House Standing Committee on Public Accounts (PACP)
Office of the Auditor General
Report 6 – Arctic Waters Surveillance

Table of contents

• Opening Remarks
• Issues Notes
• Audit on Surveillance of Arctic Waters – Findings and Recommendations
• Audit on Surveillance of Arctic Waters – Management Action Plans
• Audit on Surveillance of Arctic Waters – Information Sharing
• Progress Update on the 2021 National Shipbuilding Strategy Audit
• Coast Guard Capability and Interim Measures
• Use of Indigenous Knowledge in Search and Rescue Operations
• Arctic Region Engagement with Partners
• Question Period Cards
• Canadian Coast Guard – Who we are, what we do
• Coast Guard Environmental Response
• Fleet Renewal
• FOPO Report 6: Marine Cargo Container Spills
• Tabling of the Auditor General of Canada Fall 2022 Reports
• Search and Rescue Incidents at the North Pole
• Annex 1 - Question and Answers
• Annex 2 – Scenario Note
• Annex 3 – Tipsheet in Support of Officials Appearing at the House Standing Committee on Public Accounts
• Annex 4 - Resources

Opening remarks

Bonjour and good afternoon Mr. Chair and committee members. My name is Annette Gibbons and I am the Deputy Minister at Fisheries and Oceans Canada. My colleague, Commissioner Pelletier and I appreciate the opportunity to appear before this committee on behalf of the department and the Canadian Coast Guard. We are also pleased to be able to attend with our colleagues from other government departments given our shared interests.

Fisheries and Oceans Canada manages Canada’s fisheries and safeguards its waters. The Canadian Coast Guard is responsible for services and programs that contribute to the safety, security and accessibility of Canada’s waterways. We also contribute to our country’s sovereignty and security, including in the North, through our presence in all Canadian waters.

I would like to thank the Auditor General for providing recommendations that respond to safety and security risks, and incidents associated with increased vessel traffic in Arctic waters.

Fisheries and Oceans Canada and the Canadian Coast Guard agree with the audit recommendations. We note that these echo similar recommendations made in the 2014 Auditor General report on Marine Navigation in the Canadian Arctic. We are committed to working with partners to address gaps in Arctic maritime domain awareness, and increase information-sharing.

Arctic surveillance in support of sovereignty and security is a whole of government endeavour which integrates multiple departments’ capabilities.

To support Canada’s presence in the Arctic, we will continue to collaborate with federal and provincial/territorial partners, First Nations, Inuit and Métis communities, as well as industry, to provide the assets, programs, tools, and people needed to support Canada’s surveillance, presence and maritime security interests.

We are also committed to developing an Arctic Maritime Security Strategy in collaboration with key security partners to provide risk-based Arctic marine domain awareness solutions.

Strengthening and renewing our fleet

As our physical presence remains so important to maritime domain awareness, strengthening and renewing our fleet is one of the key actions we are taking to support security and sovereignty in the North.

Investments for icebreaking and ice-capable vessels announced through the National Shipbuilding Strategy include: 16 Multi-Purpose Vessels, 6 Program Icebreakers, 2 Arctic Offshore Patrol Ships, and 2 Polar Icebreakers.

These new vessels will be a significant contribution to exercising Canada’s sovereignty in the Arctic and in supporting Canada’s on-water Arctic science capabilities by performing critical icebreaking services, providing vessel escorts and commercial and fishing harbour ice breakouts, and ensuring the safe transport of vital supplies, goods and people in Canadian waters.

Specifically, the Program Icebreakers will also help provide other essential services to Canadians including search and rescue, environmental response, maritime security, and humanitarian missions.

The Polar Icebreakers will be larger and more powerful than the current Heavy Icebreakers and will enable the Coast Guard to operate in all areas of the Arctic throughout the year with enhanced capabilities to support a variety of tasks, including to support our on-water science program and Northern sovereignty.

In order to maintain services to Canadians while new ships are being built, the Coast Guard has put in place interim measures to mitigate anticipated gaps until the new ships are ready.

These interim measures are twofold. First, we are making important investments to extend the life of our current fleet. Known as Vessel Life Extensions, or VLEs, we safely prolong the life of our fleet to ensure that Coast Guard personnel continue to have the proper equipment to perform their crucial work until new vessels arrive.

And second, we have acquired four interim vessels, so that when an existing vessel is taken out of service for Vessel Life Extension, we have replacement assets to maintain Coast Guard’s operational excellence in service delivery.

Marine Security Operations Centres (MSOCs)

The Canadian Coast Guard remains actively engaged with its domestic partners on Arctic security through its contributions to Canada’s multi-agency Marine Security Operations Centres (MSOCs).

These centres bring together the Canadian Coast Guard, National Defence, the Royal Canadian Mounted Police, the Canada Border Services Agency, Transport Canada and Fisheries and Oceans Canada.

As an integrated component of the Government’s security apparatus, MSOCs identify and report on maritime activities that represent a potential threat to the sovereignty, security, and safety of Canada.

The Canadian Coast Guard’s contribution to MSOCs includes its expertise and information on maritime vessel traffic.

With the tremendous number of vessels traveling within a few kilometres of our coastlines, it is imperative for reasons of security and safety that these vessels be identified and monitored.

