TERMPOL Surveys and Studies ENBRIDGE NORTHERN GATEWAY PROJECT FINAL - REV. 0 Prepared for: Northern Gateway Pipelines Inc. April 30, 2010
Table of Contents Table of Contents 1 Introduction... 1-1 1.1 Objective... 1-1 1.2 Abbreviations... 1-1 2 Methodology... 2-1 3 Global Trend in Maritime Shipping Safety... 3-1 4 Review of Global Oil Tanker Incidents... 4-1 4.1 Global Tanker Incidents... 4-1 4.2 Accidental Oil Spills... 4-3 5 Review of Incidents in Canadian Waters... 5-1 5.1 Shipping Incidents... 5-1 5.2 Shipping Incidents by Incident Type... 5-2 5.3 Shipping Incidents by Vessel Type... 5-2 5.4 Shipping Incidents by Geographical Region... 5-3 5.5 Oil Spills in the Western Region... 5-5 6 Review of Incidents in the Study Area... 6-1 7 Conclusion... 7-1 8 References... 8-1 List of Tables Table 6-1 Table 6-2 Details of Incidents near Prince Rupert, BC for Vessels over 1,000 gross tons for the Period of 1999 to 2008 (Source: TSB 2009)... 6-2 Incidents in the Study Area South of Prince Rupert involving Vessels over 1,000 gross tons for the Period 1999 to 2009 (Source: TSB 2009)... 6-3 April 30, 2010 FINAL - REV. 0 Page i
Table of Contents List of Figures Figure 3-1 Figure 4-1 Figure 4-2 Figure 4-3 Figure 4-4 Figure 4-5 Figure 5-1 Figure 5-2 Figure 5-3 Figure 5-4 Figure 5-5 Figure 5-6 Figure 5-7 Figure 5-8 Figure 6-1 Annual Number of Worldwide Total Loss Incidents per 1,000 Shipyears for the Selected Ship Types over the Period 1990 to 2006 (Source: LRFP 2007)... 3-2 Worldwide Incident Frequencies for the Selected Ship Types over the Period 1990 to 2006 (Source: LRFP 2007)... 4-2 Worldwide Incident Distribution by LRFP Damage Category for the Period 1990 to 2006 (Source: LRFP 2007)... 4-2 Annual Worldwide Incident Frequencies for Oil Tankers over the Period 1990 to 2006 (Source: LRFP 2007)... 4-3 Annual Number of Accidental Oil Spills Worldwide over the Period 1970 to 2008 (Source: ITOPF 2009)... 4-4 Annual Number of Accidental Oil Spills Worldwide over the Period 1990 to 2008 (Source: ITOPF 2009)... 4-5 Annual Number of Shipping Incidents in Canadian Waters over the Period 1994 to 2008 (Source: TSB 2009)... 5-1 Number of Shipping Incidents in Canadian Waters Categorized by Incident Type for the Period 2003 to 2008 (Source: TSB 2009)... 5-2 Number of Shipping Incidents in Canadian Waters Categorized by Vessel Type for the Period 2003 to 2008 (Source: TSB 2009)... 5-3 Number of Shipping Incidents in Canadian Waters Categorized by TSB Region for the Period of 2003 to 2008 (Source: TSB 2009)... 5-4 Number of Shipping Incidents in Canadian Waters Categorized by Incident Type for the Period 1994 to 2008 (Source: TSB 2009)... 5-4 Number of Incidents in the TSB Western Region of Canada for the Period of 1995 to 2008 (Source: TSB 2009)... 5-5 Number of Recorded Shipping Incidents with Vessels above 15 m causing Oil Spills in Canadian Waters, Western Region, for the Period 2001 to Mid-2009 (Source: CCG 2001-2009)... 5-6 Number of Recorded Spills at Oil Handling Facilities in Western Region of Canadian Waters for the Period 2001 to Mid-2009 (Source: CCG 2001-2009)... 5-7 Plot of Incidents for Vessels over 1,000 gross tons in the Western Region of Canada for the Period of 1999 to 2009 (Source: TSB 2009)... 6-1 Page ii FINAL - REV. 0 April 30, 2010
