Task 1: Pilot Perspectives on Routing for GPT-calling Vessels

Gateway Pacific Terminal Vessel Traffic and Risk Assessment Study Task 1: Pilot Perspectives on Routing for GPT-calling Vessels Prepared for Pacific International Terminals, Inc. Prepared by The Glosten Associates, Inc. in collaboration with Environmental Research Consulting Northern Economics, Inc. File No. 12096.01 30 November 2012 Rev. P0 Consulting Engineers Serving the Marine Community Consulting Engineers Serving the Marine Community 1201 Western Avenue, Suite 200, Seattle, Washington 98101-2921 TEL 206.624.7850 FAX 206.682.9117 www.glosten.com

Gateway Pacific Terminal Vessel Traffic and Risk Assessment Study Task 1: Pilot Perspectives on Routing for GPT-calling Vessels Prepared for Pacific International Terminals, Inc. Seattle, Washington File No. 12096.01 30 November 2012 Rev. P0 Environmental Research Consulting Cortlandt Manor, New York Prepared by The Glosten Associates, Inc. Seattle, Washington in collaboration with Northern Economics, Inc. Anchorage, Alaska PREPARED: Rick D. Strong Project Manager CHECKED: Eleanor K. N. Kirtley, PhD, PE, LEED AP Project Ocean Engineer APPROVED: David L. Gray, PE Principal-in-Charge Consulting Engineers Serving the Marine Community 1201 Western Avenue, Suite 200, Seattle, Washington 98101-2921 TEL 206.624.7850 FAX 206.682.9117 www.glosten.com

Contents References... ii Executive Summary... iii Scope of Work per Professional Services Agreement... iv Section 1 Introduction... 1 1.1 Pilot Interview Approach... 1 1.2 Interview Questions... 1 1.2.1 Puget Sound Pilot Questions... 1 1.2.2 British Columbia Coast Pilot Questions... 4 Section 2 Pilot Response Summaries... 7 2.1 Vessel Characteristics... 7 2.2 Tug Escort and Assist Factors... 7 2.3 Traffic Considerations... 8 2.3.1 Communications... 9 2.3.2 Rosario Strait... 9 2.3.3 Haro Strait/Boundary Pass... 10 2.3.4 Strait of Georgia... 10 2.4 Weather and Environmental Factors... 10 2.5 Operational Considerations... 11 2.6 Berthing Considerations... 12 2.7 Anchorage Considerations... 12 2.8 Proposed Measures... 13 Section 3 Effect of Wharf Alignment... 14 Gateway Pacific Terminal VTS Study i The Glosten Associates, Inc.

References 1. Modern Ship Size Definitions, Lloyd s Register, 26 July 2007, http://www.lr.org/documents/173543-index-of-shipping-information-sheets.aspx, Accessed 21 September 2012. 2. Oil Tankers Restricted Waters Standard Safety Features Required Exemptions, Revised Code of Washington (RCW) 88.16.190, State of Washington, 1994. 3. Board of Pilotage Commissioners Powers and Duties, RCW 88.16.035, State of Washington, 2006. 4. P-0610 Turn Point Special Operating Area, US Coast Guard, 29 July 2008. 5. Vessel Traffic Management, Navigation and Navigable Waters, 33 CFR, Part 161, Subpart C, 2011. 6. United States Ballast Water Regulations, US Coast Guard, http://el.erdc.usace.army.mil/zebra/zmis/zmishelp/united_states_ballast_water_regulations. htm, Accessed 20 September 2012. 7. Puget Sound Harbor Safety Plan, Puget Sound Harbor Safety Committee, April 2012. Gateway Pacific Terminal VTS Study ii The Glosten Associates, Inc.