Our Marine Communications and Traffic Services (or MCTS) Centres monitor and liaise with all marine traffic, and provide crucial information to MSOCs to help ensure the safety and security of Canada’s waterways, including in the Arctic.

In collaboration with our MSOC partners, current efforts are focused on information-sharing and the upcoming MSOC Third Party Review. This review will focus on analyzing current MSOC functions and outputs in order to identify and mitigate gaps in providing maritime domain awareness.

In closing, DFO is keenly aware that maritime domain awareness in Canada’s Arctic is critical to ensuring that we can decisively respond to incidents that threaten Canada’s security, safety, environment and economy.

This is why Fisheries and Oceans Canada and the Canadian Coast Guard will continue to work closely with all of its partners to improve safety and security in Arctic waters.

Thank you. We would now welcome your questions.

Issues notes

Audit on surveillance of Arctic waters – findings and recommendations

• The Canadian Coast Guard (Coast Guard) will continue to work with federal security partners to provide assets, programs, expertise and tools required to support Canada’s surveillance, presence and maritime security interests in the Arctic. Further, the Coast Guard is taking actions to address gaps by developing Management Action Plans that identify timelines to address the recommendations.
• In response to Audit recommendations to reduce barriers to efficient information sharing, the Coast Guard, as the current Chair of the Marine Security Operations Centres (MSOC) Committees, is committed to operationalize the evaluation report from the Third Party Review (Deloitte).
• This review will aim to identify gaps that impact MSOCs in providing marine domain awareness and is expected in May 2023.
• In addition, the Coast Guard is examining new tools and technologies to modernize existing capabilities, including the tracking and monitoring of more vessels, in order to adapt to Canada’s evolving national security landscape.

Audit on surveillance of Arctic waters – management action plans

• There are long-standing gaps in arctic maritime domain awareness (MDA) regarding Canada’s ability to track vessels continuously and in identifying non-emitting, or “dark vessels”. Currently, Arctic MDA challenges include: limited terrestrial sensors, existence of dark vessels going undetected, limited space-based Automatic Identification System (AIS), and explorers not requiring AIS.
• The Canadian Coast Guard (Coast Guard) plays a critical role in generating MDA, which constitutes the primary data source employed in support of federal maritime operations. The Coast Guard is continuously working to address the aforementioned challenge through refinement of existing tools and an assessment of new capabilities, which will improve its ability to track, monitor and analyze a higher volume and more types of vessels.
• The Coast Guard is working to obtain near real-time MDA capabilities through the use of artificial intelligence. These capabilities will address gaps in the long-range identification of incoming vessels, the ability to track vessels continuously, and to identify non-emitting, or “dark vessels.
• In addition, the Arctic Maritime Security strategy, and interdepartmental initiative led by Coast Guard, is intended to guide Arctic Security policy and operational objectives into the future in response to an evolving array of threats in the global maritime domain. This Strategy, expected to be complete in June 2013, has reviewed Canada’s capabilities, and identified pressure points within the operational construct which will enable departments, individually or collectively, to develop options’ analysis and/or solutions. 
• Lastly, in its capacity as Chair of the governance committees, which manage the work of the MSOCs, Coast Guard has awarded a contract to a third party consultant (Deloitte) to evaluate past successes and shortcomings, offer insights and recommendations to position the MSOCs for success in the future. The scope of this work supports the ongoing evolution and renewal of the MSOCs and aligns with the upcoming Parliamentary review of the state of Canadian national security efforts under C-59.

Audit on surveillance of Arctic waters – information sharing

• The Auditor General concluded there are barriers that prevent efficient sharing of information regarding vessel traffic in Arctic waters.
• An information sharing Memorandum of Understanding (MOU) has been a key tool for the Marine Security Operations Centre (MSOC) community since its inception. The MOU includes a yearly review by MSOC Partners, which is currently underway. Each department is reviewing the MOU to identify gaps in an effort to modernize information sharing.
• In its capacity as Chair of the governance committees, which manage the work of the MSOCs, Coast Guard has awarded a contract to a third party consultant (Deloitte) to evaluate past successes and shortcomings, offer insights and recommendations to position the MSOCs for success in the future. The report is expected in April/May 2023.
• The Coast Guard has been a key participant reviewing the Security of Canada Information Disclosure Act and the National Security Intelligence Review Agency response. The Coast Guard continues to advance information sharing dialogue, which has enabled our organization to better align with other federal security partners.

