
National Marine Advisory Board
TABLE OF CONTENTS
1. INTRODUCTION....................................................................................................................... 2
2. CCG ICEBREAKING SERVICES............................................................................................. 2
3. ICEBREAKING CLIENTS ........................................................................................................ 5
4. INDUSTRY REQUIREMENTS................................................................................................. 6
Central and Arctic: ...................................................................................................................... 7
Quebec......................................................................................................................................... 7
Maritimes .................................................................................................................................... 7
Newfoundland and Labrador....................................................................................................... 7
5. PLANNED ICEBREAKER DEPLOYMENT ............................................................................ 7
6. CONCLUSION ........................................................................................................................... 8
ANNEX A: Marine Advisory Board Industry Requirements ......................................................... 9
Great Lakes Requirements .......................................................................................................... 9
Quebec Requirements ................................................................................................................. 9
Maritimes Requirements ........................................................................................................... 10
Newfoundland and Labrador Requirements ............................................................................. 10
Arctic Requirements.................................................................................................................. 10
ANNEX B: List of Canadian Coast Guard Icebreakers................................................................ 11
ANNEX C: Planned Icebreaker Deployment 2011-2016 ............................................................. 12
Winter Operations ................................................................................................................. 12
Arctic Operations .................................................................................................................. 14
ANNEX D: Memorandum Of Understanding Between Central and Arctic, Québec, Maritimes and
Newfoundland and Labrador Regions With Respect To Icebreaking ........................................ 18
ANNEX E: Historical Ice Coverage ............................................................................................. 23
East Coast.................................................................................................................................. 23
Great Lakes ............................................................................................................................... 23
Canadian Arctic......................................................................................................................... 24
1
1. INTRODUCTION
Each winter, the Great Lakes, St. Lawrence River, Estuary, Gulf of St. Lawrence and the waters around
the Newfoundland and Labrador Region become covered in ice, impeding the safe and efficient flow of
maritime commerce. In addition, ice can also create flood risks on the St. Lawrence River, thus
endangering lives and property. In the Arctic, harsh ice conditions become more manageable for marine
shipping during the short navigation season. The Canadian Coast Guard (CCG) provides icebreaking and
ice management services to support the safe, economical and efficient movement of ships in Canadian
waters. The availability of these services helps to ensure reliability and predictability of planning and
scheduling activities of the marine transportation industry in ice-covered waters. The presence of a
viable, guaranteed icebreaking service is one of the most important factors in sustaining the eastern
Canadian and Arctic economies and communities, not only because maritime shipping is the most
economical method of transporting large amounts of goods, but also from the perspective of linking these
communities to the rest of Canada.
On December 5, 1995, a Joint Industry/CCG Icebreaking Task Force was established to review the
icebreaking services provided by the CCG with a view to identify cost reduction strategies and to propose
an icebreaking fee structure. In 1997, this task force, chaired by an industry representative, produced the
document entitled, “CCG Icebreaker Requirements”, which identified the type, number, timing and
location of icebreakers in support of the public good, ferries and commercial users. These requirements
were incorporated into the Icebreaking Operations Levels of Service, providing a foundation for the
deployment of the core icebreaker fleet necessary to meet the needs of the marine shipping industry.
In May 2009, the National Marine Advisory Board (NMAB) industry members asked the CCG to reexamine the 1997 Icebreaker Requirements, as many changes had occurred over the years. In response,
the CCG asked the NMAB members to review and update their icebreaking service requirements and to
identify areas where they believed there was an excess capacity, which could assist the agency in
aligning to any new demands or adjusting to new priorities. This document summarizes the results of the
review of the commercial shipping industry requirements (as represented by members on the NMAB) and
serves as a basis for the planning and deployment of icebreaking resources for the next five years.
2. CCG ICEBREAKING SERVICES
The CCG is responsible for the provision of icebreaking and ice management services in support of the
safe, economical and efficient movement of ships in Canadian waters. The CCG has published levels of
service standards that describe what icebreaking services can be provided, where and when they are
available, and how quickly they will try to respond to a request for assistance.
Icebreaking services include:
•
providing recommended ice routes so that ships can navigate safely through or around ice
covered waters, thereby reducing the need for direct icebreaker assistance;
•
providing ice charts, ice advisories, bulletins, and other ice information to marine shipping;
•
undertaking helicopter ice reconnaissance to survey ice conditions;
•
escorting ships and organizing convoys to travel through ice-infested waters;
•
maintaining shipping channels and tracks in shore-fast ice;
•
providing flood control services and preventing ice jams on the St. Lawrence River;
•
breaking out approaches and clearing ice from wharf faces of port terminals and facilities where
commercial icebreakers are not available;
•
breaking out harbours and waterways to facilitate acceleration of ice clearance at the end of the
ice season;
2
•
transporting dry cargo and fuel aboard CCG icebreakers from late June until mid-November in the
Arctic when commercial carriers are not available or capable; and
•
supporting a Canadian presence in the Arctic to respond to specific sovereignty challenges
identified by the Canadian Government.
To deliver the icebreaking program, the CCG shares a fleet of 18 icebreakers with other core programs.
Of these 18 icebreakers, 2 of them are heavy icebreakers, 4 are medium icebreakers, 10 are multipurpose vessels and 2 are air cushion vehicles, that may be utilized to support the delivery of the services
in southern Canada during the winter months. Six of these icebreakers are dedicated to providing
icebreaking services in northern Canada during the summer months.
All icebreaking activities are jointly coordinated by Ice Operations Centres in the Quebec, Maritimes,
Newfoundland & Labrador, and Central & Arctic Regions. In the Great Lakes area, the CCG and the
United States Coast Guard (USCG) work closely together to provide a high-quality service to marine
shipping. Inter-regional cooperation within the CCG is a fundamental principle of service delivery in order
to ensure maximum benefit and the most efficient use of limited icebreaking resources. The zonal
agreement was updated in November 2010 and now includes all waters from Lake Superior to the East
Coast of Newfoundland. This zonal commitment facilitates the seamless movement of icebreakers from
one area to another regardless of regional boundaries as resources permit. The zonal agreement also
includes a mechanism for decision-making when issues or conflicts arise.
All requests for icebreaker assistance are sent to the Regional Ice Operations Centres, which assess all
the demands against established CCG priorities:
1. all distress and emergency situations take precedence;
2. a) ferry services provided in accordance with the Newfoundland Terms of Union;
b) other ferry services;
3. ships with vulnerable cargoes (i.e. the potential for pollution, dangerous goods, perishable) and
vessels transporting cargo which is vital to the survival of communities;
4. marine traffic and fishing vessels; and
5. fishing harbour breakouts.