Executive Summary This Vessel Traffic and Risk Assessment Study (VTS) is being conducted by The Glosten Associates (Glosten) on the proposed Gateway Pacific Terminal (GPT) to be located at GPT/Cherry Point in Washington State. The purpose of the study is to assess potential risks posed by new bulk carrier traffic that the proposed terminal will bring to the northern part of Puget Sound. Current and forecasted traffic levels are considered for the study area, which includes the designated Puget Sound vessel transit lanes in the Strait of Juan de Fuca, Rosario Strait and Haro Strait, the maneuvering area near the planned GPT terminal at GPT/Cherry Point, the local anchorage areas, and the transit routes for tugs assisting GPT traffic (Figure 1). The terminal operators estimate this future traffic at 487 total annual visits bound for GPT at full build-out. Of the total vessel calls, it is projected that there will be 318 Panamax and 169 Capesize (up to 250,000 DWT) vessels. The Puget Sound Pilots (PSP) and the British Columbia Coast Pilots (BCCP) organizations were interviewed for the study. According to both groups, the primary effect of traffic increases at GPT will be increased operational demands for pilotage that may result in the need for additional pilots in Washington waters. The Washington State Pilotage Commission regulations will determine the resulting number of pilots, as they implement limitations on the number of hours that they may work. Per discussion with PSP, the most probable routing for GPT-calling vessels to and from the Pacific Ocean will be through the Straits of Juan de Fuca and Rosario Strait. Also according to PSP, past vessel traffic was greater than that of the current level plus the anticipated increase of GPT vessel traffic. During this past period of higher traffic, Rosario was the most used route to the Cherry Point area. PSP does not foresee that either of the proposed GPT wharf alignments will affect route selection. Figure 1 Terminal Locations Gateway Pacific Terminal VTS Study iii The Glosten Associates, Inc.

Scope of Work per Professional Services Agreement 1 Determines most probable routing and use of temporary moorages for GPT-calling vessels. Most probable routing will be prepared for two wharf alignments as shown in the diagram at end of this document. 1 Exhibit A, Scope of Services Task 1, Professional Services Agreement between Pacific International Terminals, Inc. and The Glosten Associates, Gateway Pacific Terminal Vessel Traffic and Risk Assessment Study, Effective Date June 18, 2012. Gateway Pacific Terminal VTS Study iv The Glosten Associates, Inc.

Section 1 Introduction 1.1 Pilot Interview Approach The Puget Sound Pilots (PSP) and the British Columbia Coast Pilots (BCCP) organizations were interviewed during late August and early September 2012 as part of the information gathering effort for the study. A total of nine pilots were interviewed. Pilot selection was based upon their experience and the relevance of their assigned routes. The interview responses are summarized in the following sections with respect to categories based on vessel characteristics, tug escort and assist factors, traffic conditions, weather and environmental factors, operational considerations, berthing considerations, anchorage considerations, and proposed measures. The use of anchorages and temporary moorings is discussed in the Task 7, Anchorage Assessment report. 1.2 Interview Questions The following questions were developed and presented to both the PSP and the BCCP. The questions were shared with both groups prior to the interviews. The PSP interviews were performed in person, and the interview with the BCCP was performed via conference call. 1.2.1 Puget Sound Pilot Questions Tug Escort and Assist These questions were developed to help assess the anticipated increase in tug traffic. 1. Under what conditions (if any) would escort tugs be requested by pilots? 2. On which route and for what purpose would this take place? 3. In your experience, what is the appropriate number of tugs to assist in safe maneuvering to/from berth/anchorage? 4. Is there a specific type tug requested for docking assistance? 5. Is there a specific type of tug requested for escort assistance? 6. What is the impact, if any, of cargo vessel size on the type and number of tugs? 7. Where would the tugs intercept/be dismissed from the ship? 8. Are there differences in the intercept or dismissal points if the ship is laden or unladen? Transit These questions were developed to help assess any changes in your current operations caused by the anticipated increase in GPT-bound cargo. 9. What is the frequency of use for the following routes from Port Angeles to GPT/Cherry Point: Haro Strait/Boundary Pass. Rosario Strait. Strait of Georgia/Vancouver. Gateway Pacific Terminal VTS Study 1 The Glosten Associates, Inc.