Progress update on the 2021 National Shipbuilding Strategy audit

• In their response to the most recent audit on Arctic Surveillance, departments agreed with the OAG that it is important to procure equipment in a timely manner and manage risks to sustain Canada’s capabilities if replacements are delayed.
• In 2021, when the OAG completed a report on the National Shipbuilding Strategy, there was a similar recommendation highlighting the importance of reliable schedules.
• I am happy to report that two of the four actions we identified in 2021 to improve schedule reliability are already in place today, and we are on track to fully implement the remaining two by March 31, 2023:
  • It has been identified that shipyards are required to develop Integrated Master Schedules that are more robust and account for programmatic risk to projects, and we have completed this action.
  • Another completed action, is the establishment of a feedback loop with shipyards, to ensure schedules are more accurate and based on the performance findings of Earned Value Management.
  • To provide a realistic picture of progress to date, we regularly engage third party experts to assess shipyard performance and have dedicated a specialist to tracking shipyard progress with an Earned Value Management Tool. This action is in progress.
  • Also in progress, is the staffing of a dedicated team to better track and enforce project schedules, including at the program level.
• Compared to the 2021 recommendations, the most recent Audit goes one step further and recommends that we also develop contingency plans in case equipment is not replaced in a timely manner.
• I am also happy to report, that this is something the Canadian Coast Guard (Coast Guard) is already doing.
• We have put in place a number of interim measures to ensure that we have the equipment needed to do the job.
• In addition to advancing our new shipbuilding projects, the Coast Guard has also implemented:
  • A comprehensive Vessel Life Extension Program to extend the lives of our current ships;
  • Procured four interim icebreaking ships to maintain coverage while our existing fleet requires maintenance; and,
  • Put in place spot charters for commercial vessels to assist as needed.
• We will continue to look for ways to improve the timely delivery of new ships while also ensuring that we are equipped to continue delivering the critical services that mariners depend on.

Coast Guard capability and interim measures

• The Canadian Coast Guard’s (Coast Guard) icebreaker fleet delivers essential services in the Arctic, including search and rescue, marine communication and traffic services, aids to navigation, marine environmental response and support for at-sea science.
• Icebreakers also ensure delivery of critical supplies to Northern communities where 95% of goods, including food, arrive by ships.
• As the fleet is aging and replacement assets have not yet come online, the Coast Guard is implementing interim measures to ensure continued service delivery.
• The Agency has purchased three “medium” and one “light” commercial icebreaker that are backfilling for ships undergoing Life Extension (VLE) work to extend their operational lives.

Use of Indigenous knowledge in search and rescue operations

• Since the implementation of Oceans Protection Plan (OPP) initiatives, the use of Indigenous knowledge in Search and Rescue operations has increased through greater Indigenous participation in the Search and Rescue (SAR) system - both in prevention and response activities.
• This includes the national implementation of the Risk-based Analysis of Maritime Search and Rescue Delivery project, allowing for the proactive identification of new and emerging marine risks based on Indigenous knowledge.
• Indigenous local and geographic knowledge is also essential in an effective SAR response in the Arctic. The creation of an Arctic Marine Response Station, with strong employment equity and inclusion commitments, and an increase in community-based response capacity, including the Canadian Coast Guard (Coast Guard) Auxiliary Chapter and Indigenous Community Boat Volunteer Program promotes Indigenous participation and bolsters response capacity in SAR.
• An emphasis on including Inuit Qaujimajatuqangit (IQ, pronounced khow-yee-mah-yah-too-kha-neet), which is the Inuit term for Inuit traditional knowledge, in all areas of SAR in the Arctic has further advanced the Coast Guard’s commitment to reconciliation. An example of this is the use of traditional place names and geographic knowledge in our SAR planning and operations at the Marine Response Station in Rankin Inlet, NU, resulting in greater collaboration with the community and improved delivery of Coast Guard SAR services in the area.

Arctic region engagement with partners

• Due to the size, remoteness, limited connectivity and incident response capacity in the Arctic, collaboration with Inuit, First Nations, and Métis governments and communities, industry, other federal departments, provinces and territories, and international partners is crucial to ensure regional maritime safety and security.
• Engagement with Indigenous partners occurs using a distinctions-based approach, to ensure the unique rights, interests and circumstances of the First Nations, the Inuit and Métis are acknowledged, affirmed, and implemented.
• DFO and CCG Arctic Regions coordinate and work with Inuit, First Nations, and Métis through individual regional governance frameworks and other engagement activities where shared priorities are discussed.
• Industry partners engage with Arctic Region through various marine fora including the b-annual Arctic Marine Advisory Board and the Prairie and Northern Region – Canadian Marine Advisory Council meetings to coordinate the northern sealift and resupply effort.
• Coast Guard provides an operational platform for federal departments to execute their mandates. For example, Canadian Hydrographic Service utilizes our icebreakers for bathymetric charting. Fisheries and Oceans Officers will also occasionally be on board icebreakers. In addition to collaboration with DFO, Arctic Region works with the Royal Canadian Navy through the Joint Arctic Working Group, and the Royal Canadian Mounted Police and Joint Task Force North through the Arctic Security Working Group.
• Increased attention on the Arctic and shifting geopolitics has reinforced the importance of collaboration with like-minded Arctic states and other international partners. Bilateral collaboration includes exercising with the United States Coast Guard (USCG) and the Danish Joint Arctic Command.

Question period cards

Canadian Coast Guard

Issue

What are the roles and responsibilities of the Canadian Coast Guard?

Response

• Throughout its 60-year history, the Canadian Coast Guard (Coast Guard) has remained a world-leading symbol of service and safety from coast to coast to coast.
• The Agency owns and operates Canada’s civilian fleet and plays a critical role in protecting the marine environment, enabling economic growth, ensuring the safety of mariners, and supporting Canada’s sovereignty and security.
• The Coast Guard has a presence across the country, including the newly created Arctic Region which is advancing reconciliation, partnerships and collaboration in the North.

Coast Guard Environmental Response

Issue

The Canadian Coast Guard’s response to the MV Europe oil spill in English Bay, British Columbia.