Section 1: Introduction 1 Introduction 1.1 Objective This report describes the casualty data survey performed as part of the TERMPOL Review Process (as described in Transport Canada document TP 743E) for the Enbridge Northern Gateway Pipelines Project. The results of the casualty data survey form the basis for the quantitative risk analysis (QRA) summarized in TERMPOL 3.15, General Risk Analysis and Intended Methods of Reducing Risks. In addition to collisions and grounding, the casualty data survey includes fire/explosion, foundering and contact incidents. This report examines available incident data at four different levels of detail, including: 1. Global incident data for bulk (liquid and dry) carriers. 2. Global incident data for oil tankers. 3. Incident data for Canadian waters (west and east coasts). 4. Incident data for the study area. Based on an analysis of the available incident data, a conclusion is made on the incident data that can be used in the QRA. 1.2 Abbreviations BC British Columbia DNV Det Norske Veritas GT Gross Tonnage ITOPF International Tanker Owners Pollution Federation LTD LNG Liquid Natural Gas LPG Liquid Petroleum Gas LRFP Lloyd s Register Fairplay (in the context of this document refers to the Lloyd s Register Fairplay incident database published annually). Note that Lloyd s Register Fairplay is now IHS Fairplay. OBO Oil Bulk Ore TERMPOL Technical Review Process of Marine Terminal Systems and Transshipment Sites (in the context of this document refers specifically to TERMPOL Review Process summarized in Transport Canada publication TP 743E). TSB Transportation Safety Board of Canada April 30, 2010 FINAL - REV. 0 Page 1-1
Section 2: Methodology 2 Methodology The casualty data survey has been completed through a review of: Lloyd s Register Fairplay world casualty database (LRFP), considered to be one of the world s most comprehensive casualty databases for the marine industry; Oil spills recorded by the International Tanker Owners Pollution Federation Ltd (ITOPF); Oil spills recorded by the Canadian Coast Guard (CCG); Incidents in Canadian waters provided by the Transportation Safety Board of Canada (TSB); and Incidents in Hecate Strait, Dixon Entrance and the Confined Channel Assessment Area (CCAA), provided by the TSB. The Lloyd s Register Fairplay casualty database lists all vessels removed from the propelled sea-going merchant fleet, as losses (which are analysed) or disposals (which are categorised). A loss occurs when a ship ceases to exist after an incident, due to it not being salvageable (actual total loss) or being salvaged and recycled (constructive total loss). A constructive total loss occurs when the cost of repair would exceed the insured value of the ship. A disposal defines a ship that has reached the end of the serviceable life and is removed from service and recycled. Details in the LRFP database include the ship name, flag, gross tonnage, year built, location and a summary of the casualty incident suffered, including the fate of the vessel and crew. The International Tanker Owners Pollution Federation (ITOPF) is a not-for-profit organisation, involved in all aspects of preparing for and responding to ship-source spills of oil, chemicals and other substances in the marine environment. Since 1970 ITOPF has maintained a database of accidental oil spills since from tankers, combined carriers and barges. The Canadian Coast Guard is a Special Operating Agency of Fisheries and Oceans Canada (DFO). The CCG helps DFO meet its responsibility to ensure safe and accessible Canadian waterways. The Canadian Coast Guard is the most definitive source of oil spills in Canadian waters. The Transportation Safety Board of Canada (TSB) is an independent agency (separate from other government agencies and departments). The TSB has a mandate to identify safety deficiencies, as evidenced by transportation occurrences. The TSB is the most definitive source of marine incidents in Canadian waters. This report summarizes the information from the above noted data sources in the following chapters: Chapter 3: Global Trend in Maritime Shipping Safety (source LRFP) Chapter 4: Review of Global Oil Tanker Incidents (source LRFP and ITOPF) Chapter 5: Review of Incidents in Canadian Waters (source TSB and CCG) Chapter 6: Review of Incidents in the Study Area (source TSB) The casualty data has been analyzed by DNV (Det Norske Veritas), and historic casualty frequencies have been calculated. April 30, 2010 FINAL - REV. 0 Page 2-1