10. What are the constraints on using the following routes from Port Angeles to GPT/Cherry Point (Turn Point SOA, etc.): Haro Strait/Boundary Pass. Rosario Strait. Strait of Georgia/Vancouver. 11. What are the current speeds from Port Angeles to GPT/Cherry Point through the following transits: Haro Strait/Boundary Pass. Rosario Strait. Strait of Georgia/Vancouver. 12. How are current operations affected by: Seasons. Inclement weather. Other vessel traffic (commercial, fishing, etc.) 13. Are there different pilotage requirements if the Haro Straits/Boundary Pass transit is used? 14. Is there advance notice of arrival requirements? 15. How many times per year do vessels calling at U.S. docks use anchorages in Canada? 16. Considering the above questions, what impacts to your operations, if any, do you anticipate with the projected increase in vessel traffic and changes in size of vessels? Pilot Requirements These questions were designed to help Glosten understand other operational issues affecting the pilots, and the impact in the projected increase in vessel traffic bound for GPT. 17. What is the effect of weather upon the pilots boarding area? 18. Is there any operational impact of ballast water transfers being undertaken while in transit to the berth? 19. What is the controlling depth for transiting: Rosario Strait. Haro Strait/Boundary Pass. Strait of Georgia/Vancouver. 20. What are the Ports of Refuge and anchorages along transit routes for the pilotage waters between Port Angeles and GPT/Cherry Point in case of a disability? 21. Are additional vessel movements conducted specifically for bunkering? 22. At what locations does bunkering typically occur for vessels calling at GPT/Cherry Point? 23. What has been the frequency of mechanical (engine) failure during transits of the areas in question? 24. How do the Puget Sound Pilots exchange information with Canadian Pilots when transiting Haro Strait/Boundary Pass? 25. How is the Canada/US Cooperative Vessel Traffic Service (CVTS) information shared? 26. How do vessels using the Haro Strait/Boundary Pass route coordinate pilotage when the vessel may pass through both US and Canadian waters? Gateway Pacific Terminal VTS Study 2 The Glosten Associates, Inc.

27. What pilots (US or Canadian) would be required if a vessel shifts from anchorage in Vancouver, British Columbia to the GPT Terminal berth at GPT/Cherry Point? 28. Based upon your experience, what do you think the changes in vessel traffic (percentagewise) would be once GPT is operating at full capacity? 29. In the question above, what are the changes in vessel traffic (percentagewise) that would impact pilotage requirements? Berth Operations These questions pertain to berth operations. The Pilots were asked to consider berthing operations at the proposed GPT to be very similar to the other existing Cherry Point berthing sites. 30. Do the pilots foresee environmental limits for docking and undocking at the proposed Gateway Pacific Terminal, i.e. tide, current, wind, sea swell, waves? 31. What are the weather limits for remaining at berth at GPT/Cherry Point? 32. Is there a preferred direction of berthing (port/starboard side to) to accommodate weather or prevailing currents, i.e. approach berth into the current/wind or with it? 33. What operational options do the pilots have to berth/depart during inclement weather? Anchorages These questions were designed to help assess which anchorages are typically used and the reasons why. 34. What considerations are taken into account when selecting an anchorage for a ship calling at GPT/Cherry Point? 35. What are the advantages of one anchorage area over another (if any)? 36. Are anchorages available during all weather conditions? If not, what criteria are used to determine availability? 37. Based upon your experience, what are the maximum wind/sea conditions that would for anchoring in these areas? 38. What are the impacts and challenges of shifting on/off the berth during the loading process to anchor? 39. For the pilots calling at Westshore Terminal, is congestion at anchorages an issue? Weather and Environmental Factors These questions were designed to determine the impact of weather upon operations. 40. In your experience, what are the weather and environmental factors, i.e., tide, current, wind, sea swells, and waves, that have the greatest impact upon pilot operations? 41. What is the frequency of operational changes due of weather and environmental factors? 42. What alternative operations are enacted during inclement weather for: Pilot boarding. Transit. Berthing. Anchorage. Gateway Pacific Terminal VTS Study 3 The Glosten Associates, Inc.