The CCG employs a multi-year integrated Fleet/Program planning process where all program
requirements (internal and external to the department) are analyzed and planned in advance of the
upcoming year. This plan is updated annually and includes the vessel program schedules and
maintenance periods; however it is dependent on program priority setting, risk assessments, and
operating funds. Subsequent to the development of the CCG’s Integrated Fleet Operational Plan, the
Icebreaking Program issues an Eastern Canada Icebreaking Operational Plan each November, valid for
the upcoming season and is available on the following website: www.marinfo.gc.ca. When specific
icebreaker availability dates cannot be met, a risk mitigation strategy is developed.
The risk methodology applied by the Icebreaking Program is based mostly on the CAN/CSA-Q850-97
standard1. Essentially, it uses historical data and the professional judgement and knowledge of the
regional superintendents to reduce the impacts of two risks: delay of vessels and flood damage caused
by ice jams. The methodology takes into consideration the following elements:
•
•
•
•
•
Marine traffic.
Ice conditions (historical data).
Demands.
Priorities and;
Deployment of icebreakers.
1
CAN/CSA-Q850-97, Risk Management: Guideline for Decision-Makers. 1997 (reaffirmed without change in
2009), 46 p.
3
The CCG Icebreaking Program and clients participate in pre-season meetings, so that the marine industry
can inform CCG of their traffic expectations and service requirements as well as to comment on vessel
schedules. The Canadian Ice Service also presents the forecasted ice conditions for the season so that
CCG and the marine industry can anticipate any potential areas of concern and plan accordingly. This
discussion allows, among other things, to make initial adjustments to the icebreaker deployment plan.
During the season, weekly interregional conference calls are made to analyze risk scenarios and to adjust
the deployment of icebreakers when required. If a demand requires the collaboration of another region,
the regions concerned work together and take the appropriate action to provide the service. All decisions
are made with respect to the five priorities established by the CCG and in accordance as well with the
requirements of other CCG or government programs/priorities.
Whether a risk cannot be managed as expected, the CCG communicates all information available to the
clients and keeps them informed of the strategy in place as long as the situation is not back to normal.
Over the years, this risk methodology has proved its efficiency with regard to mitigating impacts of ice
conditions on ships movement in Canadian ice waters. However, and as for any risk methodology, some
residual risks remain and these are addressed on a case by case basis.
The CCG has established policies and practices that have an impact on the Icebreaking Program.
Icebreaking Directives, for example, clarify the support to sealing vessels. Fishing harbours will not be
broken out if fishing vessels are unable to navigate safely and independently outside the harbour. Fishing
vessels will not be escorted into heavy ice conditions; they will only be escorted safely out of hazardous
ice into safer conditions. Consistent with these policies, the CCG continues to encourage the marine
transportation industry to use vessels that are designed and equipped for navigation in ice, and not to rely
solely on the CCG for icebreaker support. Ice capable vessels are better able to navigate independently
in more difficult ice conditions and can therefore improve transit times and reduce delays when navigating
in ice.
The 1995 federal budget called for cost recovery within the CCG, based on the principle that those who
benefit directly from services provided at public expense should pay a fair share of the associated cost.
As a result, the CCG implemented Marine Services Fees that included fees for the beneficiaries of aids to
navigation and icebreaking services. This cost recovery initiative was implemented in two stages: the
first was the implementation of the Marine Navigation Services Fee (MNSF) in 1996; and the second was
the implementation of the Icebreaking Services Fee (ISF) in 1998. The Icebreaking Services Fee was
implemented on December 21, 1998 (for the 1998-99 winter ice season) for commercial vessels to
recover a portion of the full costs for the provision of icebreaking services, including route assistance
4
(channel maintenance and ship escorts), ice routing advice and information services, as well as harbour
and wharf breakouts where they are not provided by commercial operators. Government policy dictates
that any revenue shortfall is to be absorbed internally resulting in an annual revenue shortfall for the CCG.
For example, the revenue target for icebreaking services for 2009/10 was $13.8M; however the actual
revenue collected was $4.978M. The difference between these two amounts was funded internally and
exacerbates the funding challenges currently being faced by the CCG.
3. ICEBREAKING CLIENTS
Marine transportation is the most cost effective method to transport goods and is more environmentally
friendly than any other mode of transportation for the delivery of Canadian goods. Consequently, the
quantities of atmospheric pollutants emitted by marine transportation, including greenhouse gases, are
less than those produced by other modes when expressed per tonne-kilometre2. During the winter, icecovered ports such as Montreal, Cornerbrook and Sept-Iles rely on icebreaking services for their
economic viability and stability. Ice management for flood control prevents millions of dollars in property
damage along the St. Lawrence River. In the Arctic, cargo vessels and tankers resupplying Northern
communities depend upon icebreakers for route assistance in order to access the ports in the delivery of
essential fuel and goods.
The need for icebreaker support has changed over the last decade due to many factors. Marine traffic
levels have evolved with an increase in the number of efficient, ice-capable vessels, the introduction of
year-round ferries, the reduction in some maritime industries due to the economy and increases
elsewhere. The Coast Guard has also focussed on improvements in the provision of high-quality ice
information and recommended ice routes to mariners as well as new technologies for monitoring ice
conditions in real-time on the St. Lawrence River, for modeling ice conditions on the East Coast and in
new navigation equipment for vessels operating in ice. Together, these technical and technological
improvements have contributed to reduce the demands for escorts.
Another significant influence is an increase in demand for icebreaker support in the Arctic. The number of
voyages in the Canadian Arctic has increased by 40% and the length of the season has expanded by
several weeks, with ships arriving well before the earliest icebreaker, and delivering dry cargo and fuel
well after the last icebreaker departs for the South. Fishing vessels now remain in the North for even
longer periods than in previous years.
The following two figures indicate the level of marine traffic in ice-covered waters in Southern and
Northern Canada, extracted from the Marine Communications and Traffic Services Information System on
Marine Navigation (INNAV) database.
2
Source: http://www.climatechange.gc.ca/default.asp?lang=En&n=97C0E131-1.
5
Figure 1: Number of vessel movements in Southern Canada in Ice Zones
7000
Barges
Fishing Vessels
Ferry/Passenger
Total
Factory Ships
Merchant
Tugs
6000
# of Vessels Movements
5000
4000
3000
2000
1000
0
2002-03
2003-04
2004-05
2005-06
2006-07
2007-08
2008-09
2009-10
Figure 2: Number of voyages in Northern Canada
200
190
Government
Canadian Vessels
180
Foreign Vessels
170
Cruise Ships
Research Vessels
160
150
Pleasure Craft
Total
140
Number of voyages
130
120
110
100
90
80
70
60
50
40
30
20
10
0
2002
2003
2004
2005
2006
2007
2008
2009
2010
4. INDUSTRY REQUIREMENTS
In October 2009, the CCG asked the NMAB to review industry requirements for CCG ice operations
support in the North and South and to recommend a range of options and issues to be considered when
framing those requirements. A discussion paper was also provided to the members that described many
of the operational and environmental factors that have an impact on the delivery of the Icebreaking
Program.
