Safety

Rutter Inc., a leading provider of advanced radar solutions, is proud to announce a collaboration with Wärtsilä, a global leader in smart technologies, and Seaspan Shipyards, a leading shipbuilder, to deliver the cutting-edge sigma S6 Oil Spill Detection and Ice Navigator™ systems for a new icebreaker being built in British Columbia, Canada, as part of the Canadian Coast Guard Polar Icebreaker Program.

The collaboration between Rutter Inc., Wärtsilä, and Seaspan underscores a shared commitment to innovation, safety, and environmental protection in polar regions. By combining Rutter Inc.’s expertise in radar-based technologies, Wärtsilä’s marine technology, and Seaspan’s vessel construction expertise, the companies aim to provide comprehensive solutions tailored to the unique challenges of the high Arctic environment.

Rutter’s sigma S6 Oil Spill Detection System leverages cutting-edge sensor technology and real-time data analysis, empowering operators to swiftly identify and address potential oil spill incidents, safeguarding sensitive ecosystems and wildlife habitats.

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As part of our work promoting safety at sea under the Oceans Protection Plan, Transport Canada is reviewing how we oversee domestic commercial vessels.

We want to hear from you!

We want to hear how you think we could improve our domestic small vessel oversight system. Our goal is to make sure we use our resources in the best way to keep Canadians as safe as possible.

Our consultation will take place in phases. In this first phase, we’re looking for your feedback on how we can meet your oversight and safety expectations.

Your feedback will be used alongside research on international practices, an internal Transport Canada review, and an examination of incident data, to help us develop options for a new approach to oversight.

Once we’ve developed these options, we will hold another online consultation and ask for your feedback.

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Submit Application by September 18, 2024, 1:00 PST

The CSSP has launched eight new challenges to improve safety and security capabilities through science and technology. Funding will be available for innovative solutions to the following eight challenges:

• Wildfire firefighting ‘’Common operating picture’’;
• Community resilience research;
• Biometrics for defence and security;
• Border security and domain awareness;
• Position, navigation, and timing;
• Detection of threat materials;
• Preparation for neglected, emerging, and re-emerging diseases; and,
• Risk reduction for small modular reactors (SMRs) and radiological-nuclear (RN) materials.

Submit your application by September 18, 2024, 14:00 EDT.

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This year we celebrate the birth of Samuel Plimsoll, born two hundred years ago and whose lasting legacy of the load line, or Plimsoll Line, continues to save countless lives at sea today.

Together with his wife Eliza, Plimsoll – then Member of Parliament for the UK city of Derby – led a decades-long legal, social, and political battle for justice against the dangerous practice of overloading of ships.  Overloading impacts crews' ability to operate vessels safely, and before the introduction of the load line during the 1870s, sailings often resulted in fatalities.

Despite the optional use of the ‘Lloyd’s Rule’ introduced in 1835, that required three inches of freeboard per foot of depth, transatlantic ships leaving UK ports were often loaded as deep in the water as canal boats. One contemporary report given by a sailor’s widow during an enquiry after the loss of her husband’s ship, explains how, after saying farewell onboard, she stepped up, rather than down, from the deck to a rowing boat that lay alongside.

The issuance of international load line certificates is an enduring part of the Plimsoll legacy, but was a long campaign met with resistance along the way.

Whilst the load line became compulsory for all ships entering British ports from 1876, owners could position the line themselves. Rules governing the line were finally fixed by independent authorities in 1890. Load lines were governed in this way until 1966, when sixty nations adopted the International Convention of Load Lines (last amended in 2019). Since then, the number of signatories to the convention has grown to 162.

It is hard to quantify just how many lives may have been saved over the years by the tireless work of Eliza and Samuel Plimsoll. We know from Board of Trade reports that in 1871 a total of 856 ships went down within 10 miles of the British coast in conditions that were no worse than a strong breeze. Overloading and unseaworthiness caused some 500 seamen a year to drown. We can only extrapolate from those 500 British lives a year the impact of a global load line measured over 134 years.

During his campaigns, Plimsoll suffered vilification and libel cases – some from fellow MPs – which almost ruined him, but he earned the support of the nation, while Eliza’s catalytic work was recognised with tributes in several British cities and abroad. One characteristic testimonial in praise of Plimsoll from seamen in Hamburg, as featured in Lloyd’s Register Foundation’s groundbreaking Rewriting Women into Maritime project, refers to ‘your dear wife to whom we look with reverence as your untiring coadjutor in your great and ennobling work trying to prevent shipwrecks and loss of life, widows’ tears and orphans’ cries’.

The load line continues to be challenged despite the proven success. The pressure is always to increase cargo – and therefore profitability – either by adjusting the line (as happened in 1906, when the Winter North Atlantic level was removed, to be later reinstated for vessels 328 feet or less in length), or by flouting the rules. European and Canadian authorities reported 3,197 breaches of the load line regulations internationally as recently as 2005.

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This chapter seeks to outline the three functions required to ensure safe shipping in Canada’s Arctic; namely, safety, security and defence. Departments and their personnel ensure safe shipping via information, education and aids to navigation (safety function), enforcement of shipping laws (the constabulary or security function) and providing credible deterrence and defence against threats (the defence mandate). Thus, when it comes to safe shipping in Canada’s Arctic, Transport Canada, Canadian Ice Service (CIS), Canadian Hydrographic Service (CHS) and the Canadian Coast Guard (CCG) as well as others, ship operators, and Indigenous governments, organizations, local communities and territorial governments, work to ensure that shipping in Canada’s Arctic is safe. Other agencies, including the CAF, contribute to safety to be sure, but the main agencies of note are mainly civilian and local agencies. The Royal Canadian Mounted Police (RCMP), Transport Canada, the Department of Fisheries and Oceans (DFO), the Canadian Border Services Agency (CBSA) and others ensure Canadian laws are respected. To deter and prosecute armed conflict, the CAF, especially the Royal Canadian Navy (RCN), seek to deter, deny and defeat State and non-State-based threats, such as a sea-launched missile, and monitor the movement of other military vessels.

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You are invited to comment on changes to marine safety and security regulations by attending regional or national meetings of the CMAC .

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Ship Safety Bulletins are issued by Transport Canada's Marine Safety Directorate and are aimed at owners, authorized representatives and operators of commercial vessels, including other interested marine industry stakeholders. The bulletins are a source of accurate and up-to-date ship safety information, paramount to the safety of life at sea and one of the important mechanisms for conveying timely information pertaining to safeguards against identified risks and/or direction to industry. 

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