Response

• The Canadian Coast Guard is responsible for ensuring an appropriate response to marine pollution incidents in Canadian waters, such as the MV Europe spill.
• This work is done collaboratively with Indigenous and coastal communities, municipalities, industry and federal partners.

If pressed on oil spilled in English Bay

• In response to the oil spilled in English Bay, the Canadian Coast Guard established a Unified Command structure to manage the response and minimise pollution damage caused by the spill.
• Thanks to Oceans Protection Plan investments, federal, provincial, local and Indigenous partners were mobilised in response to this spill.
• The ship owner is aware of their obligations regarding the costs of this cleanup.

Fleet Renewal

Issue

How much is the Coast Guard’s Fleet Renewal costing and when will they become operational?

Response

• Fleet Renewal efforts under the National Shipbuilding Strategy remain a key priority to ensure the Canadian Coast Guard (Coast Guard) can continue supporting the safety and accessibility of Canadian waters.
• Significant progress has been made to support Canadians and the safety of our waters:
  • Coast Guard has taken delivery of three large Offshore Fisheries Science Vessels, 18 small vessels, 23 helicopters and four Interim Icebreakers to date.
  • Over $20 billion in total contracts have been awarded under the National Shipbuilding Strategy for Coast Guard and National Defence procurements.
• Like Canadians, the Coast Guard is concerned with delays and costs. That is why interim measures, such as acquiring four commercial icebreakers and implementing vessel life extensions, are in place to ensure essential services continue until new vessels are delivered.

If pressed on icebreakers

• Icebreakers are essential to Canada’s economy by supporting both year round trade and the safe passage of goods.
• Canada is investing in six Program and two Polar Icebreakers to ensure continuation of essential icebreaking services. The Coast Guard is also procuring up to 16 Multi-Purpose Vessels with icebreaking capability.
• One Polar Icebreaker will be built at Vancouver Shipyards. The Program Icebreakers and other Polar will be built at Chantier Davie, once the third shipyard process is completed (expected in early 2023).

FOPO Report 6: Marine Cargo Container Spills

Issue

How will the Canadian Coast Guard respond to the Standing Committee on Fisheries and Oceans, Marine Cargo Container Spills Report?

Response

• The Canadian Coast Guard welcomes the recommendations of the Standing Committee related to marine cargo spills and has worked with partner departments to provide a comprehensive response to the Report.
• Improving and expanding services to Canadians to protect Canada’s environment and support economic prosperity is a key focus.
• The health and sustainability of our marine environment is linked not only to Canada’s prosperity but to global well-being. Improvements to our marine pollution response services are beneficial to all Canadians.

If pressed on Zim Kingston

• The Zim Kingston incident was a complicated response operation that highlighted the many challenges of responding to marine container spills. We are committed to further enhancing our capabilities to respond to these kinds of incidents in the future .
• Investments from Budget 2022 that support the second phase of the Oceans Protection Plan will help strengthen the Canadian marine safety system to prepare for and respond to similar incidents.

Tabling of the Auditor General of Canada fall 2022 reports

Issue

What is the Government doing to ensure safety and security in Arctic waters associated with increased vessel traffic?

Response

• I would like to thank the Auditor General for providing recommendations to respond to safety and security risks and incidents associated with increased vessel traffic in Arctic waters.
• The Canadian Coast Guard agrees with the recommendations.
• My department is committed to work with partners to address gaps in Arctic maritime domain awareness, and increase information sharing.
• To support Canada’s presence in the Arctic, we will provide the equipment, infrastructure, assets, and capabilities required to meet the maritime security interests of Canadians.

If pressed

• Canada’s maritime domain awareness in the Arctic is critical to ensure that Canada can respond to incidents that may impact Canada’s security, safety, environment and economy.
• The Canadian Coast Guard is committed to assessing and analyzing its capacity, gaps and solutions to strengthen capabilities for surveillance of Arctic waters.
• The Department has committed to the development of an Arctic Maritime Security Strategy, in collaboration with key interdepartmental security partners to provide risk-based Arctic marine domain awareness solutions.

Search and Rescue Incidents at the North Pole

Issue

Members of the House Committee on National Defence expressed concern over the need to cooperate with the Russian Federation to respond to a search and rescue incident at the North Pole.

Response

• Canada has developed strong search and rescue (SAR) partnerships with all Arctic nations, through the legally binding Agreement on Cooperation on Aeronautical and maritime Search and Rescue in the Arctic, as well as through multilateral fora such as the Arctic Coast Guard Forum.
• The invasion of Ukraine has paused formal engagement activities with Russia. If a maritime SAR incident occurred at the North Pole, where Canada and Russia have shared responsibility for Search and Rescue, collaboration may be required.
• A SAR event at the North Pole would likely require support from multiple Arctic nations given the distance and ability for each nation to respond so far North.
• An effective international response to a SAR event at the North Pole is within Canada’s national interest for safety and security.
• We continue to work closely with Inuit, the cruise ship industry and other federal partners to improve SAR preparedness and response in the Canadian Arctic.

If pressed

• The safety of mariners, and the public, remains the top priority of the Canadian Coast Guard.
• Canada condemns Russia’s unlawful invasion of Ukraine, and has paused all non-necessary activities with Russia.
• Canada is required, under international convention, to cooperate with Arctic nations in the event of a marine emergency.

