section 3.8: casualty data survey termpol surveys and studies · section 3.8: casualty data survey...

Section 3.8: Casualty Data Survey

TERMPOL Surveys and Studies

ENBRIDGE NORTHERN GATEWAY PROJECT

FINAL - REV. 0

Prepared for: Northern Gateway Pipelines Inc.

April 30, 2010

Northern Gateway Pipelines Inc. Section 3.8: Casualty Data Survey Table of Contents

April 30, 2010 FINAL - REV. 0 Page i

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 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

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) ............................................................................... 6-3

Northern Gateway Pipelines Inc. Section 3.8: Casualty Data Survey Table of Contents

Page ii FINAL - REV. 0 April 30, 2010

List of Figures

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) ............................................ 3-2

Figure 4-1 Worldwide Incident Frequencies for the Selected Ship Types over the Period 1990 to 2006 (Source: LRFP 2007) ...................................... 4-2

Figure 4-2 Worldwide Incident Distribution by LRFP Damage Category for the Period 1990 to 2006 (Source: LRFP 2007) ............................................ 4-2

Figure 4-3 Annual Worldwide Incident Frequencies for Oil Tankers over the Period 1990 to 2006 (Source: LRFP 2007) ............................................ 4-3

Figure 4-4 Annual Number of Accidental Oil Spills Worldwide over the Period 1970 to 2008 (Source: ITOPF 2009) ...................................................... 4-4

Figure 4-5 Annual Number of Accidental Oil Spills Worldwide over the Period 1990 to 2008 (Source: ITOPF 2009) ...................................................... 4-5

Figure 5-1 Annual Number of Shipping Incidents in Canadian Waters over the Period 1994 to 2008 (Source: TSB 2009) ............................................... 5-1

Figure 5-2 Number of Shipping Incidents in Canadian Waters Categorized by Incident Type for the Period 2003 to 2008 (Source: TSB 2009) ............. 5-2

Figure 5-3 Number of Shipping Incidents in Canadian Waters Categorized by Vessel Type for the Period 2003 to 2008 (Source: TSB 2009) ............... 5-3

Figure 5-4 Number of Shipping Incidents in Canadian Waters Categorized by TSB Region for the Period of 2003 to 2008 (Source: TSB 2009) ........... 5-4

Figure 5-5 Number of Shipping Incidents in Canadian Waters Categorized by Incident Type for the Period 1994 to 2008 (Source: TSB 2009) ............. 5-4

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

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) ............................. 5-6

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) ..................................................................... 5-7

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) ....................................................................................................... 6-1

Northern Gateway Pipelines Inc. Section 3.8: Casualty Data Survey Section 1: Introduction

April 30, 2010 FINAL - REV. 0 Page 1-1

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

Northern Gateway Pipelines Inc. Section 3.8: Casualty Data Survey 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.

Northern Gateway Pipelines Inc. Section 3.8: Casualty Data Survey 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.

Northern Gateway Pipelines Inc. Section 3.8: Casualty Data Survey Section 3: Global Trend in Maritime Shipping Safety

Page 3-2 FINAL - REV. 0 April 30, 2010

Number of total loss incidents per 1,000 shipyears

0

1

2

3

4

5

6

7

1990 1992 1994 1996 1998 2000 2002 2004 2006

Total loss incidents per 1000 shipyears Average

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)

Northern Gateway Pipelines Inc. Section 3.8: Casualty Data Survey 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%.



Incident frequency for selected ship types, period 1990 - 2006

0

0.01

0.02

0.03

0.04

0.05

0.06

LNG carrier Oil tanker Bulk carrier (incl. Orecarrier)

LPG carrier Tanker for Chemical

Inci

dent

freq

uenc

y (p

er s

hip

year

)

Minor damage Major damage Total loss

Figure 4-1 Worldwide Incident Frequencies for the Selected Ship Types over the Period 1990 to 2006 (Source: LRFP 2007)

Incident distribution on severity

Total loss1.3%

Minor damage65.0%

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)



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

0.00001

0.0001

0.001

0.01

0.1

1

Collision Contact Foundering Fire/explosion Grounding

Incident category

Freq

uenc

y (p

er s

hipy

ear)

Minor damage Major damage (excl. Total loss) Total loss

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 m3).

• Medium spills of 7 to 700 tonnes (≈10 to 1,000 m3).

• Large spills greater than 700 tonnes.



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

0

10

20

30

40

50

60

70

80

90

100

1970 1972 1974 1976 1978 1980 1982 1984 1986 1988 1990 1992 1994 1996 1998 2000 2002 2004 2006 2008

Num

ber o

f spi

lls p

er y

ear

7-700 TonnesAverage>700 TonnesAverage

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.