43. Do the local magnetic disturbances have any impact on navigation if the ship loses its gyro compass during the transit? Conclusion The Pilots were then asked if there were any other operational considerations that should be considered for our traffic analysis and risk assessment, with the assumption that the Gateway Pacific Terminal is operating at the projected full capacity of 487 total annual visits, of which 318 will be Panamax and 169 Capesize (up to 250,000 DWT) vessels? 1.2.2 British Columbia Coast Pilot Questions Vessel Particulars These questions were developed to understand the size, drafts, and handling characteristics of Capesize and Panamax vessels calling at Vancouver B.C. and the Westport Terminal. Regarding Capesize bulk ships: 1. What is the largest Capesize vessel to call at Vancouver B.C. and the Westport Terminal? 2. What is a typical Capesize ship calling these ports? 3. At what laden draft/trim do they transit? 4. What is the maximum draft of this class of ship while transiting to/from the berth and Pilot station? 5. At what light draft/trim do they transit? 6. Are there any specific handling characteristics worth noting when transiting in these conditions? Regarding Panamax size bulk ships: 7. What is the largest Panamax size vessel to call at Vancouver B.C. and the Westport Terminal? 8. What is a typical Panamax size ship calling these ports? 9. At what laden draft/trim do they transit? 10. What is the maximum draft of this class of ship while transiting to/from the berth and Pilot station? 11. At what light draft/trim do they transit? 12. Are there any specific handling characteristics worth noting when transiting in the above conditions? Tug Escort and Assist These questions were designed to assist in the determination of the anticipated increase in tug traffic with regard to the larger Capesize and Panamax vessels. 13. Are there any circumstances that escort tugs are requested by pilots? Gateway Pacific Terminal VTS Study 4 The Glosten Associates, Inc.

14. In what area(s) and for what purpose would this take place? 15. Is there a specific type of tug requested for escort assistance? 16. Considering the above question, what is the appropriate number of tugs to assist in a safe escort if used? 17. Is there a specific type and bollard pull of tug requested for docking assistance to/from berth or anchorage? 18. What is the impact, if any, of vessel size and draft on the type and number of tugs to be used? 19. Considering docking and undocking maneuvers, at what distance from the berth would you expect to intercept/dismiss the tugs from the ship? 20. Are there differences in the intercept or dismissal points if the ship is laden or unladen? Transit These questions were developed to assess any changes in the Pilot s current operations caused by the anticipated increase in GPT bound vessels. 21. What are the constraints on using the following routes from Port Angeles to the Vancouver area terminals, i.e., Turn Point Special Operating Area (SOA), etc.: Haro Strait/Boundary Pass? Rosario Strait? Strait of Georgia/Vancouver? 22. What are the current speeds from Port Angeles to the Vancouver area terminals through the following transits: Haro Strait/Boundary Pass? Rosario Strait? Strait of Georgia/Vancouver? 23. Are there any particular seasons or areas where concentrations of the below may pose additional transit complications: Commercial fishing? Recreational fishing? Tug traffic? Yacht traffic? Berth Operations These questions pertain to berth operations at the Westport Terminal. 24. Have the B.C. Coast Pilots established environmental limits for docking and undocking at the Westport Terminal; i.e., tide, current, wind, sea, or swell? 25. Are there weather limits for remaining at the Westport Terminal? Gateway Pacific Terminal VTS Study 5 The Glosten Associates, Inc.

26. Is there a preferred direction of berthing (port/starboard side to) to accommodate weather or prevailing currents; i.e. approaching the berth into the current/wind or with it? 27. What operational options do the pilots have to berth/depart during inclement weather? Weather and Environmental Factors These questions were designed to determine the impact of weather upon operations. 28. In your experience, what are the weather and environmental factors, i.e., tide, current, wind, sea swells, and waves, which have the greatest impact upon vessel transit to a Vancouver area berth? 29. What is the frequency of transit changes due of weather and environmental factors? 30. What alternatives are enacted during the above events for: Transit? Berthing? Anchoring? Conclusion The BCCP Pilots were asked if there are any other operational considerations that should be considered for the traffic analysis and risk assessment, as it pertains to the Panamax and Capesize vessels? Gateway Pacific Terminal VTS Study 6 The Glosten Associates, Inc.