Annex 1: Question and Answers

Science at Sea Program - Challenges of Coast Guard fisheries vessels

Can the Canadian Coast Guard maintain its capacity and ensure the continuity of datasets between the old and new fisheries vessels?^{Footnote 1}

• The Department has comprehensive data sets, with some current survey time series going back to the 1970s. These time series allow Fisheries and Oceans Canada (DFO) to track stock fluctuations over time and improve our ability to forecast the future of stocks. They provide a wealth of knowledge on overall ecosystem conditions, species distributions, growth, and diet information.
• Prior to the arrival of new science vessels in 2019 and 2020, DFO and the Canadian Coast Guard developed a comparative fishing program to collect samples using the old and new vessels side by side. This allows us to compare data collected from the two vessels and make the necessary data adjustments that account for any differences between the vessels to be able to continue to use existing data series.
• Unfortunately, since 2019, some hurdles associated with bringing a new class of vessel into service, unplanned maintenance on the older ships, weather, COVID19, and crewing challenges have impacted our ability to deliver on these surveys and will impact our assessments in the near-term.
• Four vessels, however, have been at sea for comparative fishing since late-September and optimizing the use of our offshore science vessels to collect this critical data will remain our utmost priority.
• Resulting scientific uncertainty is taken into consideration in the science advice provided to support management decisions. DFO can use modeling and projections to address some short term data gaps, and DFO continues to work closely with the Canadian Coast Guard to maximize every opportunity to collect data for key stocks and preserve the historical time series of important commercial species. The 2023 fisheries management decisions will continue to be based on the best available science information, partner and stakeholder input, and socio-economic considerations.

Icebreaking

What is the Canadian Coast Guard (Coast Guard) doing to ensure that performance measurement properly assesses the needs of Icebreaking clients and Arctic Stakeholders? Ref: 6.53 of 2022 OAG Report; 3.39-3.50 of 2014 OAG Report

• The current Level of Service and Icebreaking Requirements review involves extensive stakeholder engagement to identify areas where needs are not being met.
• The updated Level of Service will re-evaluate the specific needs of the Arctic and prioritise icebreaking activities to ensure the needs of Canadians are met. For example, as service user needs evolve, the Coast Guard will continue to assess the periods of time icebreaking services will be available in the Arctic.
• Maintaining strong performance measurement indicators will help to identify current and future gaps and risks.

How is the Coast Guard working to ensure the icebreaking demands are met in the Arctic over the next 20 years taking into account the current Fleet Renewal initiatives? Ref 6.54 of 2022 OAG Report

• By leveraging national and regional marine advisory groups, the Coast Guard is made aware of shifting trade patterns and shifting trade dates based on climate change.
• A close partnership with Environment and Climate Change Canada’s Canadian Ice Service allows the icebreaking program to remain aware of trends associated with climate change and its effects on predicted ice conditions.
• Regional engagement with provincial and territorial governments enables the Coast Guard awareness of emerging trends and issues for long-term planning.
• A detailed assessment will be considered alongside program and fleet renewal objectives and will account for work already completed under the “Fleet Mix” initiative.

Fleet Renewal

How many ships does the Canadian Coast Guard (Coast Guard) currently have, and how many operate in the Arctic?

• The Coast Guard currently has a fleet of 26 large ships and 91 small ships.
• This includes six Icebreakers that can operate in the Arctic, predominantly during the summer season when the Arctic is more accessible.

How many ships does the Coast Guard plan to procure, and how many will operate in the Arctic?

• The Coast Guard is in the progress of procuring a future fleet of 126 ships, including 31 large ships and 95 small ships to meet operational requirements.
• The Coast Guard’s future fleet will greatly expand Canada’s Arctic resources, and will include up to 26 Arctic-capable ships:
• 2 Polar Icebreakers;
• 6 Program Icebreakers;
• 16 Multi-Purpose Vessels; and
• 2 Arctic and Offshore Patrol Ships.

Will the future fleet improve Canada’s Arctic capabilities?

• Yes. Canada does not currently have a marine asset with the capabilities or reach of the Polar Icebreaker.
• With two Polar Icebreakers, the Coast Guard will gain unrestricted access to the high Arctic and be able to sustain year-round operations for the first time.

When are the new vessels expected to be delivered?

• The two Arctic and Offshore Patrol Ships are planned to arrive first, beginning in 2026-27.
• The remaining Arctic-capable ships, will begin to arrive in 2030, including the:
• First Polar Icebreaker;
• First Program Icebreaker; and
• First Multi-Purpose Vessel.
• The second Polar Icebreaker is planned to arrive in 2033.

Why is it taking so long to get the new ships?

• The Arctic-capable ships were not planned to be the first ships delivered under the National Shipbuilding Strategy (NSS).
• When the NSS was started in 2010, Canadian shipyards had never constructed vessels of this size and complexity before.
• The yards needed to ramp up capacity to meet the pace of deliveries that Canada needed. This required:
• Large multi-year modernisation and infrastructure projects; and
• Unprecedented levels of hiring, to find the number of skilled tradespeople needed to build the ships.
• While this ramp-up period has taken longer than planned, the NSS is starting to hit a stride:
• Vancouver Shipyards has delivered all three Offshore Fisheries Science Vessels to Coast Guard;
• Irving Shipbuilding has delivered the first three Arctic and Offshore Patrol Ships for the Royal Canadian Navy; and
• The smaller shipyards across Canada have been busy building and delivering Coast Guard’s small vessels.
• While progress on the NSS has not been smooth sailing, including impacts of the Covid-19 pandemic, we have come a long way.

