St Lawrence Seaway

Size limits

Largest vessel handled: Vessels up to LOA 225.5m, beam 23.8m may transit under special conditions. Latest Equinox Class Laker capable of using lock system is 30,000DWT.

Seasonal Conditions:

Draughts: Montreal/Lake Ontario Section, the maximum allowable draft is 8.0m until the South Shore Canal is ice-free or until 15 April, 2016, whichever occurs first, at which time, if water levels are favourable, the maximum allowable draught will increase to 8.08m for all vessels. No vessel will be allowed transit if their draught is over 8.08m.

Speed: Mariners are reminded that for ships loaded to a draught greater than 8.0m speeds will be monitored carefully between St. Lambert Lock and St. Nicolas Island.

The Great Lakes - St. Lawrence Seaway System issued a notice stating that, effective immediately, vessels equipped with a certified Draught Information System (DIS) are eligible to transit at a draft of 7cm greater than the Seaway's published maximum permissible draught.

Approach

Seaway channels are maintained to 8.2m (27ft) maximum depth with a maximum draught of 8.08m (26ft 6in)

Vessels area advised to look at the latest Notices to Shipping on Navigation and Depths. These are regularly issued by The Lawrence Seaway Management Corporation as depths may vary, and maximum speeds limits are changed, according to local conditions, weather and time of year (see http://www.greatlakes-seaway.com).

Traffic schemes and VTS

Please see "General Notices & Regulations" section of this publication.

Anchorages

Note: During Winter months Ice Booms may be installed in certain anchorage areas and the use of anchors may not be recommended. Vessels should check the status of Ice Boom areas before anchoring.

Restrictions

Draft (Draught) Information System (DIS): The US Saint Lawrence Seaway Development Corporation (SLSDC) has announced the availability of a new technology by giving mariners real time information on current and projected distances between a vessel's keel and river bottoms. Known as the Draft Information System (DIS), the new onboard technology will reduce the potential for groundings and allow ships to carry more cargo by better taking advantage of the available water levels.

Maximum Allowable Draughts (Drafts):

From 14 July, 2017, in the Montreal to Lake Ontario section, the maximum allowable draught (draft) has decreased to 80.0m (26ft 3in) for upload vessels only.

The maximum permissible draught (draft) will remain at 80.8m (26ft 6in) for downbound vessels in the Montreal-Lake Ontario section and for all vessels in the Welland Canal.

Conditions are monitored closely by the Seaway Authority. Masters are advised to check with The St Lawrence Seaway Management Corporation (website: http://www.greatlakes-seaway.com) for the latest news on these.

Vessels equipped with an approved and operational Draft Information System (DIS) will be permitted to transit at a draught (draft) of up to 7cm above the maximum allowable draft pursuant to Section 29 of the Seaway Practices and Procedures. Due to increasing currents and limitations of squat estimates related to the use of the DIS, mariners are reminded of their responsibility to take into account the ship’s individual characteristics and its tendency to list or squat so as to avoid striking bottom.

The Eisenhower and Snell Locks now have railings installed at both ends of the lock to prevent people falling in the water. Embarking and disembarking procedures have therefore changed at these locations. For pilot exchanges, embarking and disembarking take place mid lock chamber where there is no railing. Boarding ramps have been modified to provide more safe boarding. Lock Operators should use a slow fill at these times, as required.

Maisonneuve Region (Montreal/Lake Ontario Section): Vessels are only permitted to use radar set on a short range of three nautical miles or less at locks.

Whales (Gulf of St Lawrence): Speed restrictions may be in operation at certain times of the year to help prevent collision with whales. Vessels should check the latest guidelines on these before making transit.

Please see also "General Notices & Regulations" section of this publication.

Tugs

Single Tugs may be processed without any lines at all Canadian Locks. If there is a need for lines, advanced notification should be provided by the Tug to the Traffic Control Center, preferable when calling into the system. If the need for lines is identified by Seaway personnel, Traffic Control will advise the Tug.

Mooring

Approach Wall (Fendering): Approach walls are situated above and below all locks to assist vessels entering the locks and also for securing while awaiting their turn for the lock. Rubber fendering is provided at various locations to facilitate ship entry.

Hands Free Mooring (HFM) is being introduced in phases along the St Lawrence Seaway.

Use of Engines to Proceed to a Vessel’s Final Mooring Position (FMP): Vessels coming to a premature stop in the vicinity (within a few metres) of their final mooring position (or first stop position for full-sized downbound vessels in the Welland Canal) are encouraged NOT to use their engines to proceed to their FMP. The vessel should first be secured with the HFM units or mooring lines depending on the lockage type and then either advanced with HFM or winched to their FMP.

Ships with freeboard greater than 2.0m and not equipped with landing booms shall utilize the Seaway “Tie-up at Approach Wall” service, available for vessels not using landing booms. Only synthetic lines should be used. A maximum of four lines only are handled and the service does not include a let go service. See also General Rules and Regulations Section of this publication.