Section 2 Pilot Response Summaries 2.1 Vessel Characteristics Capesize and Panamax vessels call upon the Port of Vancouver and the Westshore Terminal, which are both located in British Columbia (BC), Canada. Vessels of this size are also expected to call at the proposed GPT/Cherry Point terminal. Capesize vessels are defined as vessels with 100 180,000 tonnes deadweight and a draft of approximately 17 m. This configuration governs the design of large ships built to serve deepwater terminals handling raw materials, such as iron ore, from Brazil. These vessels are too big for the Panama or Suez canals and, thus, voyage via Cape Horn or the Cape of Good Hope (Reference 1.) The largest Capesize vessel to call at the Port of Vancouver and the Westshore Terminal is 300 m in length, with a 50 m beam and a draft of 18.6 m. The typical Capesize ship calling at these ports is 287 m in length, with a 50 m beam and a loadline draft of 18.6 m; however, the pilots report that the maximum transit draft that they have seen is 17.72 m. There is no maximum draft for this class of ship while transiting to or from the berth and pilot station; however, there is a 20 m restriction at Westshore Terminal. When the vessels transit at a ballast (light) draft, they are trimmed by the stern. Specific characteristics for handling these vessels are unnecessary under either current or new conditions that are anticipated. Panamax vessels are the largest vessels capable of transiting the Panama Canal. Ship length is restricted to 275 m, and the maximum permitted width is slightly more than 32 m. The average deadweight of such a ship is between approximately 65,000 to 80,000 tonnes, and cargo intake is usually restricted to approximately 52,500 tonnes on the Panama Canal draft. The largest Panamax size vessel to call at the Port of Vancouver and the Westshore Terminal is 229 m in length, with a 32 m beam and a 14.55 m draft. The typical Panamax size ship calling at these ports is 224 m in length, with a 32 m beam and a 14 m draft. There are no restrictions on draft or trim, whether laden or light, with the exception of a 20 m draft limit when transiting in or out of the Westshore Terminal; thus, if the transiting vessel s draft is greater than 20 m, it must wait for high tide before transiting. The prudent speed for transit conditions on all routes for bulk ships is generally 10-17 kts. Container ship speed is approximately 20 kts. An escorted loaded tank vessel speed is approximately 10 kts, and is limited by tug capabilities or tug speed. 2.2 Tug Escort and Assist Factors Escort tug experience varied for each group of pilots. In British Columbia, tug escorts are requested by pilots for sluggish handling ships and/or when there is a strong flood/ebb current. BC Pilots indicated that they would only request a tug escort when there are strong tides at Eastpoint and there are loaded ships out of Vancouver going to bunker; however, as an option, they could wait for slack tide. For Puget Sound Pilots, current regulations or requirements do not require escort for any ship other than a loaded tanker. These pilots would only request a tug escort when the following conditions exist: mechanical or hardware deficiency, a Captain of the Port Order, and/or an Gateway Pacific Terminal VTS Study 7 The Glosten Associates, Inc.

applicable regulation. Current US regulations require loaded tankers to be escorted eastward of a line drawn from Discovery Island to Dungeness Spit including the East Strait of Juan De Fuca (1.5 nm west of buoy R ), Rosario Strait, Haro Strait, and Boundary Pass to the destination terminal. In the Puget Sound Pilots experience, the appropriate number of tugs to assist any vessel in safe maneuvering to or from a berth or anchorage is two to four tugs depending on the type and bollard pull of tug (conventional twin screw or tractor), weather, and ship s draft. Tractor tugs are preferred for docking assistance. The requested type of tug for escort is a tractor tug capable of a minimum of 13 knots. Additionally, escort tugs must have a bollard pull of at least 10% of the escorted vessel s deadweight. The number of tugs required to escort a given vessel increases with vessel size. The safe working load (SWL) of the deck fittings also dictates the number of tugs that can be used. The lower the SWL of the fittings, the more tugs would be used to safely distribute the forces needed to assist the ship. More tugs can be used to compensate for the lack of adequate of fittings. Similar to the Puget Sound Pilots, the British Columbia Pilots request and are experienced in using purpose-built Z-drive tugs for escort assistance. The number of tugs used in escort is based on the bollard rating of the ship s fittings and the bollard pull of the tugs. Purpose-built Z-drive tugs, also called ASD tugs, are requested for docking assistance to or from berth or anchorage. Assist tugs intercept and are dismissed from the ship at the following points: For inbound berthing assist tugs meeting the arriving ship: o In Puget Sound; 1 nm to 3 nm from the dock, depending on the weather conditions. o In British Columbia; 0.3 nm to 0.5 nm. When outbound from the dock, tugs are dismissed: o In Puget Sound; when the vessel is clear of the berth, underway, and under power with sufficient headway to maneuver. o In British Columbia; 0.1 nm to 0.3 nm from the berth. However, if a ship is laden or partially laden when approaching the dock, the pilots may ask the tugs to intercept the ship earlier to help with speed control. Upon departure in Puget Sound, the vessel s cargo load does not change the timing of a tug s dismissal; however, British Columbia Pilots may consider the vessel s cargo load when determining where the tugs are dismissed. 2.3 Traffic Considerations Currently, the Puget Sound Pilots make approximately 7,600 vessels visits per year. This traffic level is handled by 54 Puget Sound Pilots. There have been approximately 8,600 vessel visits annually in past years, which required 58 pilots. The Washington State Pilot Commission designates the number of pilots required based on shipping levels (Reference 3). There is not a direct relationship between PSP vessel visits and vessel traffic. In some instances, the PSP may visit a vessel on a single round-trip more than once. In addition, some vessel traffic does not use the services of the Puget Sound Pilots. Gateway Pacific Terminal VTS Study 8 The Glosten Associates, Inc.