What is Canada doing to try to improve ship delivery timelines?

• National Shipbuilding Strategy (NSS) partner departments are actively working to improve delivery timelines, including:
• Working with shipyards to improve their capacity and productivity levels;
• Working with shipyards to develop more accurate schedules;
• Engaging experts to track and report on shipyard performance; and
• Using contractual measures to incentivize shipyard performance.
• Both Canada and the shipyards now have over a decade of experience under our belt. I have confidence that all of these measures will result in positive improvements.

NSS Interim Measures

What happens if new ships are not delivered on time?

• The Canadian Coast Guard (Coast Guard) has put in place a number of interim measures to ensure we can continue to deliver services to Canadians as we build new ships. This includes:
• A comprehensive Vessel Life Extension (VLE) program to extend the lives of our current ships;
• Procurement of four interim icebreaking ships to maintain coverage while our existing ships are life-extended.
• The use of charters for commercial vessels to assist, as needed.
• These measures will allow us to continue to deliver services in southern waters and the lower Arctic region as new ships are delivered.
• However, there is an acute issue that arises in 2030, and that is the planned retirement of the CCGS Louis S. St-Laurent (LSSL). It is currently the only ship capable of sailing the high Arctic unescorted and with helicopter capability.
• If the LSSL is not replaced as planned, we will begin to have program coverage area issues in both the south (winter icebreaking), and the north (summer icebreaking including resupply). The interim ships will help mitigate the impact to a substantive degree, but there will be program impacts, specifically high Arctic presence and icebreaking in the Gulf.
• While the four interim icebreakers will allow us to shuffle and redeploy ships to maintain lower Arctic services during the peak summer season to a reasonably high degree, there will be issues with the high Arctic.
• As well, the southern icebreaking services can be managed in much the same way, but with one fewer heavy hull out of six there would be impacts in a heavier ice year.

When is CCGS Louis S. St-Laurent planned to retire and how will it impact the Arctic?

• Following a Vessel Life Extension (VLE) , CCGS Louis S. St-Laurent is planned to retire in 2030, at the age of 61. Its program will be split and carried out by two ships, both of which are planned to be delivered in 2030.
• The first Polar Icebreaker will assume the Louis’ duties in the high Arctic and introduce enhanced Arctic capabilities into the Coast Guard fleet.
• The first Program Icebreaker will assume the majority of the Louis’ icebreaking workload, which occurs in the lower Arctic (summer) and southern waters (winter months).
• If either of these ships do not arrive before the Louis is retired, the program impacts would be mostly limited to the high Arctic.
• The four interim icebreakers will allow us to shuffle and redeploy ships to maintain lower Arctic services during the peak summer season to a reasonably high degree.
• The southern icebreaking services can be managed in much the same way, but with one fewer heavy icebreaker there would be impacts in a heavier ice year.

The OAG recommended putting in place contingency plans if vessels are delayed. Has the Coast Guard done this?

• The Coast Guard has already put in place a mix of interim measures to allow time for the new ships to be built. These also serve as a contingency plan if new vessels are delayed. This includes:
• A comprehensive VLE plan;
• The procurement of four interim icebreakers; and
• The use of commercial charter vessels to assist, as needed.
• However, the lack of availability, and cost, of an interim heavy icebreaker does not allow us to completely mitigate a gap in capability between the LSSL and the new Polar icebreaker in the high Arctic. Management of existing resources and interim vessels will be used to mitigate as much as possible.
• The Coast Guard is committed to maintaining service delivery for Canadians and the industry and will continue to re-evaluate these contingency plans as shipbuilding projects progress.

NSS and Arctic Waters Surveillance Audit – delays in the delivery of equipment

How will the Coast Guard address delays in the delivery of equipment to replace and improve the key federal capabilities used for maritime surveillance in the Canadian Arctic, that the OAG pointed out in her Arctic Surveillance Audit?

• I am happy to report, that a plan is in place and being implemented, and will help ensure that the Coast Guard, continues to ensure the safety of all our waters for the benefit of all Canadians.
• The Management Action Plan developed in response to the 2021 audit of the National Shipbuilding Strategy addresses a number of key issues to ensure that future Canadian Coast Guard ships to support maritime surveillance in the Canadian Arctic are delivered in a timely manner.
• Specifically, in response to the 2021 Audit recommendation, the Coast Guard identified four actions in the 2021 Management Action Plan (MAP) to improve the reliability of schedules:
• Work with Public Services and Procurement Canada (PSPC) to strengthen contractual measures requiring shipyards to develop robust schedules and reporting on progress and performance.
• Put in place Coast Guard in-house capacity to evaluate shipyards schedules and performance reporting, using Earned Value Management as an assessment tool.
• Establish a feedback loop with shipyards, to ensure that Coast Guard’s assessments are conveyed to the shipyards and integrated into more accurate schedules.
• Leverage Coast Guard Vessel Procurement’s, Program Management Office to implement strategies to better manage and enforce project schedules, including staffing a dedicated specialist position to provide schedule management advice and support to individual Project Teams and to track NSS schedule slippage.
• I am happy to report, that the Coast Guard is on track to implement all actions identified in the 2021 MAP by March 31, 2023.
• The following measures have already been put in place:
• Requiring the shipyards to develop robust Integrated Master Schedules to account for risks to projects;
• Engaging third parties to support analysis on shipyard performance;
• Dedicating a specialist to track shipyard progress with an Earned Value Management tool;
• Establishing a feedback loop with shipyards to ensure schedules are accurate and based on the performance findings of Earned Value Management; and
• Staffing a dedicated team to better track and enforce project schedules, including at the program level.