6
A series of regional meetings were held, concluding with a National Icebreaking Sub-Committee meeting
on June 2, 2010, wherein each of the Regional Advisory Boards presented their icebreaker requirements.
At this meeting, several questions raised during the review process were discussed in detail.
The following is a summary of the 2010 Regional Icebreaking Committee reports that help to define the
number and deployment of icebreakers required for support to commercial shipping. Additional
information is listed under Annex A.
Central and Arctic:
The Great Lakes Icebreaking Sub-Committee confirmed the continued requirement for the CCGS Samuel
Risley and CCGS Griffon in the Central & Arctic Region, for, the CCGS Martha L. Black, CCGS Tracy and
an air cushion vehicle in the Quebec Region, for the opening of the Seaway in the Spring, and for the
assistance of a medium icebreaker from the Seaway to Lake Superior in severe ice seasons. In the
longer term, clients identified that two more icebreaking resource capabilities will be required for the Great
Lakes to service critical time periods in Lake Ontario, the St. Lawrence Seaway and the Upper Great
Lakes, to service Western Lake Superior, Thunder Bay, and Georgian Bay.
The Arctic Icebreaking Sub-Committee commented that the CCG had not responded to the changing
needs of the developing North. Commercial shipping is operating independently in the Arctic without
icebreaker support at the beginning and end of the navigation period. The committee requested that
CCG extend its northern support so that icebreakers arrive earlier in the season and remain until the last
Arctic resupply vessel is heading South.
Quebec
The Quebec Icebreaking Sub-Committee confirmed that the 1997 requirements are still relevant. In
addition, they requested that an icebreaker be available on standby on the St. Lawrence River from
December 1 to 15, in case ice develops prior to the scheduled icebreaker deployments on December 15.
The committee requested an additional medium icebreaker for the Gulf of St. Lawrence from March 11 to
31. The Sub-Committee also recommended that in light ice seasons, a light icebreaker be utilized instead
of a medium icebreaker for the breakout of the St. Lawrence Seaway.
Maritimes
The Maritimes Icebreaking Sub-Committee requested that a light icebreaker be made available on
December 15 rather than December 21, to support Chaleur Bay, Miscou and the Northumberland Strait.
Due to ice conditions in the Northumberland Strait and Eastern Prince Edward Island (PEI), a medium
icebreaker should be dedicated to the area for the entire ice season in addition to the light icebreaker.
Assistance of a medium or heavy icebreaker from the central Gulf should also be maintained.
Newfoundland and Labrador
The Newfoundland members stated that icebreaking services will continue to be required well into the
future in order to continue to support provincial ferry operations. There is also a growing demand to
extend the current operating season for the Labrador Coast.
5. PLANNED ICEBREAKER DEPLOYMENT
The CCG has carefully assessed the regional client requirements, taking into consideration changes in
the volume and capability of marine traffic in various geographic areas and the local sea ice conditions.
The original icebreaker requirements were based on the 1994 winter ice season, one of the worst ice
seasons in history. In the past 15 years, there have been very few ice seasons that exceeded the 30-year
average ice conditions and the tendency has been toward lighter ice seasons, even with inter-annual
variability (please see Annex D for more details). Large vessels proceeding toward the St. Lawrence
River have become more capable and less dependent on icebreaker support, while smaller vessels
proceeding through alternate shipping lanes and the East Coast ferries are more likely to require
icebreaker support.
7
The CCG is challenged to respond to all the needs of the marine shipping industry as there are a limited
number of icebreakers. When the original document was developed in 1997, there were 22 ice-capable
vessels in the CCG fleet. There are now only 18 ice-capable vessels, many of which are now over 30
years old (please see Annex B for more details). These ships are also tasked to other CCG and Fisheries
and Oceans programs, such as Search and Rescue, Aids to Navigation, fisheries enforcement and
science, thus resulting in conflicting requirements for them during peak periods, such as the opening of
the Seaway and Spring fisheries.
The age and condition of the older icebreakers have also added to the complexity of vessel scheduling.
CCG is compelled to repair the existing vessels to the best extent possible. The current issue is with the
requirement to replace main engines and/or key propulsion plant components; therefore, the number of
heavy and medium icebreakers will be reduced over the next five years, by one vessel per winter season,
in order to schedule major refits in an attempt to keep these icebreakers operating as long as possible.
There are currently no spare CCG vessels that can be pressed into service to replace these vessels while
they are repaired and refitted in an attempt to maximize their life span. Perhaps the most important point
to note is that there are no icebreakers available to backfill in the case of an unexpected vessel
breakdown. Consequently, the minimum number of icebreakers required to adequately maintain key icecovered areas during an average winter ice season is 14, as shown in annex C. However, given the
current icebreaker conditions, this number cannot be interpreted as a guarantee these assets will be
available.
Despite these challenges, the CCG has endeavoured to meet many of the user requirements and will
continue to do so into the future to the greatest extent possible. A comparison of the Industry User
Requirements and the proposed CCG icebreaker deployment is provided under Annex C, which indicates
the most effective allocation of the limited number of icebreakers in the CCG fleet to best meet the needs
of all clients, while balancing priorities and risks. The schedules outline the maximum deployments
possible given current resource limitations. The following is a summary of the proposed icebreaker
deployment by region.
Great Lakes: CCG will continue to deploy two icebreakers throughout the winter. Support from Quebec
Region for the Seaway in late March will be provided if required and if available.
St. Lawrence River: The number of icebreakers and air cushion vehicles servicing the St. Lawrence
River will remain the same; however CCG has improved icebreaker capacity to the Saguenay River.
East Coast: One heavy icebreaker will be reduced on the East Coast, corresponding to the reduction in
one heavy or medium icebreaker for maintenance purposes over the next five winters. A second light
icebreaker for Northumberland Strait will not be available due to other CCG/DFO program requirements.
Support to the Labrador Coast has improved due to increased multi-tasking with aids to navigation.
Arctic: The Coast Guard will maintain the current level of support in the Arctic with six icebreakers.
6. CONCLUSION
The CCG has revised the original Joint Industry CCG Icebreaker Requirements in order to respond to
changes in sea ice conditions, traffic patterns and fleet capacity. The goal is to ensure that the
icebreaking services provided to clients are affordable and deliverable. The CCG must consider its
current and future situation with regard to financial resources and vessel availability. The icebreaker
deployment plan described under Annex C is the basis for fleet operational and capital planning; however,
the actual service delivery may differ from year to year due to unforeseen or unavoidable circumstances.
To ensure these requirements best reflect the evolving needs of icebreaking clients and changing ice
conditions, this document will be formally reviewed every five years via the mechanisms afforded by the
NMAB. This will also ensure that resources are aligned to evolving requirements, rather than a
deployment based on historical or traditional usage.
