Preventing an oil spill

Marine shipping has never been safer in Canada. The Government of Canada's rules for guiding marine safety domestically have increased significantly over the last 25 years. Marine safety in Canada is presently built on more than 100 regulations, 30 acts, international agreements, and commitments, which are first and foremost focused on preventing accidents from happening.

Specifically, all tankers are subject to safety and pollution prevention regulations made under the Canada Shipping Act, 2001. The regulations focus on the construction, machinery, equipment, navigation equipment, crew qualifications, and operational procedures both from the safety and pollution prevention perspective.

As is the case for most ships operating in Canadian waters, tankers are also subject to the Wrecked, Abandoned or Hazardous Vessels Act (WAHVA). WAHVA establishes an owner-liability and polluter-pays regime and empowers the Government of Canada to take action on wrecked or abandoned vessels, many of which pose a higher risk of spilling/leaking oil or other hydrocarbons.

All tankers of more than 500 gross tonnage that travel internationally are also subject to additional requirements from international convention such as the International Convention for the Safety of Life at Sea (SOLAS).

Oil tankers are inspected every year to make sure they meet Canadian and international maritime laws. Marine safety inspectors inspect domestic and foreign tankers at all major Canadian ports. Inspectors are trained to review the ship's condition and design, the crew's training, and equipment on board. These inspectors also have the authority to detain ships if safety issues or problems are found.

Domestic oil tankers of more than 15 gross tonnage are subject to statutory inspection and certification under the Flag State Control Program. According to the certification and inspection regime made under the Vessel Safety Certificate Regulations and the Canadian Vessel Plan Approval and Inspection Standard (TP15456):

• Tankers of more than 150 gross tonnage (greater than 24 metres) are subject to annual inspection and certification where the inspection is made by Transport Canada inspectors for non-delegated vessels and by the Canadian Recognized Organization for the delegated; and
• Tankers of more than 15 gross tonnage but not exceeding 150 gross tonnage are subject to inspection and certification every four years.

Annual inspections and certification of these ships may be done by one of seven Canadian Recognized Organizations under the Delegated Statutory Inspection Program.

Foreign ships are inspected at Canadian ports under the Port State Control Program. Through this program, inspectors board foreign ships to ensure compliance with various major international maritime conventions. An inspection database and a list of detained ships are maintained.

Inspectors target high-risk ships with a Port State Control (PSC) inspection of their overall condition, and the working conditions of the crew. Ships more than 12 years old are considered higher risk.

The Canadian Coast Guard's Marine Communications and Traffic Service Centres monitor ships that operate in Canadian waters. Aircraft from the National Aerial Surveillance Program are fully equipped with state-of-the-art technology and help detect oil spills and other pollution when they fly over Canadian waters.

The Integrated Satellite Tracking of Pollution (ISTOP) program uses a variety of satellite imagery to monitor waters and improve pollution response activities. ISTOP measures oil pollution in terms of size of the affected area and frequency of releases. The program is an important tool that supports response and encourages compliance with Canada's laws and the international conventions that seek to minimize:

• oil pollution
• impacts on the economic prosperity of Canadians
• impacts on marine birds, mammals, and the ecosystems

The Government of Canada prioritizes science and evidence-based research in all decision-making. We conduct research on oil spills to learn more about their impacts, the differences in how they act in various environments, and to predict their behaviour. Read all about spill research science and innovations.

We share our experience and expertise on oil spills with:

• In Canada 
  • Canadian Marine Advisory Council (CMAC)
  • Regional Advisory Councils
• International Maritime Organization
  • Oil Pollution Preparedness, Response and Cooperation / Hazardous Noxious Substances Technical Group
  • Marine Environmental Protection Committee
  • Third Joint Ministerial Conference of the Paris and Tokyo Memoranda of Understanding on Port State Control.
• Arctic Council's Emergency, Prevention, Preparedness and Response Working Group

Examples of collaborations around the world:

• Europe 
  • Cedre: International experts in accidental water pollution
  • Stiftelsen for industriell og teknisk forskning (SINTEF): European independent developers of research, innovation and technology
• United States of America
  • U.S. National Oceanic and Atmospheric Administration (NOAA) ‘s Office of Response and Restoration
  • U.S. Environmental Protection Agency (EPA)
  • U.S. Department of Transport Maritime Administration

Ships must notify the Canadian Coast Guard's Marine Communications and Traffic Services 24 hours before entering Canadian waters. They must also share information so the Coast Guard can make sure that the ship moves quickly and safely. This information about the ship includes:

• identification number;
• destination;
• route;
• pollutants on board; and
• known issues.