Further details can be found in the Seaway Handbook issued by The St Lawrence Seaway Management Corporation and on their website http://www.greatlakes-seaway.com.

ETA and pre-arrival notices

Further ETA and NOA information can be found in the St Lawrence Seaway "General Notices & Regulations" and "Standard Messages" sections of this publication.

Notice of Arrival shall be deemed to be given when it is acknowledged by a Seaway Station.

Note - USCG National Vessel Movement Centre (NVMC) Pre Entry from Foreign Flagged Vessels:

Information should be provided electronically for each inbound voyage at least 96 hours prior to westbound entry of the St Lawrence Seaway at CIP 2 in Montreal, following the USCG National Vessel Movement Center (NVMC) procedures, details available on their website: www.nvmc.uscg.gov. (a User Guide for the US Electronic Notice of Arrival/Departure (eNOAD) procedure can also be found on this website).

Communications

Every vessel shall use the channels of communication in each control sector as listed below. Vessels are required to maintain a listening watch while within the Seaway Traffic Control sector, on the applicable assigned frequency.

See also "General Notices & Regulations" section of this publication.

Standard messages

The following is a brief review of operating procedures as they apply to vessels:

Upon approaching the Seaway and reaching the first reporting point, the Master calls the Seaway traffic controller by radio telephone, giving the name of his ship, destination and other pertinent data. The traffic controller acknowledges the call and advises the Master whether to proceed towards the first lock or to go to a suitable anchorage if the entrance is congested.

As the vessel nears the first lock, the Master is advised of the lock's condition by a series of navigation lights. If the lock is not ready, the Master ties up at a designated point on the approach wall and awaits his turn. It is important that the vessel casts off promptly after the emerging ship passes as indicated by the traffic lights.

On entering a lock, the mooring lines should be paid out to the lock wall as soon as possible to permit their use in checking the ship's forward motion. For safety reasons, it is very important when handling mooring lines that the hand signals provided by the Seaway linesman are strictly adhered to. After the vessel is tied up, the lines are kept taut to prevent vessel movement in the lock.

When the raising or lowering is complete and the lock gates and ship arresters are opened, it is most desirable that the ship move out of the lock as quickly as possible to avoid causing unnecessary delays to other traffic.

The operators on the bridges are alerted by land telephone/radio of the ship's progress and keep a watch for all approaching vessels. If the bridge is in proper operating condition, its operator will signal the approaching vessel that all is well by activating a flashing red light. Should electrical or mechanical trouble suddenly develop, the operator will change the flashing red light to solid red and the Master must then take immediate action to stop his ship before reaching the limit of approach to the bridge. When the bridge is in the fully raised position, the flashing red light will change to green.

For a downbound vessel with a following current, such a sudden notice may require the use of stern anchors. However, such occurrences are rare as bridge operators and lock Masters notify the traffic controller of any trouble or unusual occurrences and the controller in turn advises the vessels accordingly. For additional information on handling of ships in the St Lawrence Seaway, Masters and owners are asked to refer to the "Seaway Handbook" (http://www.greatlakes-seaway.com/en/commercial/seaway-handbook/index.html)

Advice to Masters: Vessels are asked to review the latest Notices to Shipping issued by the Seaway Authorities, as these give useful information on the latest state of depths and restrictions (either temporary or permanent) which may affect the vessel during its transit.

Notices and regulations

Masters of vessels over 300gt, transiting the Seaway, must conform to the Regulations and Provisions contained in the latest copy of the Seaway Handbook issued by The St Lawrence Seaway Management Corporation (see website http://www.greatlakes-seaway.com/en/commercial/seaway-handbook/index.html). The provisions of the Handbook are subject to change.

40. Entering, Exiting or Position in Lock

MONTREAL TO IROQUOIS

WELLAND CANAL

61. Assigned Frequencies - see Communications section of this publication.

62. Seaway Stations - see Communications section.

63. Channels of Communication - see Communications section.

64. Calling in - see Communications section.

65. Communication - Ports, Docks and Anchorages. See Communications section.

PART V - DANGEROUS CARGO

PART Vll - INFORMATION AND REPORTS

PART VIII - DETENTION AND SALE

88. Power of Sale for Toll Arrears

PART X - NAVIGATION CLOSING PROCEDURES

97. Closing Procedures

START of statement: WARNING

SCHEDULE II - TABLE OF SPEEDS

SCHEDULE III - CALLING IN TABLE

Port State Control here: Paris MOU, Tokyo MOU.

Running now: the Paris and Tokyo MOU concentrated inspection campaign on cargo securing, 1 September to 30 November 2026. Its questions are published: the questionnaire.

Inspection of ships in Canada

Transport Canada,

Inspection and Operations Standards Division,

Tower C, Place de Ville, 330 Sparks Street, 11th Floor, Ottawa, ON K1A 0N5.