Annual number of accidental oil spills, 1990 - 2008

0

10

20

30

40

50

60

1990 1992 1994 1996 1998 2000 2002 2004 2006 2008

Num

ber o

f spi

lls p

er y

ear

7-700 TonnesAverage>700 TonnesAverage

Figure 4-5 Annual Number of Accidental Oil Spills Worldwide over the Period 1990 to 2008 (Source: ITOPF 2009)

Northern Gateway Pipelines Inc. Section 3.8: Casualty Data Survey 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

0100200300400500600700800900

1994 1996 1998 2000 2002 2004 2006 2008

Num

ber o

f inc

iden

ts

Figure 5-1 Annual Number of Shipping Incidents in Canadian Waters over the Period 1994 to 2008 (Source: TSB 2009)



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

0

20

40

60

80

100

120

Collisio

n

Capsiz

ing

Foun

derin

g/Sink

ing

Fire/E

xplos

ion

Ground

ing

Striking

Ice D

amag

e

Propell

er/Rud

der/S

tructu

ral D

amag

e

Flood

ingOthe

r

Num

ber o

f Inc

iden

ts

2003-2007 Average2008

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.



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

0

50

100

150

200

250

Cargo

Bulk C

arrier/O

BOTan

ker

TugBarg

eFerr

y

Passe

nger

Fishing

Service

vess

el

Non-com

mercial

Other

Num

ber o

f Inc

iden

ts

2003-2007 Average2008

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.



Shipping incidents by region, 2003-2008

0

20

40

60

80

100

120

140

Wester

n

Centra

l

Laure

ntian

Maritim

es

Newfou

ndlan

dArct

ic

Forei

gn

Num

ber

of In

cide

nts 2003-2007 Average

2008

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

0200400600800

100012001400

Close-q

uater

s situ

ation

Engine

/Rud

der/P

ropell

er

Cargo T

rouble

Person

al Inc

idents Othe

r

Num

ber o

f Inc

iden

ts

Figure 5-5 Number of Shipping Incidents in Canadian Waters Categorized by Incident Type for the Period 1994 to 2008 (Source: TSB 2009)



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.

Incidents in Western region, 1995-2008

0

200

400

600

800

1000

1200

1400

Ferry/Pass

enge

r

Tug/Barg

e

Fishing

Other

Num

ber o

f inc

iden

ts

Cargo/B

ulk C

arrier

/

OBO/Tanke

r

Incidents in Western region, 1995-2008

0

200

400

600

800

1000

1200

1400

Ferry/Pass

enge

r

Tug/Barg

e

Fishing

Other

Num

ber o

f inc

iden

ts

Cargo/B

ulk C

arrier

/

OBO/Tanke

r

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.



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 m3, while 140, or 86 %, of the accidental spills are less than 1 m3, and 21 % less than 10 litres.

Incidents in Western Region with Oil Spill (vessels > 15 m)

0

5

10

15

20

25

30

35

2001 2002 2003 2004 2005 2006 2007 2008 2009

Num

ber o

f inc

iden

ts

Spill < 10 litresSpill 10 - 50 litresSpill 50 litres - 1m³Spill 1 - 5 m³Spill > 5 m³

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 m3.



Spills at oil handling facilities in Western Region

0

2

4

6

8

10

12

14

16

2001 2002 2003 2004 2005 2006 2007 2008 2009

Num

ber o

f inc

iden

ts

Spill < 10 litresSpill 10 - 50 litresSpill 50 litres - 1m³Spill 1 - 5 m³Spill > 5 m³

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)

Northern Gateway Pipelines Inc. Section 3.8: Casualty Data Survey 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.

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)

13



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 Gross

tonnage Damage Severity

1 9-Apr 1999

SE of Kinahan Islands

Grounding, taking Water

Bulk Carrier 87,803 Extensive

2 20-Mar 2000

Prince Rupert Grounding Bulk carrier 20,433 Considerable

3 18-Jun 2001

Duncan Bay Striking General Cargo and Container

30,745 Minor

4 6-Jan 2004

Lucy Island, Chatham Sound

Capsize Barge 1,617 Extensive

5 16-Jun 2004

New Westminster Striking Barge 2,141 Minor

6 10-Sep 2005

Prince Rupert Harbour

Striking Passenger 50,764 Minor

7 11-Mar 2008

Prince Rupert Taking Water Barge 4,411 Considerable

8 5-May 2008

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.



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 Gross

tonnage Damage Severity

9 5-Mar 2003

Kitimat, Eurocan Terminal

Striking Bulk Carrier 28,805 Dent

10 22-Mar 2006

Juan Point, Gil Island

Grounding and Sinking

Ferry - Passenger / Vehicle

8,889 Total Loss (Sinking)

11 3-Dec 2006

Kitimat, Eurocan Terminal

Striking General cargo 30,745 Minor

12 8-Jan 2008

Hecate Strait Heavy weather damage

Bulk carrier 29,381 Considerable

13 25-Sept 2009

Douglas Channel Grounding Bulk carrier 27,818 Dent

Northern Gateway Pipelines Inc. Section 3.8: Casualty Data Survey 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.

Northern Gateway Pipelines Inc. Section 3.8: Casualty Data Survey 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

http://www.itopf.org/�

http://www.tsb.gc.ca/eng/stats/marine/index.asp�

http://www.tc.gc.ca/eng/marinesafety/oep-vesselreg-registration-menu-2311.htm�

http://www.tc.gc.ca/eng/marinesafety/oep-vesselreg-registration-menu-2311.htm�

section 3.8: casualty data survey termpol surveys and studies · section 3.8: casualty data survey...

Documents