Section 3: Global Trend in Maritime Shipping Safety 3 Global Trend in Maritime Shipping Safety The safety record in the marine industry has improved continuously in the last four decades. Lessons learned from past incidents have led to improvements in industry safety and maintenance procedures and regulations that emphasize safety and spill prevention. This report focuses on trends since 1990 which are representative of modern tanker operations such as the one planned by Northern Gateway. Incident frequencies in this report have been established for vessels over 1,000 gross tons. Smaller vessels are not representative of the size tankers that will be used on the Northern Gateway Project. The number of ship losses is generally considered the best indicator of the improved safety record of the shipping industry. The following ship types, similar to those planned to call at the Kitimat Terminal, were selected to illustrate the trend in total losses: Oil Tankers (including Product Tankers) Liquid Natural Gas (LNG) Tankers Liquid Petroleum Gas (LPG) Tankers Chemical Tankers Bulk Carriers Figure 3-1 illustrates the trend of total loss incidents for the selected ship types for the period 1990 to 2006. Because the number of vessels has increased over the same period, total losses have been plotted per 1,000 shipyears so that a relative comparison can be made between years. A shipyear is defined as one ship operating for one year. Therefore, Figure 3-1 shows for each year the number of total losses per 1,000 vessels operating for that year. The number of total losses per 1,000 shipyears has declined from an average of four (1990 to 1999) to an average of two (2000 to 2006), representing a 50% decline in terms of the average number of total loss incidents per 1,000 shipyears over the total analyzed period of 15 years. April 30, 2010 FINAL - REV. 0 Page 3-1
Section 3: Global Trend in Maritime Shipping Safety Number of total loss incidents per 1,000 shipyears 7 Total loss incidents per 1000 shipyears Average 6 5 4 3 2 1 0 1990 1992 1994 1996 1998 2000 2002 2004 2006 Figure 3-1 Annual Number of Worldwide Total Loss Incidents per 1,000 Shipyears for the Selected Ship Types over the Period 1990 to 2006 (Source: LRFP 2007) Page 3-2 FINAL - REV. 0 April 30, 2010
Section 4: Review of Global Oil Tanker Incidents 4 Review of Global Oil Tanker Incidents This chapter reviews oil tanker incidents that have occurred globally. The information presented is based on statistics for the years 1990 to 2006 obtained from LRFP and data from the International Tanker Owners Pollution Federation Ltd (ITOPF 2009). 4.1 Global Tanker Incidents As the overall global safety record for the maritime industry has improved, so too has the record for oil tankers. As shown in Figure 4-1 the incident frequency for oil tankers is among the lowest of all bulk carriers (both liquid and dry cargoes). Incidents in this section are divided into three categories: Minor Damage: Any event reported to LRFP and included in the database, not being categorized as major damage or total loss (defined below). Major Damage: Breakdown resulting in the ship being towed or requiring assistance from ashore; flooding of any compartment; or structural, mechanical or electrical damage requiring repairs before the ship can continue trading. In this context, major damage does not result in total loss. Total Loss: A total loss occurs when a vessel cannot be salvaged (actual total loss) or the insured value exceeds the repairs costs and the vessel is salvaged and recycled (constructive total loss). For the period 1990 to 2006 the total incident frequency for oil tankers is 0.018 per shipyear (18 incidents per 1,000 vessels operating for one year, often expressed in scientific notation as 1.8E-02) or one incident every 55 years per operational oil tanker (see Figure 4-1). A total world fleet of some 5,000 vessels gives an expected incident frequency of 90 per year. As can be seen from Figure 4-2, the majority of incidents are categorized as minor damage (65%), with major damage making up 33.7% and total loss only 1.3%. April 30, 2010 FINAL - REV. 0 Page 4-1