Safety Considerations of Crew – vessel life extensions

How is the Canadian Coast Guard taking into account the safety of crew in regard to extending the life of vessels?

• The Coast Guard’s Vessel Life Extension program is an internal mechanism to ensure that a vessel is being maintained at a state of compliance with the latest codes and regulatory requirements. This work ensures the highest degree possible of structure integrity and machinery supportability for safe and continued operations of the vessel.

Collaboration between federal departments responsible for marine domain awareness

What are the areas of responsibility for each Maritime Security Operations Center (MSOC) partner?

• MSOCs include representatives from the Department of National Defence (DND), Canada Border Services Agency (CBSA), Transport Canada (TC), the Royal Canadian Mounted Police (RCMP), the Department of Fisheries and Oceans – Conservation and Protection (DFO C&P) and the Canadian Coast Guard (Coast Guard).

Coast Guard:

• Creates Maritime Domain Awareness (MDA): Monitors all data sources that generate positional and movement information for vessels of all sizes operating within or near Canadian waters.
• Maintaining an awareness of the mandates and maritime files of the MSOC Partners and uses its high level of MDA to provide alerts when there is a vessel, situation or anomaly that may be of interest a Partner.
• Provides data and information collected and analyzed by Coast Guard MSOC may be utilized for purposes other than Maritime Security, such as long-term analysis of vessel movements, traffic densities, industry trends, or short term assistance in locating, tracking or identifying a vessel or class of vessels.
• Link between MSOC Partners, maritime security community and Coast Guard.

DFO C&P:

• Fisheries – to protect and manage Canada’s fisheries, including aquaculture, and support Indigenous participation in fisheries and aquaculture activities. Fisheries also ensures the national network of harbours is open and in good repair.
• Aquatic Ecosystems – to protect Canada’s oceans, freshwater and aquatic ecosystems and species from the negative impact of humans and invasive species. This is achieve this through sound science and in collaboration with Indigenous communities.
• Together Coast Guard and DFO C&P work with other MSOC partners to provide MDA in relation to fisheries activities in Canadian and international waters, using the various MDA tools available including dark vessel detection.
• Additionally, the Coast Guard provides resources (vessels and crew) to support C&P’s mandate on the water.
• Other MSOC Partners: The roles of other MSOC partners, were drawn from Concept of Operations for MSOCs, and thus were endorsed by each Partner.

How are MSOC Partners collaborating to address maritime domain awareness gaps identified in the OAG Report?

• MSOC Partners have responded to the OAG Report with the following key actions, which are designed to address the MDA gaps:

• Completion of the Maritime Domain Awareness Strategy.
• Initiation of a MDA Afloat initiative, where MSOC resources will be utilized on select Coast Guard vessels. To date, Coast Guard has identified the Henry Larson to undertake this initiative. Furthermore, Coast Guard is looking to use various MDA resources such as the Interdepartmental Maritime Integrated Command, Control, and Communications (IMIC3),OCIANA, Remotely Piloted Aircraft System (RPAS), etc. as well as looking to enhance its MCTS partnership. In addition, Coast Guard is looking to integrate its data feeds into the recognized maritime picture, which is at the forefront of each MSOC. These aforementioned capabilities will further assist and contribute to the surveillance of Arctic waters.
• A Third-Party Review to perform a comprehensive assessment of the MSOCs’ future in the evolving Canadian maritime and national security settings has been initiated. It will analyse current MSOC functions and outputs in order to identify existing and potential gaps that negatively impact MSOCs’ provision of MDA. A contract has been awarded, with the aim of an initial report projected by summer 2023.
• Completion of the Arctic Maritime Security Strategy, which is an interdepartmental initiative of MSOC partners. It is a part of the broader Interdepartmental Maritime Security Working Group Initiative to reinforce maritime security efforts across Canada.
• Trialing of new MDA tools (including Purple Trac and OCIANA), which will address long-standing Arctic MDA gaps with a view to revising and refining the MDA requirements.

How are MSOC partners collaborating to address the information sharing constrains identified in the OAG Report?

• An information sharing Memorandum of Understanding (MOU) between MSOC partners has been in place since the establishment of the MSOCs.
• MSOC Partners, [Information was severed in accordance with the Access to Information Act.], are currently reviewing their information sharing MOU to identify gaps based on their current mandate in an effort to modernize information sharing interdepartmentally.

CCG collaboration with coastal Indigenous communities regarding arctic marine domain awareness

How is the Canadian Coast Guard (Coast Guard) collaborating with coastal Indigenous communities in the Arctic regarding Marine Domain Awareness (MDA)?

