Vol. 147, No. 43 — October 26, 2013

Regulations Amending the Atlantic Pilotage Tariff Regulations, 1996

Statutory authority

Pilotage Act

Sponsoring agency

Atlantic Pilotage Authority

REGULATORY IMPACT ANALYSIS STATEMENT

(This statement is not part of the Regulations.)

Issue

In accordance with recommendations from the Canadian Transportation Agency (the CTA) and its customers, the Authority strives to be financially self-sufficient on a port-by-port basis, as well as for the Authority as a whole. After analyzing projections for coming years, and consulting with industry, the Authority has determined that 11 of the 17 compulsory pilotage ports would require tariff adjustments to remain financially self-sufficient on a port-by-port basis and provide the service levels required by industry, without cross-subsidization.

Background

The Atlantic Pilotage Authority (the Authority) is responsible for administering, in the interests of safety, an efficient pilotage service within the Canadian waters in and around the Atlantic Provinces. As required by the Pilotage Act, the Authority prescribes tariffs of pilotage charges that are fair and reasonable and consistent with providing revenues sufficient to permit the Authority to operate on a self-sustaining financial basis.

Objectives

The objective of this proposed amendment is to increase pilotage charges in certain compulsory pilotage areas in order to

— maintain the ability of the Authority to meet its mandate to operate, in the interest of safety, an efficient pilotage service within the Atlantic region;

— help ensure the long-term financial self-sustainability of the Authority as a whole;

— help ensure the long-term financial self-sustainability of each port individually; and

— be mindful of the economic realities of the region by ensuring that the tariff increases are within the ability of the shipping industry to absorb while allowing the ports to remain competitive.

Description

Compulsory pilotage ports regular tariffs in the Atlantic Pilotage Tariff Regulations, 1996

This proposed amendment would increase the basic, unit, and minimum charges for the following ports:

Effective January 1, 2014

Sydney  10.00%

Strait of Canso  10.00%

Bras d’Or  10.00%

St. John’s  10.00%

Holyrood  10.00%

Placentia Bay   5.00%

Saint John   3.00%

Halifax   2.75%

The ports below would have a one-year surcharge that would expire on December 31, 2014, in the following amounts:

Humber Arm  10.00%

Bay of Exploits  10.00%

Stephenville   10.00%

Effective January 1, 2015

St. John’s  10.00%

Holyrood  10.00%

Placentia Bay   5.00%

Sydney   5.00%

Bras d’Or   5.00%

The pilotage tariffs in the remaining six compulsory pilotage areas will remain at their current levels in 2014. The overall increase in revenues from the 2014 tariff adjustment is estimated to be $964,000, or a 4.6% increase. Of this amount, $74,000 will be contributed by the surcharge and will not apply to years beyond 2014.

The overall increase in revenues from the 2015 tariff adjustment is estimated to be $426,000, or a 2.0% increase. The 12 compulsory pilotage areas not included in this regulation change for 2015 will be re-examined next year to determine if they also need an adjustment for 2015.

The combination of the 2014 and 2015 tariff increases in this proposal would provide a cumulative increase of $1,316,000 in 2015 and beyond from the 2014 base year without increases. This amounts to a 6.3% increase from that base year at 2013 tariff rates.

Without the increases, the Authority anticipates a loss of $776,000 for the organization in 2014 and an $818,000 loss in 2015. The proposed amendment would provide an estimated profit of less than 1% for 2014 and a 2.2% profit for 2015. This rate of return remains below the Authority’s long-term targeted rates of return even though the Authority has invested significantly in new vessels and still carries debt for their construction.

“One-for-One” Rule

The “One-for-One” Rule does not apply to this proposal, as there is no change in administrative costs to business.

Small business lens

The small business lens does not apply to these amendments.

Consultation

Consultation in various forms has taken place with the parties affected by these proposed amendments. The parties consulted include the Shipping Federation of Canada, which represents foreign vessels and accounts for 77%–78% of the Authority’s activity and revenue, and the Canadian Shipowners Association. Local committees representing stakeholders in Halifax, Saint John, St. John’s, Placentia Bay, and Cape Breton were also consulted extensively, including presentations made by the Authority in April and May of 2013. The consultation takes the form of meetings, as well as written, personal, and telephone communications with individuals. Alternatives to tariff increases were presented, where applicable, and participation from the attendees was encouraged. For various ports and districts, an alternative to increased tariff rates would be a reduction in pilot strength. The parties affected have always expressed that their primary concerns are with service levels and do not want service compromised by pilot reductions. When meeting with customers, the Authority provided an analysis of the situation and solicited responses.