Section 4: Review of Global Oil Tanker Incidents Incident frequency for selected ship types, period 1990-2006 0.06 Minor damage Major damage Total loss Incident frequency (per ship year) 0.05 0.04 0.03 0.02 0.01 0 LNG carrier Oil tanker Bulk carrier (incl. Ore carrier) LPG carrier Tanker for Chemical Figure 4-1 Worldwide Incident Frequencies for the Selected Ship Types over the Period 1990 to 2006 (Source: LRFP 2007) Incident distribution on severity Minor damage 65.0% Total loss 1.3% Major damage (excl. Total loss) 33.7% Figure 4-2 Worldwide Incident Distribution by LRFP Damage Category for the Period 1990 to 2006 (Source: LRFP 2007) Page 4-2 FINAL - REV. 0 April 30, 2010
Section 4: Review of Global Oil Tanker Incidents In Figure 4-3 the total incident frequency is broken down by the type of incident, including: Collision: Collision with another vessel. Contact: Collision with the pier / jetty. Foundering: Sinking due to other causes (mainly structural failures). Fire / explosions. Grounding. Frequency of incidents for oil tankers, 1990-2006 Frequency (per shipyear) 1 0.1 0.01 0.001 0.0001 0.00001 Minor damage Major damage (excl. Total loss) Total loss Collision Contact Foundering Fire/explosion Grounding Incident category Figure 4-3 Annual Worldwide Incident Frequencies for Oil Tankers over the Period 1990 to 2006 (Source: LRFP 2007) 4.2 Accidental Oil Spills Another indicator of oil tanker performance is the number of oil spills recorded by the International Tanker Owners Pollution Federation Ltd (ITOPF). ITOPF records oil spill data in the following three categories: Small spills less than 7 tonnes ( 10 m 3 ). Medium spills of 7 to 700 tonnes ( 10 to 1,000 m 3 ). Large spills greater than 700 tonnes. April 30, 2010 FINAL - REV. 0 Page 4-3
Section 4: Review of Global Oil Tanker Incidents There has been a decrease in accidental oil spills greater than 7 tonnes since ITOPF started recording such data in the early 1970s (see Figure 4-4). Spikes in the number of spills in Figure 4-4 can be partly explained by increases in seaborne shipments of oil and corresponding increases in the number of operating oil tankers. Historically increases in the number of operating oil tankers usually led to an increase in the number of oil spills recorded. However, periods of increased incidents have also lead to an increased focus on the safety of oil tanker operations and new regulations. Even with a steady increase in the volume of oil being transported over the period shown below, the number of oil spills has decreased. Annual number of accidental oil spills, 1970-2008 100 90 80 7-700 Tonnes Average >700 Tonnes Average Number of spills per year 70 60 50 40 30 20 10 0 1970 1972 1974 1976 1978 1980 1982 1984 1986 1988 1990 1992 1994 1996 1998 2000 2002 2004 2006 2008 Figure 4-4 Annual Number of Accidental Oil Spills Worldwide over the Period 1970 to 2008 (Source: ITOPF 2009) As shown in Figure 4-4 the number of spills recorded over the last two decades has declined. The average number of medium spills per year has declined from an average of 28 (1990 to 1999) to an average of 14 (2000 to 2008). The average number of large spills has also declined from an average of 8 (1990 to 1999) to an average of 3.5 (2000 to 2008). Figure 4-5 shows the number of spills per year plotted for the period of 1990 to 2008. Page 4-4 FINAL - REV. 0 April 30, 2010