8
ANNEX A: Marine Advisory Board Industry Requirements
The following information is an extract from the 2010 Regional Icebreaking Committee reports that define
the number and deployment of icebreakers required for the support of commercial shipping.
Great Lakes Requirements
Great Lakes additional resources (interim) and asset renewal (long term) for a 3rd and 4th icebreaking
capable vessel for Great Lakes is recommended:
i)
The current dedicated Great Lakes icebreaking resources (CCGS Griffon and CCGS Samuel
Risley) should be allocated to the upper lakes service (above the Welland Canal). This
equates to one type 1050 class vessel and one type 1100 class vessel.
ii) One additional icebreaking resource for the Upper Great Lakes (above the Welland Canal) to
respond to under served areas such as Western Lake Superior, Thunder Bay, and Georgian
Bay. This would equate to one type 1050 class vessel or one type 1100 vessel class vessel.
iii) Lake Ontario and the St. Lawrence Seaway need a dedicated icebreaking resource with
flexibility to meet other departmental program needs with redundancy availability. This
additional resource would have the flexibility of allocation eastward or westward as needed
under a “zonal approach” of resource management. This would equate to one type 1050
class vessel or one type 1100 class vessel.
iv) Continuation of icebreaking support by Quebec Region for that portion of the Seaway which
falls within its regional boundaries – St. Lambert to Beauharnois. This would equate to the
use of one type 1100 class vessel, one type 1000 class vessel, and one air cushion vehicle
(Lac St. Louis). Subject to ice conditions, this support would extend as far upstream as Lake
St. François to the US Seaway locks.
v) One type 1200 class vessel to assist as required from the Seaway to Lake Superior, in the
event of a severe ice season during the period March 21 to April 15.
Quebec Requirements
Changes from the 1997 program:
i)
ii)
iii)
iv)
v)
vi)
Add a category between December 1 and December 15: St. Lawrence: a unit (type 1100 or
1200 class vessel) available, as needed
From December 15 to late December:
Great Lakes and Seaway: add the Lac Saint-François (upstream Beauharnois) for the
responsibilities of the first unit.
Great Lakes and Seaway: Amend the first unit: change 1 type 1200 class vessel to 1 type
1100 class vessel (except during the difficult years when we will need a type 1200 class
vessel)
January:
Center of the Gulf: Two dedicated units needed:
1 type 1200 class vessel from 1 January
1 type 1200 class vessel from 20 January
February to March 10:
Center of the Gulf: Add a type 1200 class vessel
From March 11 to 31:
A) Great Lakes and Seaway: Add flexibility in providing a type 1100 or 1200 class vessel,
depending on conditions (rather than a type 1200 class vessel)
B) St. Lawrence: Add a type 1100 class vessel at Lac Saint-Pierre
From April 1 to 15:
Great Lakes and Seaway: Add a hovercraft (downstream from Beauharnois)
9
Maritimes Requirements
The following requirements for icebreaking services were reviewed for Chaleur Bay, Miscou and
Northumberland:
i)
ii)
iii)
iv)
v)
December 15 to the end of December: 1 type 1100 unit required.
January: 1 type 1100 unit and 1 type 1200 unit. Due to ice conditions in the Northumberland
Strait, Chaleur Bay and Eastern PEI, a type 1200 unit should be dedicated to the area for the
entire ice season. Assistance of a type 1200 unit from Central Gulf, as required, should also
be maintained.
February to March 10: 1 type 1100 unit and 1 type 1200 unit dedicated to area. Assistance
of a type 1200 unit from Central Gulf, as required, should also be maintained.
March 11 to the end of March: 1 type 1100 unit and 1 type 1200 unit dedicated to area.
Assistance of a type 1200 unit from Central Gulf, as required, should also be maintained.
Beginning of April to April 15: 2 type 1100 units. Assistance of a type 1200 unit from Central
Gulf, as required.
Newfoundland and Labrador Requirements
i)
Icebreaking levels of service will continue to be required well into the future in order to
continue to support provincial ferry operations, including:
•
•
•
•
•
Blanc Sablon to St. Barbe / Cornerbrook
Green Bay (Shoal Arm - Little Bay Islands - Pelley’s Island – Long Island)
St. Brendan’s – Burnside
Burgeo – Ramea
Change Islands – Fogo Island
ii) With global warming and more northern marine routes becoming available, there may be
growing demand to extend current operating seasons for the coastal Labrador routes. This may
also require additional icebreaking services during the shoulder seasons that the CCG should
consider when developing-long term plans.
Arctic Requirements
i)
In the Arctic, commercial vessels are operating in the Arctic prior to and after icebreaker
services are available. As the population increases, and exploration and development expand,
the pressure on the commercial fleet will only increase. As a result, the CCG should consider
alternatives that will permit increase availability of CCG services commensurate with commercial
and climatological realities.
ii) As the fleet ages, refit and maintenance time is likely to increase. This, coupled with climate
change, is likely to result in conflicts with Winter/Spring icebreaking duties in the south and
Summer/Autumn duties in the Arctic. We would like to hear what contingencies are contemplated
to address this potential conflict.
iii) As Central and Arctic do not have dedicated breakers one has to ask the question: Should
there be a heavy icebreaker tasked to Arctic operations year round rather than just summertime
operations?
iv) We currently know of a plan to build one heavy icebreaker, while at the same time, retire one
icebreaker. This does essentially nothing to improve Levels of Service. If this understanding is
correct, it would seem to contradict much of what is being touted by the government as their
increased commitment to the North.
10
ANNEX B: List of Canadian Coast Guard Icebreakers
The following table is a list of icebreakers and air cushion vehicles that may be utilized for icebreaking
operations. These vessels are also used to support other CCG and DFO programs and undergo regular
maintenance periods, and are, therefore, not always available.
At this time, with the exception of the new polar icebreaker CCGS John G. Diefenbaker, no new building
plans have been approved for the replacement of these icebreakers.
