NOTICES TO MARINERS
PUBLICATION
WESTERN EDITION

ANGUNIAQVIA NIQIQYUAM MARINE PROTECTED AREA (ANMPA) AND TARIUM NIRYUTAIT MARINE PROTECTED AREAS (TNMPA) – BELUGA AND BOWHEAD WHALE PROTECTION: VOLUNTARY AVOIDANCE AND SLOWDOWN AREAS

(Recurrent publication of notice *809/19, originally published in the Notices to Mariners Publication - Western Edition 08/2019.)

The two established Marine Protected Areas (MPAs) in Canada’s Western Arctic are located within the Inuvialuit Settlement Region, as such all activities must comply with the Inuvialuit Final Agreement. Protection and preservation of Arctic wildlife, the environment and biological productivity is one of the principles of the Inuvialuit Final Agreement and it is this principle that led the Inuvialuit Regional Corporation and the Inuvialuit Game Council to initiate establishment of the Western Arctic MPAs. The waters in and near the MPAs, and the offshore marine habitats of the Beaufort Sea and Amundsen Gulf, are important summer foraging habitats used seasonally (May-October) by the Eastern Beaufort Sea beluga stock, and the Bering-Chukchi-Beaufort bowhead population.

REGULATORY PROTECTION MEASURES

All whale species are protected under the Marine Mammal Regulations, pursuant to the Fisheries Act. Within the boundaries of the MPAs, a general prohibition is set out in the Regulations, pursuant to the Oceans Act. Any incident with a marine mammal within the MPAs must be reported within two hours after its occurrence, to the Canadian Coast Guard. For marine wildlife sightings and incidents such as collisions that occur outside the MPAs or for any situation involving a marine mammal that is dead or in trouble, contact Fisheries and Oceans Canada, Inuvik office at (867) 777-7500.

For more information on the ANMPA and TNMPA, including local contacts and species specific minimum distances, see Section A2 - Notices 5 and 5A.3 of the Notices to Mariners Annual Edition 2019.

VOLUNTARY PROTECTION MEASURES

Voluntary measures are in effect from June 1^st to October 31^st, 2019. See map above.

These measures apply to merchant vessels, cruise ships, small vessels and adventure craft within the boundaries of the MPAs and the additional identified areas to prevent collisions with whales and to mitigate the underwater noise generated by the vessels. These measures should only be taken when they will not jeopardize navigational safety.

Avoid (red area): To reduce the risk of underwater noise disturbance and collisions with whales within the MPAs, vessels should avoid transiting through the MPAs if possible. If passage through this area is required, vessels should slow down to a maximum speed through the water of 10 knots and post a lookout such as a marine mammal observer in order to increase the chances of seeing the whales and thus taking necessary measures to avoid them. If bypassing the whales is not possible, slow down and wait for the animals to move away to a distance greater than 400 metres (0.215 nautical miles) before resuming original speed up to 10 knots. It is more difficult to see the animals in rain, fog, or in rough sea states, therefore increased caution is recommended.

Slow down to 10 knots or less (yellow area): To reduce the risk of underwater noise disturbance and collisions with whales within this area, it is recommended that vessels should slow down to a maximum speed through the water of 10 knots, remain in the navigation and marked community supply channels and post a lookout.

These voluntary measures are secondary to rights under the Inuvialuit Final Agreement.

MPA Coordinates

The Tarium Niryutait Marine Protected Areas consist of three areas of the Mackenzie Bay: Okeevik, Kittigaryuit and Niaqunnaq. The three areas are bounded by rhumb lines connecting the following geographical coordinates [North America Datum 1983 (NAD 83)/World Geodetic System (WGS 84)].

Okeevik Sub Area

Kittigaryuit Sub Area

Niaqunnaq Sub Area

The Anguniaqvia niqiqyuam Marine Protected Areas consist of two areas in Darnley Bay and Amundsen Gulf in the Beaufort Sea: Zone 1 and Zone 2. The areas consist of the seabed, the subsoil to a depth of five metres and the water column, including the sea ice. The two areas are bounded by straight lines connecting the following geographical coordinates [North America Datum 1983 (NAD 83)].