Section 4: Review of Global Oil Tanker Incidents Annual number of accidental oil spills, 1990-2008 60 50 7-700 Tonnes Average >700 Tonnes Average Number of spills per year 40 30 20 10 0 1990 1992 1994 1996 1998 2000 2002 2004 2006 2008 Figure 4-5 Annual Number of Accidental Oil Spills Worldwide over the Period 1990 to 2008 (Source: ITOPF 2009) April 30, 2010 FINAL - REV. 0 Page 4-5
Section 5: Review of Incidents in Canadian Waters 5 Review of Incidents in Canadian Waters The following chapter reviews incidents that have occurred in Canadian waters. The information and data presented is based on statistics obtained from the Transportation Safety Board of Canada (TSB 2009) and the Canadian Coast Guard (CCG 2009). 5.1 Shipping Incidents The incident data for Canadian waters from the TSB is categorized by Region (Western, Central, Laurentian, Maritimes, Newfoundland, Arctic and Foreign). For each incident the following information is provided: Incident causes and consequences. Vessels involved (type, size). Geographical location. Shipping incidents totalled 341 in 2008, which represents a decline of 14% from the 2007 total of 395 and a 22% reduction from the 2003 to 2007 average of 437 which is in line with international trends in maritime safety. Figure 5-1, shows the downward trend in the number of shipping incidents in Canadian waters for the period 1994 to 2008. Shipping incidents in Canadian waters, 1994-2008 Number of incidents 900 800 700 600 500 400 300 200 100 0 1994 1996 1998 2000 2002 2004 2006 2008 Figure 5-1 Annual Number of Shipping Incidents in Canadian Waters over the Period 1994 to 2008 (Source: TSB 2009) April 30, 2010 FINAL - REV. 0 Page 5-1
Section 5: Review of Incidents in Canadian Waters 5.2 Shipping Incidents by Incident Type As illustrated in Figure 5-2, the most frequent shipping incidents in Canadian waters in 2008 were groundings (20%) and fire/explosion (17%). Compared to the five-year average, the frequency of most incidents decreased, except for foundering/sinking which increased by 28% (32 versus average of 23). The reason for this increase is not known. Collisions totalled 15 in 2008, down by 17% from the 2003 to 2007 average of 18. The majority of collisions involved fishing vessels colliding with other fishing vessels. As discussed below, fishing vessels represents almost three quarters of all registered vessels (excluding pleasure crafts). Shipping incidents by accident type, 2003-2008 120 Number of Incidents 100 80 60 40 20 0 2003-2007 Average 2008 Collision Capsizing Foundering/Sinking Fire/Explosion Grounding Striking Ice Damage Propeller/Rudder/Structural Damage Flooding Other Figure 5-2 Number of Shipping Incidents in Canadian Waters Categorized by Incident Type for the Period 2003 to 2008 (Source: TSB 2009) 5.3 Shipping Incidents by Vessel Type In 2006, (the latest data available), there were 20,021 fishing vessels in Canada, representing 74% of all registered vessels excluding pleasure crafts (Transport Canada). Since 1994, approximately 50% of the vessels involved in shipping incidents have been fishing vessels (see Figure 5-3). In 2008, there were 167 fishing vessels involved in shipping incidents, which represent a 22% decrease from the 2003 to 2007 average of 224. After fishing vessels, tugs/barges (19%) and bulk carriers/obo (Oil Bulk Ore) vessels (12%) were most often involved in shipping incidents. Tugs were one of the few vessel types that saw an increase in incidents in 2008, with ferries being the only other category which experienced one incident more than average. Page 5-2 FINAL - REV. 0 April 30, 2010