Name
Region
Type *
Built
N
N
Q
Q
N
Q
P
M
N
N
Q
M
C
C
M
Q
Q
Q
Heavy Icebreaker
Heavy Icebreaker
Medium Icebreaker
Medium Icebreaker
Medium Icebreaker
Medium Icebreaker
HEMTV
HEMTV
HEMTV
HEMTV
HEMTV
HEMTV
HEMTV
MEMTV
MEMTV
MEMTV
ACV
ACV
1969
1983
1979
1982
1987
1978
1986
1986
1986
1987
1986
1986
1970
1985
1986
1968
1998
2009
Louis S. St-Laurent
Terry Fox
Amundsen
Des Groseilliers
Henry Larsen
Pierre Radisson
Sir Wilfrid Laurier
Edward Cornwallis
George R. Pearkes
Ann Harvey
Martha L. Black
Sir William Alexander
Griffon
Samuel Risley
Earl Grey
Tracy
Sipu-muin
Mamilossa
Length
(m)
120
88
98
98
100
98
83
83
83
83
83
83
71
70
70
55
28
28
Draft
(m)
10
8
7
7
7
7
6
6
6
6
6
6
5
6
5
4
-
Power
(kw)
20,142
17,300
10,142
10,142
12,174
10,142
5,250
5,250
5,250
5,250
5,250
5,250
2,984
6,595
6,500
1,492
2,818
3,281
*Light Icebreakers:
High Endurance Multi-Tasked Vessels (HEMTV)
Medium Endurance Multi-Tasked Vessels (MEMTV)
Air Cushioned Vehicles (ACV)
11
ANNEX C: Planned Icebreaker Deployment 2011-2016
Winter Operations
The CCGS Louis S. St-Laurent will be utilized when a medium or heavy icebreaker is not available for
winter icebreaking operations. The CCGS Amundsen will be used for 6 months in the winter season for
icebreaking, and will spend the other six months in the Arctic to support science projects. Icebreakers
may be replaced from time to time with vessels of higher or lower capability, subject to the operational
requirements and resource availability of the CCG. All vessels will be multi-tasked to SAR or Aids to
Navigation, as much as possible, to optimize the effectiveness of the fleet.
November:
1 x Light
Labrador Coast from November 2 to December 6. The primary program of this vessel
is to support to Aids to Navigation, with Icebreaking as its secondary program.
December:
1 x Light
1 x Light
1 x Light
1 x Light
1 x ACV
1 x Medium:
1 x Medium:
1 x Medium
1 x Light
1 x Medium
1 x Light
Thunder Bay and the Soo area, from December 21 to the end of December.
Sarnia area, from December 24 to the end of December.
Trois-Rivières, from December 15 to end of December.
Seaway to Trois-Rivières, from December 21 to end of December.
Lac St-Pierre, from December 19 to the end of December.
Quebec, from December 13. This unit may switch with the light icebreaker to support
the Seaway, if required.
Saguenay, from December 14 to the end of December.
Estuary, from December 22 to the end of December.
Gaspe, Chaleur Bay and Northumberland Strait, from December 21 to the end of
December.
St. Lawrence River and northern Gulf as required, from December 21 to the end of
December.
East/Northeast Coast Newfoundland, from December 28. Primary program: SAR,
secondary program: Icebreaking.
January:
1 x Light
1 x Light
1 x ACV
1 x ACV
2 x Light
1 x Medium
1 x Medium
1 x Medium
1 x Light
1 x Medium
1 x Light
1 x Light
Thunder Bay and the St. Mary’s River area until the closure of the Soo locks in midJanuary. The unit will then be shifted to the Sarnia area.
Sarnia area
Lac St-Pierre
Lac St-Pierre, from January 2
Trois-Rivières
Quebec
Saguenay
Estuary
Gaspe, Chaleur Bay and Northumberland Strait, from January 3.
Central Gulf from January 1, rover from the West Coast Newfoundland, Strait of Belle
Isle to NE Coast Newfoundland, as required.
East/Northeast Coast Newfoundland. Primary program: SAR, secondary program:
Icebreaking.
West Coast Newfoundland. Primary program: SAR, secondary program: Icebreaking.
February:
2 x Light
2 x ACV
2 x Light
1 x Medium
Sarnia area
Lac St-Pierre (one hovercraft on 1 hour standby; the second on 24 hour notice)
Trois-Rivières
Quebec
12
1 x Medium
1 x Medium
1 x Light
1 x Medium
1 x Heavy
1 x Light
1 x Light
Saguenay
Estuary
Gaspe, Chaleur Bay and Northumberland Strait.
Central Gulf. West Coast Newfoundland to Strait of Belle Isle.
Central Gulf, from February 15. Assistance to other areas as required.
West Coast Newfoundland. Primary program: SAR, secondary program Icebreaking.
East/Northeast Coast Newfoundland. Primary program: SAR, secondary program:
Icebreaking.
March:
2 x Light
1 x ACV
1 x ACV
1 x Light
1 x Light
1 x Medium
1 x Medium
1 x Medium
1 x Light
1 x Heavy
1 x Medium
1 x Light
1 x Light
1 x Light
Great Lakes.
Lac St-Pierre.
Lac St-Pierre. Assistance to the Seaway as required.
Trois-Rivières.
Trois-Rivières. Assistance to the Seaway to Lake Ontario as required.
Quebec. This unit may switch with the light icebreaker to support the Seaway, if
required.
Saguenay until March 18.
Estuary.
Gaspe, Chaleur Bay and Northumberland Strait.
Central Gulf. Assistance to other areas as required.
West Coast Newfoundland to Strait of Belle Isle. Assistance in the Central Gulf as
required.
West Coast Newfoundland. Primary program: SAR; secondary program: Icebreaking.
Sydney area from March 15. Primary program: SAR; secondary program: Icebreaking.
East/Northeast Coast Newfoundland. Primary program: SAR; secondary program:
Icebreaking.
April:
2 x Light
1 x ACV
1 x ACV
1 x Light
1 x Medium
1 x Light
1 x Heavy
1 x Medium
1 x Light
1 x Light
Support to all Great Lakes as required until April 15.
Lac. St-Pierre until April 3.
Chaleur Bay, SW Gulf as required until end of April.
Seaway as required until April 6.
Estuary until April 12.
Gaspe, Chaleur Bay and Northumberland Strait as required until April 14.
Central Gulf, as required until April 16.
Central Gulf, West Coast Newfoundland to Strait of Belle Isle. Assistance in the
Central Gulf and North Shore Quebec, as required.
West Coast Newfoundland and North Shore Quebec.
East/Northeast Coast Newfoundland. Primary program SAR, secondary program
Icebreaking.
May:
1 x Medium
1 x Light
1 x Light
Central Gulf. West Coast Newfoundland, Strait of Belle Isle, North Shore Quebec, until
May 3.
NE Coast Newfoundland and Labrador North Shore Quebec, until May 14.
West Coast Newfoundland and North Shore Quebec, until May 17.
June:
1 x Light
Labrador Coast until June 28. This unit is multi-tasked to aids to navigation.
13
Arctic Operations
The following dates do not include the mobilization period for the Arctic but do include transit time. The
CCGS Amundsen is dedicated to Arctic Science and is not used for icebreaking operations during the
summer, except in emergency situations. The CCGS Louis S. St-Laurent is dedicated to support science
projects or other Government departments during the first part of the Arctic season.
June:
1 x Medium
1 x Heavy
1 x Medium
Eastern Arctic. Departs Quebec on June 22. On scene approximately June 26.
Eastern Arctic. Departs St. John’s on June 25. On scene approximately June 26.
Eastern Arctic. Departs home port on June 29. On scene approximately July 4.