This information allows any safety or environmental concerns to be addressed before the ship enters Canadian waters. Should an incident occur while the ship is in transit, the Government of Canada will communicate with the ship master and provide the crew with specific instructions.

Canadian and international rules state the minimum number of qualified and experienced crew necessary for the safety and security of the vessel, crew, passengers, cargo and for the protection of the marine environment.

Ship classification societies ensure that international standards for the design and construction of ships are followed. In many countries, these societies act on behalf of governments to apply marine safety and pollution prevention regulations based on their experience and technical resources.

Since 2015, oil tankers must be double hulled to operate in Canadian waters.

Double hulled tankers are an important tool for preventing oil spills. These tankers include two watertight layers on the bottom and sides of the ship instead of just one. This provides an extra layer of protection in case of an accident.

All ships must immediately report any kind of spill to the Canadian Coast Guard.

Oil tankers that are loading or unloading in Canada must also:

• have a Shipboard Oil Pollution Emergency Plan in place;
• have a contract in place with a certified response organization who will respond to a spill on behalf of the ship at or south of the 60th parallel;
• have response equipment for oil pollution emergencies; and
• report spills and incidents immediately to the Canadian Coast Guard.
• Report an incident by calling the nearest office. 

Canadian law requires every large ship to carry navigational equipment like:

• a compass;
• an electronic depth gauge;
• the latest versions of documents like charts, sailing directions, and tide and current tables;
• GPS and radar; and
• a log book

Port authorities operate at arm's length from the Government of Canada. Port Authorities make commercial decisions for the port, maintain commercial shipping channels, and set their own fees (for example, berthage and wharfage fees). They often have specific rules for ships operating in their area of responsibility. For example, some ports require loaded tankers to be escorted by two tugs as they navigate towards the terminals. In some locations across Canada, there are also pilotage training standards, transit windows, navigational aid systems, transit safety controls, and a ship traffic scheme.

List of Canada Port Authorities by province

Marine pilotage is a risk-mitigating service that is important in ensuring maritime safety and protecting coastal environments. Marine pilots navigate a ship through ports, straits, lakes, rivers, and other waterways. In Canada, there are certain locations that are compulsory pilotage areas.  Marine Licensed Pilots and Pilotage Certificate Holders use their extensive seafaring expertise and local knowledge to safely navigate ships through these areas. All marine oil tankers transiting through these areas must be under the conduct (control) of a Marine Licensed Pilot or a Pilotage Certificate Holder.

The Pilotage Act was enacted in 1972 and provides Canada's legislative framework for the provision of marine pilotage services. The Pilotage Act, amended in 2019, modernizes Canada's pilotage system and better integrates pilotage into the navigation system. The amendments were designed to improve transparency, efficiency, safety, and accountability. To be issued a Pilot Licence, a candidate must successfully complete rigorous training exercises and examinations.

Tugboats escort loaded marine oil tankers through busy Canadian waters to provide additional safety and prevent accidents.

An escort tug is a tugboat that travels alongside loaded marine oil tankers. The tugs are there to keep the tanker safe and prevent accidents. For example, loaded marine oil tankers must be escorted by two tugs as they navigate towards terminals. When escort tugs are required (as per regulation), then the licensed marine pilot works with tugboat operators to provide safe navigation. Tugboats must meet Canadian regulations and the Guidelines for the Construction, Inspection, Certification, and Operation of Tugs < 24 Metres in Length.

A Safety of Life at Sea (SOLAS) ship, is any ship where the International Convention for the Safety of Life at Sea (SOLAS), 1974 applies.

If a tanker is a SOLAS ship on an international voyage, it must have an interim or International Ship Security Certificate. This certificate is proof that the ship has:

• completed a security assessment;
• submitted a security plan that includes how crew will:
  • monitor and protect restricted areas of the ship;
  • prevent unauthorized access; and
  • respond to a security event.
• a captain that makes sure the security plan is in place; and
• a ship operator that makes sure that all crew have a Certificate of Proficiency.