Section 5: Review of Incidents in Canadian Waters In 2008 there were five tankers involved in incidents, which represents almost half the number from 2007, and is a significant decrease from the five-year average of 12. Figure 5-3 shows the number of incidents per vessel type in Canadian waters. Shipping Incidents by Vessel Type, 2003-2008 Number of Incidents 250 200 150 100 50 2003-2007 Average 2008 0 Cargo Bulk Carrier/OBO Tanker Tug Barge Ferry Passenger Fishing Service vessel Non-commercial Other Figure 5-3 Number of Shipping Incidents in Canadian Waters Categorized by Vessel Type for the Period 2003 to 2008 (Source: TSB 2009) 5.4 Shipping Incidents by Geographical Region In 2008, 31% of shipping incidents occurred in the Western Region (see Figure 5-4). According to Transport Canada, in 2006 vessels registered in the Western Region comprised 31% of all Canadian registered vessels (excluding pleasure craft). Fishing vessel incidents were the most common in the Western Region where, according to Transport Canada, in 2006, fishing vessels comprised 47% of all vessels registered in the Western Region (excluding pleasure craft). The Arctic Region was the only region that showed an increase in shipping incidents compared to the average of 2003 to 2007, that being from 4 to 5. All other regions saw a drop in the number of incidents in 2008. The Laurentian, Central, Maritimes and Newfoundland Regions each accounted for 13% to 18% of the total number of shipping incidents in Canadian waters. The remaining 3% of shipping incidents took place in foreign (non-canadian) waters or in the Arctic Region. April 30, 2010 FINAL - REV. 0 Page 5-3
Section 5: Review of Incidents in Canadian Waters Number of Incidents 140 120 100 80 60 40 20 0 Western Shipping incidents by region, 2003-2008 2003-2007 Average 2008 Central Laurentian Maritimes Newfoundland Arctic Foreign Figure 5-4 Number of Shipping Incidents in Canadian Waters Categorized by TSB Region for the Period of 2003 to 2008 (Source: TSB 2009) The relatively high rate of engine/rudder/propeller faults leading to an incident should be noted (see Figure 5-5). These types of faults correlate closely with the high number of groundings, which are very often a result of engine or rudder failures, as seen in Figure 5-2. In Figure 5-6 the term close-quarters refers to collisions that were narrowly avoided. It is mandatory that close-quarters and the other incidents in Figure 5-6 be reported to the TSB if they occur in Canadian waters. Reportable incidents by type - Canadian waters, 1994-2008 Number of Incidents 1400 1200 1000 800 600 400 200 0 Close-quaters situation Engine/Rudder/Propeller Cargo Trouble Personal Incidents Other Figure 5-5 Number of Shipping Incidents in Canadian Waters Categorized by Incident Type for the Period 1994 to 2008 (Source: TSB 2009) Page 5-4 FINAL - REV. 0 April 30, 2010
Section 5: Review of Incidents in Canadian Waters Figure 5-6, applies to the Western Region where the majority of incidents (55%) involve fishing vessels. However, as previously stated, in 2006 fishing vessels comprised 47% of all registered vessels (excluding pleasure craft) in the Western Region (Transport Canada). The second largest contributor is tug/barges trading in the area. 1400 1200 1000 Number of incidents 800 600 400 200 0 Cargo/Bulk Carrier/ OBO/Tanker Incidents in Western region, 1995-2008 Ferry/Passenger Tug/Barge Fishing Other Figure 5-6 Number of Incidents in the TSB Western Region of Canada for the Period of 1995 to 2008 (Source: TSB 2009) 5.5 Oil Spills in the Western Region All pollution or threats of pollution in the Canadian waters must be reported to the Canadian Coast Guard (CCG). Statistics provided by CCG (CCG 2001-2009) include reports of more than 6,000 incidents in the Western Region from 2001 to mid-2009. The following should be noted with regard to the incident reports: Reporting of vessel dimensions is not mandatory, and approximately 20% of the reported incidents have vessel dimensions recorded; Approximately 30% of the reported incidents have a spill quantity recorded; Incidents relate to both actual spills and potential spills (where there was no release of pollutants into the environment); Incidents relate to all pollutant types, whether petroleum-based, chemical, or unknown. April 30, 2010 FINAL - REV. 0 Page 5-5