The response of those consulted was mostly positive with the only concern raised being a two-year staged increase for the Strait of Canso that was originally proposed. Due to the volatility of traffic in the area, the Authority agreed to remove the second stage of the increase from this regulatory change, but with the intention of revisiting the tariff in the area next year to determine if the additional 2015 increase is still warranted. Every indication was given that the remainder of the adjustments were accepted as fair and reasonable.

Rationale

Without the increases, the Authority anticipates a loss of $776,000 for the organization in 2014 and an $818,000 loss in 2015. The proposed amendments would provide an estimated profit of less than 1% for 2014 and a 2.2% profit for 2015. This rate of return remains below the Authority’s long-term targeted rates of return even though the Authority has invested significantly in new vessels and still carries debt for their construction.

Cape Breton District

This district contains three compulsory pilotage ports, the Strait of Canso, the Bras d’Or Lakes, and the port of Sydney. The district utilizes a pool of pilots, each of whom is capable of providing service to any of the three ports. Operating as a district is advantageous to the individual ports as they can draw on resources from the pool to cover peak periods. An individual port that is not part of a district would have to carry more pilots to cover these periods, at an increased cost to industry. The total costs of the pilots in a district are allocated to the individual ports based on the total time pilots spend working in each port.

Late in 2011, the Strait of Canso lost a significant amount of business. The area has a transshipment terminal that supplies refineries along the eastern seaboard of the United States. With no new refineries being developed and demand for petroleum products declining, the transshipment terminal has been relying more and more on a few major customers. In the fall of 2011, one of these customers closed its doors, leading to a sharp reduction in shipments to and from Canso. The total assignments for the district declined 28% from 2011 to 2012 and traffic is not expected to rebound in the short or medium term.

Due to this reduction in activity, the number of pilots for the district will be reduced from 2011 levels by 30% by the beginning of 2014 as two pilots will have retired without replacement and one pilot transferred to another area with more need. This reduction will bring the number of pilots down to a point where any further reduction would have a significant detrimental effect on service levels. Even with this reduction in pilot strength for the district, the revenues in the three ports are not sufficient to cover the cost to provide the service. The Authority was hopeful that business would be coming to the district and would make up for the recent losses, but that prospect is becoming less certain. The Authority lost $298,000 in the district in 2012, the worst result for any area for the Authority.

Without the increases, the Authority anticipates a loss of $208,000 for the district in 2014 and a $236,000 loss in 2015. The proposed amendments would provide an estimated 2.5% profit for the area in 2014 and a 2.6% profit for 2015. These rates of return remain below the Authority’s long-term targeted rates of return for the area.

Strait of Canso

For Canso, the tariff change would increase pilotage revenue in the port by 10.0% or $182,000 over the 2014 projected revenues under the current tariff. This assumes 684 total assignments in the port for 2014, similar to the activity currently projected for 2013. With a goal of breaking even in the port, the Authority is increasing the basic, unit, and minimum charges by 10.0%. Canso is budgeted to provide about 10% of the Authority’s revenue in 2013.

For the compulsory pilotage area of the Strait of Canso, the Authority has had a significant decline in traffic due to a significant reduction in oil tanker activity in the port. The Strait of Canso has a pilot boat service contractor paid on a per-trip basis, but the Authority had to renegotiate the contract with the contractor to provide a larger minimum guaranteed payment due to the decline in activity. The contractor has made a large investment in pilot boats and required the certainty in order to pay their monthly costs.

The Authority was hopeful that by the end of 2013 new business would be coming to the district that would offset some of the activity lost in Canso. This anticipated project has been delayed creating the need for further increases in the port. This increase, combined with the reduction in pilot strength, is expected to offset what was a projected loss for 2014.