For Flag State Inspection Standards (Canadian Vessels):

Tel: +1 613 991 3135

Fax: +1 613 991 4818

Teletypewriter / TDD: +1 888 675 6863

Email: [email protected]

For Port State Control Standards (Foreign Vessels):

Tel: +1 613 991 3135

Fax: +1 613 993 8196

Teletypewriter / TDD: +1 888 675 6863

Email: [email protected]

ISPS

ISPS Designated Authority: Directorate Marine Security - Transport Canada.

Position: Director General.

Address: 112 Kent Street, Tower B, Place de Ville, Ottawa, ON, K1A ON5, Canada.

Tel: +1 613 851 6302

Fax: +1 613 949 3906

Website: http://www.tc.gc.ca

For further ISPS information see IMO website http://www.imo.org

Where it is

The Great Lakes St. Lawrence Seaway System is a deep draught waterway, opened in 1959, extending 3,700 km (2,033nm) from the Atlantic Ocean to the head of the Great Lakes, in the heart of North America. The St. Lawrence Seaway portion of the System extends from Montreal to mid-Lake Erie. Ranked as one of the outstanding engineering feats of the Twentieth Century, the St. Lawrence Seaway includes 13 Canadian and 2 U.S. locks.

The port

The Great Lakes/St. Lawrence Seaway was built as a binational partnership between the United States and Canada, and continues to operate as such.

Administration of the system is shared by two organisations, the Saint Lawrence Seaway Development Corp. in the U.S., a federal agency within the U.S. Department of Transportation, and The St. Lawrence Seaway Management Corporation in Canada, a not-for-profit corporation (ownership of the Canadian portion of the Seaway remains with the Canadian federal government).

For transit purposes, vessels are asked to refer to, and use, the St Lawrence Seaway Handbook (see http://www.greatlakes-seaway.com/seaway_handbook/table-of-contents-e.html). This gives up to date information on documentation required, tolls, Seaway plans and practices and procedures.

Three types of cargo vessel primarily use the Seaway: Great Lakes bulk carriers, known as lakers, ocean-going vessels known as salties and tug-propelled barges.

Commercial importance: The area around the Great Lakes may be described as the heartland of the North American continent. On the shores are large population centres and a highly developed industrial complex utilising the latest advancements of modern technology. Its prosperity is, in a large measure, due to its ready access to raw materials via cheap water transportation.

Thus, the extensive iron ore resources of the Mesabi range in Minnesota are economically exploited hundreds of nautical miles away at Pittsburg, Pennsylvania and at Hamilton, Ontario. In a similar manner, coal is moved from Pennsylvania to all ports around the Great Lakes and is used to fuel the smelters of Sault Ste Marie and Hamilton, Ontario. Grain from the Prairies is moved to overseas markets directly from ports at the head of the Great Lakes.

Course of the canal: Vessel traffic in the Seaway is controlled from three main centres. One located in St Lambert, Quebec, one in Massena, New York (the operations office of the US Saint Lawrence Seaway Development Corporation), and the other in St Catharines, Ontario. The St Lambert centre operates through two radio stations: Seaway Beauharnois and Seaway Iroquois. The Massena centre operates through three radio stations; Seaway Eisenhower, Seaway Clayton and Seaway Sodus. The St Catharines centre operates through three radio stations: Seaway Welland, Seaway Newcastle and Seaway Long Point. In addition to traffic control communications, the Seaway entities provide an information service in the area from Montreal to Long Point, Lake Erie that is used for scheduling of pilots, general vessel position information to the Marine Trade, public, and search and rescue services on Lake Ontario.

- Agricultural products (wheat, corn, soybeans, barley, oats, flaxseed)

- Iron and steel products (steel slabs, scrap iron)

- Mine products (coal, coke, iron ore, salt, stone)

- Other processed and manufactured products (fuel oil, petroleum products, chemicals, forest products).

Latterly, for marketing purposes, the St Lawrence Seaway and the Great Lakes are commonly referred to as "Highway H2 O" (a maritime 'highway' extending 2,000nm inland, from the Atlantic Ocean down to the Port of Montreal).

Traffic

Approx. 38,000,000t of cargo (of which approx. 2,000,000t of coal, 6,000,000t of iron ore and 10,000,000t of grain), 4,000 vessels and 9,000 passengers transit the seaway annually.

What time zone is St Lawrence Seaway in?

Local time at St Lawrence Seaway is UTC−3:30. Clocks go to UTC−2:30 on 14 Mar 2027. Back to UTC−3:30 on 7 Nov 2027.

Who carries out Port State Control at St Lawrence Seaway?

Port State Control at St Lawrence Seaway: Paris MOU, Tokyo MOU.

What is the UN/LOCODE of St Lawrence Seaway?

The UN/LOCODE of St Lawrence Seaway is CASLW.

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