When Gateway Pacific Terminal is operating at full capacity, the increase in vessel traffic is predicted be approximately forty (40) additional vessels per month. This would add 487 vessels annually to the pilots 2011 total assignments, which represents a 6% increase above their current utilization. This may cause the Washington State Pilots Commission to increase the number of pilots required to service the GPT traffic at full capacity. Seasonal effects to vessel traffic can influence the speed of the transit. Summer includes increases in yacht traffic and whale watching at Turn Point and Danger Shoal. Late summer includes increases in fog and fishing traffic. The time between October and March includes increases in wind events. Some terminals have weather parameters that prevent ships from docking in rough weather, which generally occur with over 35 kts of wind, and 5 ft seas (or approximately 1.5 m seas). Additionally, pilots reported that operations are affected by commercial fishing and naval traffic in Puget Sound. 2.3.1 Communications The Pilots reported that this increase in traffic would require more coordination between them and Seattle and Victoria VTS, and between Puget Sound and Canadian Pilots. For instance, on the Haro Strait / Boundary Pass route, the vessel may pass through both US and Canadian waters. Pilotage for Haro Strait / Boundary Pass and Rosario Straits is shared by both Puget Sound Pilots and Canadian Pilots. If a vessel is bound for a Canadian port, a Canadian pilot will pilot the ship for the entirety of the passage. If the vessel is bound for a US port, a Puget Sound Pilot will pilot the ship for the entirety of the passage. When a ship is transiting between Canada and the US in either direction, a pilot of the country s waters in which the vessel is currently located will pilot the ship to the international border. This will also apply when a vessel shifts from anchorage in British Columbia to the GPT Terminal berth at Cherry Point. When transiting Haro Strait/Boundary Pass, Puget Sound Pilots exchange information with Canadian Pilots via VHF communications on Channels 11, 13, 5a, 16, and 17. The Canada/US Cooperative Vessel Traffic Service (CVTS) information is shared in accordance with the CVTS manual (Reference 5). Pilots require a 24-hour notice prior to meeting the vessel. 2.3.2 Rosario Strait PSP estimated that the Rosario Strait route was used by approximately 95% of the current Cherry Point traffic, with the other approximately 5% using the Haro Strait/Boundary Pass route. PSP noted that this information regarding frequency of use should be confirmed by the Coast Guard Sector Puget Sound or Puget Sound Marine Exchange. Subsequent GPT VTRA task reports using Puget Sound Marine Exchange data will either validate or refute the PSP traffic estimate. Once the required data is obtained, this task report and any conclusions will be updated. PSP also said that Rosario Strait is the primary route for ships bound for a US port; however, Puget Sound Pilots will use Haro Strait/Boundary Pass if there is conflicting traffic in Rosario Strait. Rosario Strait is generally a one-way zone for vessels over 40,000 DWT. A 15-minute notification to Seattle VTS is required before entering or getting underway within the Rosario Gateway Pacific Terminal VTS Study 9 The Glosten Associates, Inc.