Bras d’Or

The port in the district with the least activity is Bras d’Or. The activity in the port has been very steady for a number of years with activity around 40 assignments per year. The Authority is proposing a two stage increase for the port. The first increase would be effective on January 1, 2014, and would increase pilotage revenue in the port by 10.0% or $16,000 over the 2014 projected revenues under the current tariff. The second stage would be a 5% increase, or $8,000. This assumes 48 total assignments in the port for 2014 and the same amount for 2015. With a goal of breaking even in Bras d’Or in 2014 and providing a targeted rate of return in 2015, the Authority is increasing the basic, unit, and minimum charges by 10.0% in 2014 and 5.0% in 2015. The port is budgeted to provide less than 1% of the Authority’s revenue in each of these years.

With Canso’s significant decline, Bras d’Or has absorbed a larger portion of the district’s costs. The pilot boat operation is also shared with another port, and is operated in a very efficient manner. In reviewing the operating statement for the port, it was apparent that the increases were necessary to keep pace with these pressures in the district.

Sydney

For Sydney, the Authority is proposing a two-stage increase for the port. The first increase would be effective on January 1, 2014, and would increase pilotage revenue in the port by 10.0% or $100,000 over the 2014 projected revenues under the current tariff. The second stage would be a 5% increase, or $51,000. This assumes 380 total assignments in the port for each of these two years, a number similar to the projected 2013 levels. The Authority would be increasing the basic, unit, and minimum charges by 10.0% in 2014 and 5.0% in 2015. Sydney is expected to provide 4.5% of the Authority’s revenue in 2014 and 4.6% in 2015.

The port of Sydney had increased costs as part of the Cape Breton district as resources were shifted from Canso. It was the growth prospects in Sydney that made keeping pilot numbers stable for the district a priority and allowed for the Authority to plan for the related increased revenue to offset a large portion of the decline in revenue from Canso. This project has now been delayed, subsequently leading to the reduction in pilots and the increase in tariff.

When these factors were considered, including the financial losses absorbed by the Authority in 2013 and the operating statements for the port budgeted for future years, it was apparent that the two stage increase was necessary to return the port to financial stability.

Eastern Newfoundland District

The district of Eastern Newfoundland comprises three compulsory pilotage ports: St. John’s, Placentia Bay, and Holyrood. Like the other districts, they utilize a pool of pilots, each of whom is capable of providing service to any of the three ports. The individual ports take advantage of this structure as each of them can draw on resources from the pool to cover peak periods. An individual port that is not part of a district would have to carry more pilots to cover for these periods and at an increased cost to industry. As mentioned above, the pilots in a district are allocated to the individual ports based on the total time pilots spend working in each port.

Providing a quality service in this district is very challenging due to the length of the pilotage area in an area like Placentia Bay, the variance in the number of assignments from one day to the next, and the weather issues that can be faced in the area. When analyzing the service levels with the customers, and in response to their desire for a reduction in interruptions, it was decided that the Authority would target an increase in pilot numbers from 11 to 14. This increased staffing will take place over a few years, beginning late in 2013.

The district as a whole also had a financial loss in 2012 of $145,000. The traffic levels in the area can fluctuate and were down 6% in 2012 from 2011. Without the increases, the Authority anticipates a loss of $204,000 for the district in 2014 and a $434,000 loss in 2015 as the number of pilots for the district grows. The proposed increases would provide an estimated 2.1% profit for the area in 2014 and a 3.8% profit in 2015. These rates of return remain below the Authority’s long-term targeted rates of return for the area where the Authority has invested significantly in new vessels and still carries debt for their construction.

St. John’s

For St. John’s, the tariff proposal is for a two-stage increase. The first increase would be effective on January 1, 2014, and would increase pilotage revenue in the port by 10.0% or $107,000 over the 2014 projected revenues under the current tariff. The second stage would also be a 10.0% increase, or $114,000. This assumes 650 total assignments in the port for each of 2014 and 2015. This two-staged increase is expected to return the port to a break-even position by the end of 2015, while covering its allocated portion of the increased pilot strength. The basic, unit, and minimum charges will be increased by 10.0% in 2014 and 10.0% in 2015. The port is budgeted to provide 5.5% of the Authority’s revenue in 2014 and 5.75% in 2015.

The traffic levels in St. John’s have large fluctuations, as traffic may spike for short periods and then subside. Business can come to the port on short-term contracts, while regular callers tend to apply for pilotage certificates. The Authority has to be able to provide service during these peak periods, while minimizing financial losses during the down periods. The two-stage increase is intended to cover the additional costs of improved service and allow the Authority to offset projected losses during down years.

