ls travel through Canadian waters each year, with Arctic vessel traffic doubling in the last 40 years, led by ecotourism.
Part of the funding for the OPP will be used to support the removal of derelict and abandoned vessels and to implement regional response plans to improve oil spill preparedness. Towing kits will also be added to Coast Guard vessels and all icebreakers are undergoing retrofits which will add another 10-15 years of service.
Two icebreakers were equipped to collect modern hydrography during the 2017 Arctic navigation season. The plan is to have five equipped vessels by the 2019 season, said Ms. Gascon.
None of the eight Arctic countries, including Canada, has the capacity to handle a major oil spill on their own. That’s why international cooperation is paramount, according to Petter Meier, Deputy Director General, Norwegian Ministry of Transport and Communications. “Maritime traffic in the Arctic is on the rise. Approximately 80 per cent of all commercial maritime traffic in the Arctic takes place in Norwegian waters. By 2040, that traffic is expected to increase by 41 per cent.” Accidents will happen and there is a need for a robust preparedness and response system, added Mr. Meir and the choice of strategy and methods should be based on assessments of environmental impact. Some of those responses could include chemical dispersants for bunker oil, mechanical recovery or in-situ burning.
During questions at the end of the conference, it was suggested that the Marine Exchange of Alaska in Juneau, might be a good model for Canada to emulate. Established in 2000, the exchange’s five major areas of focus are providing vessel tracking service, regulatory compliance, maritime database and information, charts and publications and maritime career advocacy.