Zone 1

Zone 2

*815(P)HOWE SOUND – DAYBEACON TO BE DISCONTINUED

Reference Chart: 3526

The Canadian Coast Guard proposes to permanently discontinue the following aid to navigation:

Comments on this action are solicited from mariners and other interested parties by November 29, 2019, three months following the initial publication date of August 30, 2019. Following this date, this notice will be cancelled. Comments should be directed to the following:

A/Superintendent, Glenna Evans
Aids to Navigation & Waterways, Western Region
Canadian Coast Guard
25 Huron Street
Victoria, BC V8V 4V9
Telephone: (250) 480-2602
Fax: (250) 480-2702
Email: glenna.evans@dfo-mpo.gc.ca

Any objections raised must state the facts on which they are based and should include supporting information on safety, commerce and public benefit.

(P2019-099)

*901CANADIAN HYDROGRAPHIC SERVICE – NAUTICAL CHARTS

*902CANADIAN HYDROGRAPHIC SERVICE – ELECTRONIC NAVIGATIONAL CHARTS

*903CANADIAN HYDROGRAPHIC SERVICE – RASTER DIGITAL CHARTS (BSB V3)

*904CANADIAN COAST GUARD PUBLICATION – AMENDMENTS TO NOTICES TO MARINERS ANNUAL EDITION 2019 - SECTION D, NOTICE 29: COMMUNICATIONS FROM AIRCRAFT: DISTRESS, URGENCY AND SAFETY SIGNALS

Starting from Page 1:

AMEND AS FOLLOWS:

The following is an extract from Air Navigation Order, Series V, No. 6, the Canada Flight Supplement (CFS) and the Aeronautical Information Manual (AIM) and other documents:

1None of the provisions in this order shall prevent the use, by an aircraft in distress, of any means at its disposal to attract attention, make known its position and obtain help.

Distress Signals

2The following signals, used either together or separately, mean that grave and imminent danger threatens, and immediate assistance is requested:

Airborne

(a)a signal made by radiotelegraphy or by any other signalling method consisting of the group . . . - - - . . .
in Morse Code
(b)a signal sent by radiotelephony consisting of the spoken word Mayday, (3 times),

(c)When lost or in distress and unable to make radio contact, aircraft will fly two triangles as depicted, resume course, repeat at 5 minute intervals.

From the Ground

(a)rockets or shells throwing red lights, fired one at a time at short intervals,
(b)a parachute flare showing a red light,
(e)the two-flag signal corresponding to the letters NC of the International Code of Signals,
(f)a signal consisting of a square flag having above it or below it a ball or anything resembling a ball,
(g)a gun or other explosive signal fired at intervals of about a minute,
(c)a smoke signal giving off a volume of orange-coloured smoke.

3The following procedures performed in sequence by an aircraft shall mean that the aircraft is directing a vessel towards an aircraft, ship or person in distress:

3Signals used by aircraft engaged in search and rescue operations to direct ships towards an aircraft, ship or person in distress:

(a)CIRCLE the vessel at least once,
(b)CROSS the vessel’s projected course of the vessel close AHEAD at a low altitude while ROCKING the wings. (Opening and closing the throttle or changing the propeller pitch may also be practiced as an alternative means of attracting attention to that of rocking wings. This form of sound signal may be less effective.)
(c)HEAD in the direction in which the vessel is to be directed; and,
(d)if the vessel does not respond, repeat the manoeuvres described in (a), (b) and (c), with the same meaning.

Note: Opening and closing the throttle or changing the propeller pitch may also be practiced as an alternative means of attracting attention to that of rocking wings. However, this form of sound signal may be less effective than the visual signal of rocking the wings owing to high noise level on board the vessel.

4The following procedure performed by an aircraft shall mean that the assistance of the vessel to which the signal is directed is no longer required: crossing the wake of the surface craft close astern at low altitude while rocking the wings (opening or closing the throttle or changing the propeller pitch may be used instead but is less effective).