Placentia Bay

Placentia Bay is the port in the district with the most activity. The Authority has been asked to address service concerns in the area and has responded with a plan to increase pilot numbers in the district. To cover for this increase in resources, the Authority is proposing a two-stage increase for Placentia Bay. The first increase would be effective on January 1, 2014, and would increase pilotage revenue in the port by 5.0% or $234,000 over the 2014 projected revenues under the current tariff. The second stage would also be a 5.0% increase, or $241,000. This assumes 946 total assignments in the port for 2014 with a decline to 932 assignments for 2015. With a goal of earning an operating profit in the port to cover outstanding capital loans for pilot boats, the Authority is increasing the basic, unit, and minimum charges by 5.0% in each of the two years. The port is budgeted to provide 25.4% of the Authority’s revenue in 2014 and 25.5% in 2015.

Due to the number of the assignments and the length of the pilotage area, Placentia Bay absorbs the largest proportion of the shared pilot costs, close to 80%. With four pilots added, offset by one retirement, the need for tariff increases to cover the increased service is evident. In reviewing the operating statement for the port, with the increased staffing levels, it was apparent that the two-stage increase of 5.0% per year is necessary.

Holyrood

The port in the district with the least activity is Holyrood. In recent years, the activity in the port has ranged from a high of 37 assignments to a low of 23 assignments in 2013. Due to the increase in pilots for the district, the Authority is proposing a two-stage increase for the port. The first increase would be effective on January 1, 2014, and would increase pilotage revenue in the port by 10.0% or $5,000 over the 2014 projected revenues under the current tariff. The second stage would also be a 10.0% increase, or $5,000. This assumes 21 total assignments in the port for each of 2014 and 2015. With a goal of breaking even in Holyrood in 2015, the Authority is increasing the basic, unit, and minimum charges by 10.0% in 2014 and 10.0% in 2015. The port is budgeted to provide less than 1% of the Authority’s revenue in each of these years.

Saint John

The amendment would increase pilotage revenue in Saint John by 3.0% or $110,000 over the 2014 projected revenues under the current tariff. This assumes 1 639 total assignments in the port for 2014, a slight increase from the activity projected for 2013. To achieve the required tariff, the basic, unit, and minimum charges will increase by 3.0%.

In recent years, a new vessel was added for the port and a crew was added. These investments were made to improve service levels for the port and increase safety for the Authority’s employees. It was understood that the port would have a significant change to its cost structure with the addition of the new pilot boat and a fourth crew for the entire year. Because of this, the Authority did not target a single-year increase last year to recover the entire shortfall and provide a suitable return. The previous increase returned the port to a break-even position in 2013, as traffic has rebounded. The Authority has developed an operating budget for 2014 using this increased traffic level.

Without the 3.0% increase, the Authority anticipates a loss of $77,000 for the port in 2014. The proposed increase would provide an estimated profit of less than 1% in 2014. Again, this rate of return is below the Authority’s long-term targeted rates of return for this area where the Authority has invested significantly in a new vessel and carries debt for its construction.

Halifax

For Halifax, the amendment would increase pilotage revenue in the port by 2.75% or $136,000 over the 2014 projected revenues under the current tariff. This assumes 2 705 total assignments in the port for 2014, a 2% decrease in activity from the 2013 projections. To achieve the increase, the basic charge, unit charge, and minimum charge are each being increased by 2.75%. Halifax is budgeted to provide about 25.8% of the Authority’s overall revenue in 2014.

Tariff increases in previous years were intended to cover the new vessel carrying costs, assuming activity in the port remained near 3 000 assignments annually. It was explained that if activity were to decrease in the port, these rates may have to be adjusted further to cover the annual costs. Traffic is now estimated to be 2 705 assignments. As most of the costs related to the new vessel are fixed, this adjustment is intended to offset a portion of the effect of the lost assignments.

The port of Halifax also has challenges regarding the workforce and possible retirements. The Authority is consulting with industry in the port to determine when to add pilots in anticipation of this reality while considering future traffic levels. Based on these discussions, an experienced pilot has been transferred from Cape Breton to Halifax. The Authority has developed an operating budget for 2014 with this reduced traffic level assumed to continue.