Section 5: Review of Incidents in Canadian Waters The following Figure 5-7 for recorded spills of petroleum products associated with vessels greater than 15 m in length has been compiled by considering the following: Only incidents relating to petroleum pollutants are included. Multiple reporting of an incident relating to the same vessel counted as a single incident. Potential spills are not included Incidents with no spill volume recorded are not included. As can be seen from Figure 5-7, 6 incidents, representing approximately 4% of the recorded total of 163, have caused spills of more than 5 m 3, while 140, or 86 %, of the accidental spills are less than 1 m 3, and 21 % less than 10 litres. Incidents in Western Region with Oil Spill (vessels > 15 m) 35 30 Number of incidents 25 20 15 10 Spill < 10 litres Spill 10-50 litres Spill 50 litres - 1m³ Spill 1-5 m³ Spill > 5 m³ 5 0 2001 2002 2003 2004 2005 2006 2007 2008 2009 Figure 5-7 Number of Recorded Shipping Incidents with Vessels above 15 m causing Oil Spills in Canadian Waters, Western Region, for the Period 2001 to Mid-2009 (Source: CCG 2001-2009) Filtering the incident statistics to show only recorded spills that occurred at oil handling facilities, gives a total of 63 spills during these years, based on the following: Incidents with no spill volume recorded are not included. This is illustrated in Figure 5-8 below. Only 6 accidents, or slightly below 10% of the recorded total, resulted in spills exceeding 1 m 3. Page 5-6 FINAL - REV. 0 April 30, 2010
Section 5: Review of Incidents in Canadian Waters Spills at oil handling facilities in Western Region 16 14 Number of incidents 12 10 8 6 4 2 Spill < 10 litres Spill 10-50 litres Spill 50 litres - 1m³ Spill 1-5 m³ Spill > 5 m³ 0 2001 2002 2003 2004 2005 2006 2007 2008 2009 Figure 5-8 Number of Recorded Spills at Oil Handling Facilities in Western Region of Canadian Waters for the Period 2001 to Mid-2009 (Source: CCG 2001-2009) April 30, 2010 FINAL - REV. 0 Page 5-7
Section 6: Review of Incidents in the Study Area 6 Review of Incidents in the Study Area In order to better understand the effect local conditions may have on the overall incident frequency, DNV examined incidents occurring in the study area, as shown below in Figure 6-1. The figure plots the location of incidents (marked as green stars) that occurred between 1999 and 2009 in the Western Region (TSB 2009). So that a comparison can be made to the size of vessels that are planned to call at the Kitimat Terminal, only incidents that have resulted in damage to vessels over 1,000 gross tons are included. As can be seen from Figure 6-1, there have been eight incidents in the area of the Port of Prince Rupert, two in the approaches to Kitimat, two at the Port of Kitimat, and one in Hecate Strait. 13 Figure 6-1 Plot of Incidents for Vessels over 1,000 gross tons in the Western Region of Canada for the Period of 1999 to 2009 (Source: TSB 2009) April 30, 2010 FINAL - REV. 0 Page 6-1