July:
1 x Medium
1 x Heavy
1 x Medium
1 x Medium
1 x Light
Eastern Arctic
Eastern Arctic
Eastern Arctic
Eastern Arctic. Departs the home port on July 5. On scene approximately July 8.
Western Arctic. Departs the home port on July 9, arriving off Point Barrow about July
20. Demarcation Point July 23.
Note: CCGS Louis S. St-Laurent may be dedicated to support science or other government departments
during the summer months but is not required to support icebreaking operations until later on in the Arctic
shipping season.
August:
3 x Medium
1 x Heavy
1 x Light
Eastern Arctic
Eastern Arctic
Western Arctic
September:
2 x Medium
1 x Medium
1 x Heavy
1 x Heavy
1 x Light
Eastern Arctic
Eastern Arctic, returning to the home port on September 27.
Eastern Arctic
Eastern or Western Arctic, support to shipping, as required.
Western Arctic
October:
1 x Heavy
1 x Medium
1 x Medium
1 x Light
1 x Heavy
Eastern Arctic, returning to home port on October 9.
Eastern Arctic, returning to home port on October 25.
Eastern Arctic, returning to home port on October 15.
Western Arctic, returning to home port on October 18.
Western or Eastern Arctic. Shifts to Eastern Arctic in mid October.
November:
1 x Heavy
Eastern Arctic returning to home port on November 18.
14
Comparison of Industry Requirements and Planned Icebreaker Deployment
Icebreake
r
Capability
Vessel Type
Light
MEMTV
Light
Light
Light
Areas of Operation
Industry Requirements
Planned Icebreaker Deployment
From
To
# of Days
From
To
# of Days
Great Lakes
21-Dec
15-Apr
117
21-Dec
15-Apr
117
HEMTV
Great Lakes
21-Dec
15-Apr
117
24-Dec
15-Apr
114
HEMTV
Lake Ontario
10-Mar
07-Apr
29
0
HEMTV
Lake Superior/Georgian Bay
07-Dec
15-Jan
40
0
21-Mar
15-Apr
26
0
ACV
ACV
Lac St-Pierre
02-Jan
31-Mar
90
02-Jan
31-Mar
90
ACV
ACV
Lac St-Pierre
19-Dec
3-Apr
107
19-Dec
03-Apr
107
Light
MEMTV
Lac St-Pierre
15-Dec
31-Mar
108
15-Dec
31-Mar
108
Light
MEMTV
Lac St-Pierre
11-Mar
31-Mar
21
0
Light
HEMTV
Seaway/Trois-Rivières
01-Dec
06-Apr
128
21-Dec
06-Apr
108
Medium
Medium Icebreaker
Quebec City
15-Dec
15-Apr
123
13-Dec
31-Mar
110
Medium
Medium Icebreaker
Saguenay
11-Mar
31-Mar
21
14-Dec
18-Mar
96
Heavy
Heavy Icebreaker
Escoumins, Cacouna, Saguenay
21-Dec
10-Mar
81
Medium
Medium Icebreaker
Estuary
01-Jan
15-Apr
106
22-Dec
12-Apr
113
Heavy
Heavy Icebreaker
Gulf
20-Jan
15-Apr
87
15-Feb
15-Apr
61
Medium
Medium Icebreaker
Gulf
01-Feb
31-Mar
60
Medium
Medium Icebreaker
Gulf (Rover West to East NL)
01-Jan
03-May
124
21-Dec
03-May
135
Light
Medium
ACV
MEMTV or HEMTV
Medium Icebreaker
ACV
Gaspe North’d Strait Sydney
Gaspe, Chaleur, North’d Str., Sydney
Chaleur Bay, NB, PEI
21-Dec
01-Jan
01-Apr
15-Apr
31-Mar
01-May
117
91
31
03-Jan
15-Apr
01-Apr
01-May
104
0
31
Light
HEMTV
Labrador Coast
0
0
02-Nov
06-Dec
35
02-Nov
06-Dec
35
18-May
28-Jun
42
18-May
28-Jun
42
28-Dec
14-May
139
Light
HEMTV
NE Coast NL
01-Jan
14-May
135
Medium
Medium Icebreaker
East NL
15-Jan
15-May
122
Light
HEMTV
West Coast NL, Lower N Shore
01-Jan
17-May
138
0
01-Jan
17-May
138
15
Winter
Days
2096
Winter
Days
1648
Comparison of Industry Requirements and Planned Icebreaker Deployment
Icebreake
r
Capability
Vessel Type
Medium
Medium Icebreaker
Areas of Operation
Industry Requirements
Planned Icebreaker Deployment
From
To
# of Days
From
To
# of Days
Eastern Arctic
22-Jun
08-Oct
109
22-Jun
27-Sep
98
Heavy
Heavy Icebreaker
Eastern Arctic
25-Jun
15-Oct
113
25-Jun
09-Oct
107
Medium
Medium Icebreaker
Eastern Arctic
02-Jul
25-Oct
116
05-Jul
25-Oct
113
Medium
Medium Icebreaker
Eastern Arctic
29-Jun
15-Oct
109
29-Jun
15-Oct
109
Light
HEMTV
Western Arctic
02-Jul
18-Oct
109
09-Jul
18-Oct
102
Heavy
Heavy Icebreaker
Eastern Arctic
17-Sep
18-Nov
63
17-Sep
18-Nov
63
Arctic
Days
619
Arctic
Days
592
Total Users
2715
Total CCG
2240
General Notes:
- The Arctic and Newfoundland & Labrador Regional Marine Advisory Boards did not specify exact dates for their industry requirements. The CCG
Icebreaking Program has determined the user requirement dates for both regional MABs based on previous discussions with industry members.
- Transit to and from the Arctic is included.
- Mobilization and de-mobilization is not included in the availability.
- All vessel availability is dependant on CCG priorities.
- Dates of availability may contain operational gaps or overlaps.
- Required maintenance and refit, as per the Vessel Maintenance Protocol, will determine availability and will vary from year to year.
- Total requirements for all clients will drive CCG multi-tasking abilities.
- Every year there is a degree of uncertainty that may impact CCG Fleet services due to funding.
- CCG must take into account other requests from OGDs or users of vessel services.
- Due to the age of the Fleet vessels, CCG reserves the right to move vessels around as required, but no backfilling will be granted.
16
Planned Icebreaker Deployment
17
ANNEX D: Memorandum Of Understanding Between Central and Arctic, Québec,
Maritimes and Newfoundland and Labrador Regions With Respect To Icebreaking
Purpose
Objectif
This document provides a framework for the
provision of icebreaking services in a zonal
approach by the Canadian Coast Guard. This
agreement will facilitate the deployment of
icebreakers between regions, focusing on
increased efficiency of the icebreaking program
delivery and on the mutual recognition of each
region’s accountability to its clients. Regions
involved are: Central and Arctic, Québec,
Maritimes, and Newfoundland and Labrador. This
agreement applies only for sectors located south
of 60°N.