Without the 2.75% increase, the Authority anticipates a loss of $126,000 for the port in 2014. The proposed increase would provide an estimated profit of less than 1% in 2014. Again, this rate of return is below the Authority’s long-term targeted rates of return for the area where the Authority has invested significantly in a new vessel and carries debt for its construction.

Central/Western Newfoundland District

Similar to the other districts, Central/Western Newfoundland District encompasses three ports, Humber Arm, Bay of Exploits, and Stephenville, which share pilot resources. This district has had a dramatic decrease in assignments due to the decline of the paper industry over the years. The compulsory pilotage ports in this district are served by a complement of three pilots, reduced from four in previous years. Due to the large geographic area covered by the pilots (more than 400 km from one extremity to the other), it is impossible to reduce the number of pilots below the current level. One pilot in the district has given notice of pending retirement at the end of 2014. An apprentice pilot will be added at the beginning of 2014 to prepare for this. The workforce for the district will be increased temporarily from three to four for the year, but will fall back to three when the pilot retires.

After consulting with industry representatives, it was determined that the Authority would apply a one-year surcharge to cover the temporary cost of this training period. The charge will be in effect from January 1, 2014, to December 31, 2014. The surcharge will be applied to each of the three ports in the district, Humber Arm, Bay of Exploits, and Stephenville. The central and western coast of Newfoundland is planned to contribute 4% of the total revenue for the Authority in 2014.

Without the increase, the Authority anticipates a loss of $142,000 for the district in 2014. The proposed surcharge would reduce this loss to $67,000, and the tariff for the area would have to be re-evaluated for 2015 when more is known regarding future traffic levels.

Humber Arm

For Humber Arm, the proposed change would increase pilotage revenue in the port by 10.0% or $47,000 over the 2014 projected revenues at the current tariff rates. This increase would only be for the year where an extra pilot is being trained in the district. This assumes 190 total assignments in the port for 2014, a small increase in activity from what is projected for 2013. The Authority would be applying the 10% surcharge to the basic, unit, and minimum charges for 2014.

Bay of Exploits

The amendments for the Bay of Exploits would increase pilotage revenue in the port by 10.0% or $26,000 over the 2014 projected revenues at current tariff rates. Again, this increase would only be for the year where an extra pilot is being trained in the district. This assumes 120 total assignments in the port for 2014, a similar amount of activity projected for 2013. The Authority would be applying the 10% surcharge to the basic, unit, and minimum charges for 2014.

Stephenville

The tariff amendments for Stephenville would increase pilotage revenue in the port by 10.0% or $1,000 over the 2014 projected revenues at current tariff rates. Again, this increase would only be for the year where an extra pilot is being trained in the district. This assumes six total assignments in the port for 2014, a similar amount of activity projected for 2013. The Authority would be applying the 10% surcharge to the basic, unit, and minimum charges for 2014.

Summary

The following tables indicate the current charges and the amendments in the compulsory tariffs:

Major ports

Basic Charge

Unit Charge

Minimum Charge

Cancellation Charge

Estimated Fuel Charge*

Cost for an Average Ship**

Halifax, N.S.

2013

$617

$2.41

$1,371

$617

$136

$1,854

2014

$634

$2.48

$1,409

$634

$136

$1,903

* The 2014 fuel charge is based on the latest 2013 average fuel price of $1.044 and 130 L per trip.

** Based on a ship of 456.67 units for Halifax.

Strait of Canso, N.S.

2013

$866

$3.20

$1,187

$866

$308

$3,133

2014

$953

$3.52

$1,306

$900

$308

$3,415

* The 2014 fuel charge is based on the latest 2013 average fuel price of $1.062 and 290 L per trip.

** Based on a ship of 612.09 units for the Strait of Canso.

Placentia Bay, N.L.

2013

$2,000

$4.67

$2,650

$900

$626

$6,167

2014

$2,100

$4.90

$2,783

$900

$626

$6,444

2015

$2,205

$5.15

$2,922

$900

$626

$6,735

* The 2014 and 2015 fuel charge is based on the latest 2013 average fuel price of $1.043 and 600 L per trip.

** Based on a ship of 758.25 units for Placentia Bay.

Saint John, N.B.

2013

$748

$3.36

$1,336

$748

$92

$2,317

2014

$770

$3.46

$1,376

$770

$92

$2,383

* The 2014 fuel charge is based on the latest 2013 average fuel price of $1.227 and 75 L per trip.