Strait Special Operating Area (SOA). US Coast Guard approval must be granted to enter the Rosario Strait/Guemes Channel Special Operating Area (SOA) (Reference 4.) 2.3.3 Haro Strait/Boundary Pass Haro Strait/Boundary Pass is typically used by traffic transiting to or from Canada. Generally, there is two-way traffic in Haro Strait except near Turn Point, where the SOA [Reference 4] requires vessels of more than 100 m to maintain a minimum distance of 0.5 nm of separation between vessels while maintaining a distance of 3 cables (approximately 560 m) off Turn Point. In Haro Strait, advance notice is given via a call to Canadian VTS at East Point, to Gowlland Point southbound and Danger Shoal northbound. There is also a check in/out point to either Seattle Traffic or Victoria Traffic when abeam Race Rocks. All VTS participants approaching the Turn Point SOA are expected to make safe passing arrangements with other VTS participants prior to entering the vicinity. Additionally, a southbound ship will swing wide and pass on a reciprocal course of a northbound ship. 2.3.4 Strait of Georgia The Strait of Georgia is also used for Canadian traffic along with Haro Strait/Boundary Pass, as well as by US vessels transiting to or from Alaska via the Inside Passage. The Strait of Georgia has dedicated traffic lanes. Currently transit speed in the Strait of Georgia is set at prudent speed (e.g., bulk ships at 10-17 kts and container ships at 20 kts). An escorted loaded tank vessel speed is approximately 10 kts, and is limited by tug capabilities or tug speed. 2.4 Weather and Environmental Factors Both groups of pilots stated that the frequency of operational changes due to weather and environmental factors was low or infrequent. They do not have enough data to state just how frequently it happens. Only extreme weather conditions occurring with over 35 kts wind and 5 ft seas (or approximately 1.5 m seas) would lead to operational changes. The weather and environmental factors with the greatest impact upon Puget Sound Pilots operations are strong winds from the Northwest combined with wind-generated seas and maximum currents. These winds necessitate conducting an on-scene assessment of the vessel s operating condition. There are no restrictions on vessel transits in severe weather; however, berthing facilities will have limiting conditions for docking and undocking. The BC Pilots reported that winds and currents greatly influence decision-making regarding operations. Of particular concerns is wind speed and direction when the vessel is in ballast and current speed and direction when the vessel in the laden condition. Operations for pilot boarding are not changed during inclement weather since the ship can make a sufficient lee for the pilot boat so that the pilot can board the ship. During times of poor visibility, transit speed is reduced. Arrivals and departures are adjusted accordingly, based on berth facility procedures. Gateway Pacific Terminal VTS Study 10 The Glosten Associates, Inc.

The Puget Sound Harbor Safety Committee (HSC) Standards of Care for Anchoring (Reference 7) requirements apply for Puget Sound anchorages during inclement weather. For all weather conditions and situations, the HSC Standards of Care (SOC) and Captain of the Port (COTP) directives apply. During severe weather in British Columbia, the pilots reported that anchoring is the best option. The vessel can head west out of the traffic lanes and anchor there or anchor in English Bay, 1 mile off Westshore or Plumper Sound. Local magnetic disturbances have some impact on navigation if the ship loses its gyro compass during the transit. However, in good visibility, these disturbances have no impact, as the pilot can switch to heads-up display on both radars. In dense fog, there is a possibility that navigation will be impacted for a short period of time. However, the additional information that the pilots may gain if they are using their portable pilot unit (PPU) with a global positioning system (GPS) signal and the automatic identification system (AIS) can be used to augment the radar picture and other available navigational aids. 2.5 Operational Considerations The controlling depth for transiting Rosario Strait and Haro Strait/Boundary Pass was not discussed with the pilots. In the Strait of Georgia and the Vancouver area, the controlling depth is generally 60 ft (or approximately 18.3 m seas). There are some deeper areas and shallower shoals in the transit of both routes, but they are off the optimal track line. Puget Sound HSC Standards of Care requires that, when underway, minimum clearance shall be 3 ft (approximately.9 m) or 10% of draft, whichever is greater. The frequency of mechanical (engine) failure during transits of the areas in question has according to the Puget Sound Pilots knowledge, been low. Reporting of such failures is a USCG (Form 2692) report requirement, and records of such incidents are kept on file by the USCG. A summary of historical USCG Form 2692 incidents will be included in the final GPT VTRA report. The ports of refuge and anchorages along transit routes for the pilotage waters between Port Angeles and the proposed Gateway Pacific Terminal in case of a disability are Port Angeles, Anacortes, Vendovi Island, Bellingham Bay, and Cherry Point. Additional vessel movements are conducted specifically for bunkering in Port Angeles, Anacortes, Vendovi Island, March Point, Anacortes, and Bellingham Bay. Bunkering for vessels calling at the Cherry Point terminals, typically happens at Port Angeles, Anacortes, Vendovi Island, and Bellingham Bay, and across the dock at some oil terminals. Bunkering is conducted using the Puget Sound Harbor Safety Committee Standards of Care for Bunkering Operations. Ballast water transfers are subject to international, national, as well as state-by-state regulatory regimes (Reference 6). More information on ballast water management can be found in Section 13, Ballast Water Management Plans (Task 15), of the Gateway Pacific Terminal Vessel Traffic and Risk Assessment Study prepared by The Glosten Associates. Gateway Pacific Terminal VTS Study 11 The Glosten Associates, Inc.