Le présent document fournit un cadre pour la
prestation de services de déglaçage par la Garde
côtière canadienne selon une approche zonale. Cette
entente facilitera le déploiement des brise-glace
entres les régions, l’accent étant mis sur une plus
grande efficacité dans la prestation du programme de
déglaçage et sur la reconnaissance mutuelle de la
responsabilité de chaque région envers ses clients.
Les régions impliquées sont : Centrale et Arctique,
Québec, Maritimes, et Terre-Neuve et Labrador. Le
protocole s’applique seulement pour les secteurs
situés au sud du 60°N.
Introduction
Introduction
The Canadian Coast Guard (CCG), as a special
operating agency (SOA) of the Department of
Fisheries and Oceans (DFO), serves the public
through the delivery of maritime services such as
aids to navigation, search and rescue,
environmental response, icebreaking, other DFO
programs and other government departments.
La Garde côtière canadienne (GCC), en tant
qu’organisme de service spécial (OSS) du ministère
des Pêches et des Océans (MPO), dessert le public
par la prestation de services maritimes tels que les
aides à la navigation, la recherche et le sauvetage,
l’intervention environnementale, le déglaçage et
d’autres programmes du MPO et d’autres ministères
gouvernementaux.
Icebreaking operations facilitate the informed,
safe, and timely movement of maritime traffic and
contribute to keeping most ice-bound Canadian
ports open for business year-round, preventing
flooding on the St. Lawrence River and
supporting the marine industry, fishers and
numerous coastal communities.
Les opérations de déglaçage facilitent le mouvement
informé, sécuritaire et rapide du trafic maritime, en
plus d’aider à garder la plupart des ports canadiens
envahis par les glaces ouverts toute l’année, à
prévenir les inondations sur le fleuve Saint-Laurent, à
prêter main-forte à l’industrie maritime, aux pêcheurs,
ainsi qu’à de nombreuses communautés côtières.
Responsibilities
Responsabilités
CCG Headquarters coordinates and manages
the National Icebreaking Program for the benefit
of the Regions and the marine community.
Headquarters activities include the development
of national policy, standards and procedures;
program planning and monitoring, evaluating and
improving program performance.
L’Administration centrale de la GCC coordonne et
gère le programme national de déglaçage dans
l’intérêt des Régions et de la communauté maritime.
Les activités de l’Administration centrale comprennent
l’élaboration d’une politique, de normes et de
procédures nationales, la planification et la
surveillance des programmes, ainsi que l’évaluation et
l’amélioration du rendement des programmes.
Regional Icebreaking Superintendents are
responsible for managing the effective delivery of
the Icebreaking Program within their regions,
participating
with
operational
planning,
monitoring of marine shipping in ice, the
preparation and dissemination of recommended
routings to marine shipping, responding to
Les surintendants régionaux des services de
déglaçage sont chargés d’assurer une gestion
efficace de la prestation du programme de déglaçage
dans leur région, en participant à la planification
opérationnelle, à la surveillance du transport maritime
dans les eaux couvertes de glace, à la préparation et
à la diffusion des itinéraires recommandés pour le
transport maritime, en répondant aux demandes de
18
requests for icebreaker support, discussing the
tasking of assigned Icebreaking vessels and
aircraft with the Superintendent of the Regional
Operations Centre; supporting the Icebreaking
Operations Data Information System (IODIS),
conducting client and stakeholder consultation,
and monitoring and improving program delivery.
soutien des brise-glaces, en discutant de l’attribution
des tâches des brise-glaces et aéronefs assignés, en
appuyant le Système d’information et de données
pour les opérations de déglaçage (SIDOD), en
menant des consultations avec les clients et les
intervenants et en surveillant et en améliorant
l’exécution des programmes.
Ice Québec will coordinate all icebreaking
services along the Main Shipping Route through
the Gulf of St. Lawrence from Cabot Strait to
Montreal, in consultation with the other regions.
Ice Halifax will be responsible for alternate
shipping lanes to Gaspé, Chaleurs Bay, New
Brunswick, Prince Edward Island and Nova
Scotia. Ice St. John’s will be responsible for the
alternate shipping lanes to Newfoundland ports
and will assist Ice Quebec with the Lower North
Shore as required. Ice Sarnia will coordinate
icebreaking activities on the Great Lakes in
collaboration with the USCG. Ice Sarnia and Ice
Quebec will work jointly for the closing and
opening of the St. Lawrence Seaway, with the
available icebreaking resources.
Glace Québec coordonnera tous les services de
déglaçage le long de la principale voie de navigation
du golfe du Saint-Laurent, du détroit de Cabot jusqu’à
Montréal, en consultation avec les autres régions.
Glace Halifax sera responsable des autres routes de
navigation vers Gaspé, la baie des Chaleurs, le
Nouveau-Brunswick, l’Île-du-Prince-Édouard et la
Nouvelle-Écosse. Glace St. John’s sera responsable
des autres routes de navigation vers les ports de
Terre-Neuve-et-Labrador et aidera Glace Québec
avec la Basse-Côte-Nord au besoin. Glace Sarnia
coordonnera les activités de déglaçage dans les
Grands Lacs en collaboration avec USCG. Glace
Sarnia et Glace Québec travailleront conjointement
pour la fermeture et l’ouverture de la Voie maritime du
Saint-Laurent, avec les ressources de déglaçage
disponibles.
During the ice season, the Icebreaking
Superintendents are co-located in the Regional
Operations Centres (ROC) and, with the
Superintendent of the ROC, jointly coordinate the
deployment and tasking of assigned CCG
icebreaking and aerial reconnaissance resources
with their counterparts in the other Regions in
order to promote a seamless service delivery of
icebreaking services through a zonal approach.
Pendant la saison des glaces, les surintendants des
services de déglaçage sont installés dans les centres
des opérations régionales (COR) et coordonnent
conjointement avec le surintendant du COR le
déploiement et l’attribution des tâches des ressources
de la GCC affectées au déglaçage et à la
reconnaissance aérienne avec leurs homologues des
autres régions afin de promouvoir une prestation de
services régulière selon une approche zonale.
During the year, Icebreaking Superintendents are
responsible for regular client consultation and
communications;
identifying
the
strategic
priorities and operational and capital planning
required to meet the National Icebreaking Levels
of Service; attending National Icebreaking
Program meetings and participating in ice-related
projects.
Au cours de l’année, les surintendants des services
de déglaçage ont la responsabilité de mener des
consultations
régulières
et
d’établir
une
communication avec les clients, de déterminer les
priorités stratégiques et la planification des opérations
et des immobilisations nécessaires pour satisfaire les
niveaux de services nationaux de déglaçage,
d’assister aux réunions nationales du programme de
déglaçage et de participer aux projets liés aux glaces.
Application of the National LOS will ensure that
the provision of the icebreaking services is
consistent across the country.