** Based on a ship of 439.65 units for Saint John.

Other ports

Basic Charge

Unit Charge

Minimum Charge

Cancellation Charge

Cost for an Average Ship*

Sydney, N.S.

2013

$927

$5.53

$1,902

$900

$2,591

2014

$1,020

$6.08

$2,092

$900

$2,850

2015

$1,071

$6.39

$2,197

$900

$2,993

* Based on a ship of 300.93 units for Sydney.

Bras d’Or, N.S.

2013

$1,481

$9.20

$2,079

$900

$4,020

2014

$1,629

$10.12

$2,287

$900

$4,422

2015

$1,711

$10.63

$2,401

$900

$4,643

* Based on a ship of 276.00 units for Bras d’Or.

St. John’s, N.L.

2013

$528

$5.19

$1,638

$900

$1,638

2014

$581

$5.71

$1,802

$900

$1,802

2015

$639

$6.28

$1,982

$900

$1,982

* Based on a ship of 109.27 units for St. John’s.

Holyrood, N.L.

2013

$528

$5.19

$1,638

$900

$2,257

2014

$581

$5.71

$1,802

$900

$2,483

2015

$639

$6.28

$1,982

$900

$2,731

* Based on a ship of 333.13 units for Holyrood.

Bay of Exploits, N.L.**

2013

$953

$10.03

$1,955

$900

$2,491

2014

$1,048

$11.03

$2,151

$900

$2,740

* Based on a ship of 153.34 units for Bay of Exploits.

Humber Arm, N.L.**

2013

$668

$9.06

$1,730

$668

$2,404

2014

$735

$9.97

$1,903

$735

$2,645

* Based on a ship of 191.64 units for Humber Arm.

Stephenville, N.L.**

2013

$925

$9.74

$1,898

$900

$2,704

2014

$1,018

$10.71

$2,088

$900

$2,974

* Based on a ship of 182.61 units for Stephenville.

** One-year surcharge expiring on December 31, 2014.

Implementation, enforcement and service standards

Section 45 of the Pilotage Act provides an enforcement mechanism for these Regulations in that a Pilotage Authority can inform a customs officer at any port in Canada to withhold clearance from any ship for which pilotage charges are outstanding and unpaid. Section 48 of the Pilotage Act stipulates that every person who fails to comply with the Act or regulations is guilty of an offence and liable on summary conviction to a fine not exceeding $5,000.

Contact

Captain R. A. McGuinness
Chief Executive Officer
Atlantic Pilotage Authority
Cogswell Tower, Suite 910
2000 Barrington Street
Halifax, Nova Scotia
B3J 3K1
Telephone: 902-426-2550
Fax: 902-426-4004

PROPOSED REGULATORY TEXT

Notice is given, pursuant to subsection 34(1) (see footnote a) of the Pilotage Act (see footnote b), that the Atlantic Pilotage Authority, pursuant to subsection 33(1) of that Act, proposes to make the annexed Regulations Amending the Atlantic Pilotage Tariff Regulations, 1996.

Interested persons who have reason to believe that any charge in the proposed Regulations is prejudicial to the public interest, including the public interest that is consistent with the national transportation policy set out in section 5 (see footnote c) of the Canada Transportation Act (see footnote d), may file a notice of objection setting out the grounds for the objection with the Canadian Transportation Agency within 30 days after the date of publication of this notice. The notice of objection must cite the Canada Gazette, Part Ⅰ, and the date of publication of this notice, and be sent to the Canadian Transportation Agency, Ottawa, Ontario K1A 0N9. The notice of objection must also be filed with the Minister of Transport and the Atlantic Pilotage Authority in accordance with subsection 34(3) (see footnote e) of the Pilotage Act (see footnote f).

Halifax, October 16, 2013

CAPTAIN R. A. MCGUINNESS
Chief Executive Officer
Atlantic Pilotage Authority

REGULATIONS AMENDING THE ATLANTIC PILOTAGE TARIFF REGULATIONS, 1996

AMENDMENTS

1. The portion of items 3 to 12 of Schedule 2 to the Atlantic Pilotage Tariff Regulations, 1996 (see footnote 1) in columns 2 to 4 is replaced by the following:

Item

Column 2

Minimum Charge ($)

Column 3

Unit Charge ($/pilotage unit)

Column 4

Basic Charge ($)

3.