2.6 Berthing Considerations Berthing operations at the proposed Gateway Pacific Terminal were assumed to be very similar to those at other existing Cherry Point berthing sites. Strong westerly winds that occur during the months of October through March are the times when weather limits for docking and undocking occur. The limits noted in berth procedures for other berths in that area, are generally wind speeds of 35 kts or more combined with a beam or quartering sea/swell of over 5 ft (or approximately 1.5 m). The preferred direction of berthing for departure in these conditions consists of an approach where the ships stem both the wind and current. If the wind and current are opposing, the ship would generally stem (steam into) the current. During inclement weather, the pilots operational options for berthing or departure include using the anchor or requesting additional tugs. In addition, the pilot may remain on board the ship after it is docked in inclement weather in case a departure is necessary. For berth operations at the Westshore Terminal, there are no environmental limits for departure. Winds typically blow onto the berth, and no specific protocol exists for berthing or departure operations during inclement weather. The pilots may choose to berth the vessel starboard side-to in order to facilitate departure in severe weather; however, the standard berthing is portside-to. The loading crane shuts down when the wind speed is more than 35 kts. 2.7 Anchorage Considerations When selecting an anchorage for a ship calling at Cherry Point, the following considerations are taken into account: proximity to the berth, vessel draft, bunkering needs, laden condition, holding ground, weather, and traffic. In addition to the above, factors such as logistics for pilot transportation, crew launch service, stores, and safety are also used in selection of a preferred anchorage area. Generally, anchorages are available in most weather conditions. The Puget Sound Harbor Safety Committee (HSC) sets the standard of care for anchoring in the Harbor Safety Plan (Reference 7.) It is the responsibility of the pilot and vessel master to determine the maximum wind/sea conditions for anchoring, in conjunction with the UCSG Captain of the Port and VTS. Generally, it would be reasonable to expect that winds would be less than 45 kts. The impacts and challenges of shifting on/off the berth during the loading process to anchor are pilot transportation to/from the berth and the vessel s handling with consideration to draft and trim and weather conditions. According to the BC Pilots, congestion at anchorages is an issue when calling at Westshore Terminal. The arriving vessels are eager to anchor and to tender the notice of readiness to the terminals so that they can go on demmerage. This urgency to anchor can cause anchorage congestion. The increase in traffic due to GPT may cause the anchorages in the area to become saturated, depending on ship schedules and cargo availability. Currently, vessels calling at US docks never use anchorages in Canada, as the Canadian anchorage is English Bay near Vancouver, BC, and it is used for ships calling on Canadian berths in the area. If a US ship used English Bay, they would be required to clear Customs and Immigration in both Canada (when arriving) and the US (when docking). Please refer to the Task 7: Anchorage Assessment report. Gateway Pacific Terminal VTS Study 12 The Glosten Associates, Inc.

2.8 Proposed Measures Based on the assumption that the Gateway Pacific Terminal is operating at the projected full capacity, there was a significant and vocal concern about the berth azimuth in relation to the expected environmental forces. Particular attention was expressed about alignment with current direction and current velocities. The Puget Sound Pilots expressed interest in being involved in full-mission simulator analysis of the terminal docks to confirm favorable alignment and model approach to the berth strategies. The British Columbia (BC) Pilots expressed interest in working with the Puget Sound Pilots to establish common practices and protocols. Gateway Pacific Terminal VTS Study 13 The Glosten Associates, Inc.

Section 3 Effect of Wharf Alignment The two alternative pier locations are close to each other and differ mainly in their alignments by about 20 degrees (Figure ). Per discussions with the Puget Sound Pilots, the vessel route to either alternative would be identical except for the final approach and berthing. Figure 2 Second Wharf Alignments to be Studied Alternative #4 Gateway Pacific Terminal VTS Study 14 The Glosten Associates, Inc.