Urgency Signals

4(1) The following signals, used either together or separately, mean that an aircraft wishes to give notice of

difficulties which compel it to land without requiring immediate assistance:

(a)the repeated switching on and off of the landing lights; or
(b)the repeated switching on and off of the navigation lights in such manner as to be distinct from flashing navigation lights.
(c)a succession of white pyrotechnical lights.

(2)The following signals, used either together or separately, mean that an aircraft has a very urgent message to transmit concerning the safety of a ship, aircraft or other vehicle, or some person on board or within sight:

(a)in radio/telegraphy, three repetitions of the group XXX, sent with the letters of each group, and the successive groups clearly separated from each other;

(a) in radiotelephony, three repetitions of the expression PAN PAN.

(c)a succession of green pyrotechnical lights;
(d)a succession of green flashes with signal apparatus.

Safety Signals

6The following signals, used either together or separately, mean that an aircraft is about to transmit a message concerning the safety of navigation or giving important meteorological warnings:

(a)in radio/telegraphy, three repetitions of the group TTT, sent with the letters of each group and the successive groups clearly separated from each other;
(b)in radio/telephony, the word SECURITE pronounced as the French word SÉCURITÉ, repeated three times, (to which correspond in English pronunciation the syllables SAYCURE-E-TAY).

Note:Annex IV 1(l) and (m) of Schedule I of the Collision Regulations provides for a radio signal for use by aircraft in distress for the purpose of actuating the auto-alarms of vessels and thus securing attention to distress calls or messages. The radiotelegraphy alarm signal consists of a series of 12 dashes, sent in 1 minute, the duration of each dash being 4 seconds, and the duration of the interval between 2 consecutive dashes, 1 second. The radiotelephone alarm signal consists of 2 sinusoidal tones (2200 and 1300 Hz) transmitted alternately, with each tone lasting 250 milliseconds, and sent for a period of at least 30 seconds but not exceeding 1 minute. To differentiate between coast stations and ship transmissions, the coast station alarm signal shall end in a continuous tone of 1300 Hz, lasting 10 seconds.

Authority:

Article 36 of the International Telegraphic Union Radio Regulations (Nos. 1463, 1464, 1465).

Reference:

Annex 2 to the Convention on International Civil Aviation, Rules of the Air, Appendix 1. Signals, July 2005
Canada Flight Supplement
Aeronautical Information Manual, TC-1005920

*905KETTLE ISLAND TO/À MARTIN POINT – UNLIT BUOY REPOSITIONED

Reference Chart: 6259

The following unlit buoy has been permanently repositioned:

(A2019-012)

*906PLAYGREEN LAKE TO/AU LITTLE PLAYGREEN LAKE – UNLIT BUOY REPOSITIONED

Reference Chart: 6263

The following unlit buoy has been permanently repositioned:

(A2019-011)

PART 4 – Page 44

INSERT THE FOLLOWING:

4.2.8 Differential Global Positioning System (DGPS)

On September 30, 2018, the USCG terminated DGPS beacon signals at five of its broadcasting sites: Annapolis (Maryland), New Bern (North Carolina), Robinson Point (Washington), Pigeon Point (California) and Bobo (Mississippi). Four of those DGPS beacons were located far from Canadian waters, and thus signal termination of those locations did not impact mariners sailing in Canadian waters. However, the DGPS signal from Robinson Point, in Washington State, located approximately 60 nautical miles from the Canadian-US border, can no longer be used by mariners navigating on the west coast of Canada.

On September 30, 2019, the United States Coast Guard will permanently discontinue the following DGPS sites: Appleton (Washington), Whidbey Island (Washington), Fort Stevens (Oregon). For more information consult: http://www.navcen.uscg.gov/ under the Nationwide DGPS tab.

Over the course of 2019, the USCG will be discontinuing 19 additional DGPS beacon sites. Some of those sites, located near the Great Lakes, provide DGPS signals in areas that are not covered by Canadian Coast Guard (CCG).