2,151.00

11.03

1,048.00

4.

1,802.00

5.71

581.00

5.

1,903.00

9.97

735.00

6.

2,783.00

4.90

2,100.00

7.

1,802.00

5.71

581.00

8.

2,088.00

10.71

1,018.00

9.

2,092.00

6.08

1,020.00

10.

2,287.00

10.12

1,629.00

11.

1,306.00

3.52

953.00

12.

1,409.00

2.48

634.00

2. The portion of items 3 to 10 of Schedule 2 to the Regulations in columns 2 to 4 is replaced by the following:

Item

Column 2


Minimum Charge ($)

Column 3


Unit Charge ($/pilotage unit)

Column 4


Basic Charge ($)

3.

1,955.00

10.03

953.00

4.

1,982.00

6.28

639.00

5.

1,730.00

9.06

668.00

6.

2,922.00

5.15

2,205.00

7.

1,982.00

6.28

639.00

8.

1,898.00

9.74

925.00

9.

2,197.00

6.39

1,071.00

10.

2,401.00

10.63

1,711.00

3. The portion of items 3 to 12 of Schedule 4 to the Regulations in columns 3 to 7 is replaced by the following:

Item

Column 3




Minimum Charge ($)

Column 4


Unit Charge, No Pilot Boat Used ($/pilotage unit)

Column 5


Basic Charge, No Pilot Boat Used ($)

Column 6


Unit Charge, Pilot Boat Used ($/pilotage unit)

Column 7


Basic Charge, Pilot Boat Used ($)

3.

1,936.00

8.82

838.00

9.93

943.00

4.

1,622.00

4.57

465.00

5.14

523.00

5.

1,713.00

7.98

587.00

8.97

662.00

6. (a)

1,391.00

2.46

1,050.00

n/a

n/a

  (b)

2,504.00

3.92

1,680.00

4.41

1,890.00

7.

1,622.00

4.57

465.00

5.14

523.00

8.

1,879.00

8.57

814.00

9.65

916.00

9.

1,883.00

4.86

816.00

5.47

918.00

10.

2,058.00

8.10

1,303.00

9.11

1,466.00

11.

1,175.00

2.82

762.00

3.17

858.00

12.

1,268.00

1.98

507.00

2.23

571.00

4. The portion of items 3 to 10 of Schedule 4 to the Regulations in columns 3 to 7 is replaced by the following:

Item

Column 3





Minimum Charge ($)

Column 4


Unit Charge, No Pilot Boat Used ($/pilotage unit)

Column 5


Basic Charge, No Pilot Boat Used ($)

Column 6


Unit Charge, Pilot Boat Used ($/pilotage unit)

Column 7


Basic Charge, Pilot Boat Used ($)

3.

1,760.00

8.02

762.00

9.03

858.00

4.

1,784.00

5.02

511.00

5.65

575.00

5.

1,557.00

7.25

534.00

8.15

601.00

6. (a)

1, 461.00

2.58

1,103.00

n/a

n/a

  (b)

2,630.00

4.12

1,764.00

4.64

1,985.00

7.

1,784.00

5.02

511.00

5.65

575.00

8.

1,708.00

7.79

740.00

8.77

832.00

9.

1,977.00

5.10

857.00

5.74

964.00

10.

2,161.00

8.50

1,369.00

9.57

1,540.00

5. The portion of items 1 to 3 of Schedule 5 to the Regulations in columns 3 to 5 is replaced by the following:

Item

Column 3

Minimum Charge ($)

Column 4

Unit Charge ($/pilotage unit)

Column 5

Basic Charge ($)

1.

1,376.00

3.46

770.00

2.

1,238.00

3.11

693.00

3.

1,238.00

2.77

616.00

COMING INTO FORCE

6. (1) These Regulations, except sections 2 and 4, come into force on January 1, 2014.

(2) Sections 2 and 4 come into force on January 1, 2015.

[43-1-o]

Footnote a
S.C. 1998, c. 10, s. 150

Footnote b
R.S., c. P-14

Footnote c
S.C. 2007, c. 19, s. 2

Footnote d
S.C. 1996, c. 10

Footnote e
S.C. 1996, c. 10, s. 251(2)

Footnote f
R.S., c. P-14

Footnote 1
SOR/95-586