Section 6: Review of Incidents in the Study Area Table 6-1 describes the incidents at Prince Rupert and Table 6-2 describes the incidents in the approaches to Kitimat, the Port of Kitimat and Hecate Strait. Table 6-1 Details of Incidents near Prince Rupert, BC for Vessels over 1,000 gross tons for the Period of 1999 to 2008 (Source: TSB 2009) ID (ref. Fig. 6-1) Date Location Incident Type Ship Type 1 9-Apr 1999 2 20-Mar 2000 3 18-Jun 2001 4 6-Jan 2004 5 16-Jun 2004 6 10-Sep 2005 7 11-Mar 2008 8 5-May 2008 SE of Kinahan Islands Grounding, taking Water Gross tonnage Damage Severity Bulk Carrier 87,803 Extensive Prince Rupert Grounding Bulk carrier 20,433 Considerable Duncan Bay Striking General Cargo and Container Lucy Island, Chatham Sound 30,745 Minor Capsize Barge 1,617 Extensive New Westminster Striking Barge 2,141 Minor Prince Rupert Harbour Striking Passenger 50,764 Minor Prince Rupert Taking Water Barge 4,411 Considerable Rose Spit Struck by another Vessel Bulk Carrier 35,899 Some Table 6-2 shows that out of the five incidents south of Prince Rupert four occurred in the CCAA and one occurred in Hecate Strait. Two incidents occurred at a terminal in Kitimat where bulk carriers struck the pier and reported minor damage. The most severe incident was a BC Ferries passenger ship that ran aground on Gil Island and subsequently sank. In addition, one case of heavy weather damage to a bulk carrier was reported in Hecate Strait. Page 6-2 FINAL - REV. 0 April 30, 2010
Section 6: Review of Incidents in the Study Area Table 6-2 Incidents in the Study Area South of Prince Rupert involving Vessels over 1,000 gross tons for the Period 1999 to 2009 (Source: TSB 2009) ID (ref. Fig. 6-1) Date Location Incident Type Ship Type 9 5-Mar 2003 10 22-Mar 2006 11 3-Dec 2006 12 8-Jan 2008 13 25-Sept 2009 Kitimat, Eurocan Terminal Juan Point, Gil Island Kitimat, Eurocan Terminal Hecate Strait Gross tonnage Damage Severity Striking Bulk Carrier 28,805 Dent Grounding and Sinking Ferry - Passenger / Vehicle 8,889 Total Loss (Sinking) Striking General cargo 30,745 Minor Heavy weather damage Bulk carrier 29,381 Considerable Douglas Channel Grounding Bulk carrier 27,818 Dent April 30, 2010 FINAL - REV. 0 Page 6-3
Section 7: Conclusion 7 Conclusion The casualty data survey shows that there has been a decline in the number of incidents both internationally and in Canadian waters over the period from 1990 to 2006. This is illustrated by the annual number of total losses per 1,000 shipyears for large liquid bulk carriers that has declined from an average of 4, over the period from 1990 to 1999, to an average of 2 over the period from 2000 to 2006. Oil tankers have seen an improvement in safety performance and have the lowest incident frequency of all bulk carriers (liquid and dry bulk). Public and regulatory scrutiny of tanker design, operation, inspection and maintenance continues to contribute to improvements in safety. This assertion is supported by the average number of oil spills over 7 tonnes recorded by ITOPF, which has declined from an average of 79, over the period of 1970 to 1979, to 17 over the period of 2000 to 2008. In 2008 only eight oil spills above 7 tonnes were recorded. After examining TSB and CCG records of incidents in Canadian waters, it has been determined that incidents in the study area involving commercial deep-sea vessels are so infrequent that no statistical conclusion on the historic and future trend in incidents can be made. In order to provide a valid statistical foundation for the QRA, incident data covering a larger geographical area must be used. Therefore, data from Lloyd s Register Fairplay will be used in the QRA and scaled to local conditions. The QRA process is summarized in TERMPOL 3.15. April 30, 2010 FINAL - REV. 0 Page 7-1
Section 8: References 8 References 1. LRFP 2007 Lloyd s Register Fairplay Incident Database and World Fleet Statistics 2. ITOPF 2009 International Tanker Owners Pollution Federation Ltd., www.itopf.org 3. CCG 2001-2009 Oil Spill Statistics from the Canadian Coast Guard, 2001 to 2009 4. TSB 2009 Transportation Safety Board of Canada Marine Statistics http://www.tsb.gc.ca/eng/stats/marine/index.asp 5. Transport Canada Transport Canada Vessel Registration http://www.tc.gc.ca/eng/marinesafety/oep-vesselreg-registration-menu- 2311.htm April 30, 2010 FINAL - REV. 0 Page 8-1