La mise en application des NDS nationaux assurera
l’uniformité des services de déglaçage fournis à
l’échelle du pays.
Principles
Principes
In order to maximize the efficiency of the
resources used to deliver the Icebreaking
Program, a great autonomy should be delegated
to the Regional Ice Operations Centres so that
Afin de maximiser l’efficacité des ressources utilisées
dans le cadre du programme de déglaçage, une
importante autonomie doit être accordée aux centres
des opérations régionales des glaces pour qu’ils
19
they can respond quickly and closely to maritime
industry needs and public good. Decisions shall
be taken, whenever possible, consistent with the
following principles:
puissent répondre rapidement et de près aux besoins
de l’industrie maritime et au bien collectif. Dans la
mesure du possible, les décisions seront prises selon
les principes suivants :
• Staff expertise: Icebreaking Superintendents
are senior CCG officers with experience in ice
navigation, in order to make sound decisions and
to efficiently interact with the Regional
Operations Centres, Icebreaker Commanding
Officers, pilots and external clients.
• Expertise du personnel : Les surintendants des
services de déglaçage sont des officiers supérieurs
de la GCC qui ont l’expérience de la navigation dans
les glaces, afin qu’ils prennent des décisions éclairées
et qu’ils puissent interagir efficacement avec les
centres des opérations régionales, les commandants
de brise-glace, les pilotes et les clients externes.
• Close relationship with clients: regular
contact with clients to be able to fully understand
their needs and ensure their satisfaction in a
continuous improvement approach.
• Étroite collaboration avec les clients : Des
contacts réguliers avec les clients permettent de bien
comprendre leurs besoins et d’assurer leur
satisfaction grâce à une amélioration constante.
• Team work: The Ice Operations Officers/
Technical Assistants, Ice Service Specialists
work together under the supervision of the
Icebreaking Superintendents who are
responsible for managing the effective delivery of
icebreaking services to mariners within their
regional limits. They always work in close
collaboration with Regional Operations Centre
and MCTS staff as well as with their counterparts
in other regions.
• Travail d’équipe : Les officiers et les assistants
techniques des opérations de déglaçage et les
spécialistes du service des glaces travaillent
ensemble sous la supervision des surintendants des
services des glaces qui doivent assurer la gestion de
la prestation des services de déglaçage aux
navigateurs dans les limites de leur région. Ils
collaborent toujours étroitement avec les centres des
opérations régionales et le personnel du SCTM ainsi
qu’avec leurs homologues d’autres régions.
• Innovation and Information technology:
CCG has invested in the development of new
technologies for automating the acquisition of
essential strategic information and its distribution
to program managers and users, including
IODIS, ICEggs, Marinfo, Integrated Ice System,
eNavigation systems, Ice Routing Model, etc.
• Innovation, information et technologie : La
GCC a investi dans le développement de nouvelles
technologies pour automatiser l’acquisition de
renseignements stratégiques essentiels et leur
distribution aux gestionnaires de programmes et aux
utilisateurs, y compris SIDOD, ICEggs, Marinfo, le
système des glaces intégré, les systèmes de
navigation électronique, le système de modélisation
des routes dans les glaces, etc.
Conflict Resolution
Résolution de conflits
In the event that CCG is unable to meet the
Icebreaking LOS in a specific region and
therefore cannot fulfill its mandated obligations,
the Regional Ice Superintendents will jointly
evaluate the situation and establish priorities that
reflect the best possible services to our clients. If
required,
the
Icebreaking
and
ROC
superintendents will re-deploy icebreaking
resources to address the priorities. The Manager,
Icebreaking Program, HQ, can provide guidance
pertaining to Icebreaking Operations levels of
service.
Dans le cas où la GCC n’est pas en mesure de se
conformer aux NDS de déglaçage dans une région
particulière et, par conséquent, qu’elle ne peut pas
respecter
ses
obligations
mandatées,
les
surintendants régionaux des services de déglaçage
évalueront conjointement la situation et établiront les
priorités qui permettent de donner le meilleur service
possible à nos clients. Au besoin, les surintendants
des services de déglaçage des COR redéploieront les
ressources de déglaçage afin de répondre aux
priorités. Le gestionnaire du programme de déglaçage
à l’AC peut fournir des directives au sujet des niveaux
de service des opérations de déglaçage.
20
In the event of any disputes, the Superintendents
will raise the issues with their respective
Regional Directors who will review the situation
and make a decision, based on all available
information.
En cas de conflit, les surintendants signaleront la
question à leurs directeurs régionaux respectifs qui
examineront la situation et prendront une décision, en
se basant sur tous les renseignements disponibles.
If it cannot be resolved at the Regional Director’s
level, it will be elevated to the level of the CCG
Assistant Commissioner.
Si la question ne peut être résolue au niveau du
directeur régional, elle sera menée au niveau du
commissaire adjoint de la GCC.
Any conflicts that cannot be resolved at the AC
level can be brought to the Commissioner for
decision.
Tout conflit qui ne peut être résolu au niveau du CA
peut être porté à l’attention du commissaire aux fins
de décision.
Duration
Durée
This agreement reflects an approach for an
effective, transparent Icebreaking Program
management regime. The agreement shall be
valid for a period of 5 years after which it will be
reviewed by all parties.
Cette entente s’inscrit dans le cadre d’une approche
pour un mode de gestion efficace et transparent du
programme de déglaçage. L’entente sera valide pour
une période de 5 ans après laquelle elle sera revue
par toutes les parties.
Signatures
Signatures
Original signed by S. Decker for
Assistant Commissioner/Commissaire adjoint
Canadian Coast Guard Newfoundland and
Labrador Region/ Garde côtière canadienne,
Région de Terre-Neuve et Labrador
29 Sep 2010
Date
Original signed by N. Hurlburt
Assistant Commissioner/Commissaire adjoint
Canadian Coast Guard Maritimes Region/ Garde
côtière canadienne, Région des Maritimes
7 Oct 2010
Date
Original signed by M. Demonceaux
Assistant Commissioner/Commissaire adjoint
Canadian Coast Guard Quebec Region/Garde
côtière canadienne, Région du Québec
25 Oct 2010
Date
Original signed by W. Spurrell
Assistant Commissioner/Commissaire adjoint
Canadian Coast Guard Central and Arctic
Region/Garde côtière canadienne, Région
Centrale et Arctique
1 Nov 2010
Date
Original signed by J. Thomas
Deputy Commissioner Operations /SousCommissaire Opérations
Canadian Coast Guard/Garde côtière
canadienne
16 Nov 2010
Date
Original signed by M. Grégoire
Commissioner/Commissaire
17 Nov 2010
Date
21
Canadian Coast Guard / Garde côtière
canadienne
22
ANNEX E: Historical Ice Coverage
East Coast
Great Lakes
23
Canadian Arctic
24