• The Coast Guard’s Arctic Region has a strong, collaborative relationship with communities in the North, and shares pertinent program information with these communities, including Maritime Security. These communities in turn share information with the Coast Guard which enhances Coast Guard’s situational awareness and in some cases, MDA. This helps the Coast Guard improve program delivery.
• Through the Oceans Protection Plan (OPP), the Enhanced Maritime Situational Awareness (EMSA) initiative was developed with Indigenous communities and industry to provide near real-time vessel activity and other marine environmental information in local waters through a user-friendly web platform. Launched in 2019, many Indigenous and coastal communities use the technology to improve on-water situational awareness. EMSA will continue to grow the number of Indigenous community partnerships and be integrated into other OPP initiatives. The system itself will also be enhanced to further improve marine safety, environmental monitoring, and protection.

Arctic Waters Charting

What are modern standards for charting as it pertains to the Arctic?

• Based on the parameters outlined by Canadian Hydrographic Services (CHS), modern standards for a hydrographic survey entails a survey that consists of 100% bottom coverage using either a multi-beam sonar, a sweep multi-transducer system, or an airborne laser bathymetric system (LIDAR). In the context of Arctic hydrography, when quoting coverage metrics the CHS also includes surveys that are considered to be ‘adequately surveyed’, because unless there are indications that the bathymetry has changed (dredging, subsea landslide, earthquake, etc.), once surveyed to these standards there is no longer a requirement to re-survey areas that meet these criteria. ‘Adequately surveyed’ means that continuous profiles of the seabed were measured, the vessel positions were acquired using radio or satellite positioning systems, and international hydrographic standards have been met.

What Safety and Security Risks are there to Canadian Coast Guard (Coast Guard) Programs as a result of sparse Arctic charting?

• Like all ships, the Coast Guard’s vessels are only able to operate within waters that are known to be safe and within an individual ship’s capabilities; most importantly the fleet must stay within waters that are deeper than the draft of the vessel and clear of navigation hazards.  In areas that are not charted or not charted to modern standards, the ship operators must proceed with caution and may not be able to provide Search and Rescue Services, Environmental Response Services, or Icebreaking Services where there is great uncertainty in the ability of the vessel to navigate safely in a particular area. Similarly, as a security platform, a Coast Guard ship may not be able to intervene in certain locations where there is uncertainty in the bathymetry for navigational hazards.
• The Coast Guard is also responsible for the provision of Aids to Navigation systems and services. This includes collecting past and recent data such as traffic, bathymetry, currents, waves and weather in order to establish a system that marks the safest water in which to navigate. Arctic waters and territories are complex, vast, isolated, and the climate is harsh. Waters are largely not charted to adequate standards in order to design appropriate Aids to Navigation Systems.
• Most of the surveys are completed in commonly used tracks and established corridors. In many areas if there is no significant trigger of an environmental change, the bathymetry from the 1980s is considered adequate. Many areas only use single beam soundings, which may not permit to see the bottom composition in detail, and at times there are up to two km’s between points. The Aids to Navigation program seeks to design for the safest passage, however, if it is unknown what navigable routes might exist outside of the currently used tracks, the AtoN systems are built only where users currently travel. This means that much of the knowledge is anecdotal and gathered through consultation and local knowledge. Given the lack of data, risk mitigation measures applied in the South are currently too complex to apply in the North. Furthermore, significant weather and ice can change bottom composition during every season. Without regular and up to date bathymetry, the bottom remains unknown and may pose the threat of grounding and does not allow for the Coast Guard to identify the safest passage as established in our mandate.

How does the Coast Guard Support Improved Arctic Charting?

• In order to support improved Arctic Charting, several icebreakers now have had multi-beam SONAR systems installed. In partnership with the Canadian Hydrographic Services, icebreakers are used as platforms for both dedicated and opportunistic charting of Canada’s Arctic during the summer shipping season annually.
• In regular consultations with industry and local communities, the Coast Guard gathers information on current and future activities or developments. This information is provided to regional forums to help establish charting priorities in the Arctic, which enables the Coast Guard to create safer waters through proper Aids to Navigation systems.

Nanisivik Naval Facility

How is the Canadian Coast Guard going to leverage the future Nanisivik Naval Facility?

• This facility is being operated by the Department of National Defence (DND).
• A MOU is in development to support DND’s operational objectives, while supporting the Coast Guard use of this facility for Arctic Operations.

Lack of constabulary authority within the CCG

What constabulary (law enforcement) mandate does the Canadian Coast Guard (Coast Guard) have in the Arctic?

• The Coast Guard does not have a law enforcement mandate.

How does the Coast Guard assist other federal agencies with their law enforcement mandates in the Arctic?

• As per the Oceans Act, the Coast Guard has the authority to support other departments/agencies in the application of their mandates, including those involving law enforcement, by providing vessel platforms and crew as required, as well as other assets and services. For example, the Coast Guard vessels regularly carry personnel from organizations with constabulary authorities including Royal Canadian Mounted Police (RCMP), Department of Fisheries and Oceans (DFO), Conservation and Protection (C&P), Canada Border Services Agency (CBSA), etc.

Increase in the number of permanent CCG stations in the Arctic

Are there plans to increase the number of SAR stations in the Arctic?

• The Canadian Coast Guard (Coast Guard) uses a risk-based approach to evaluate SAR capacity across the Arctic. The focus for increased capacity in the North has focused on strengthening community capacity through the Canadian Coast Guard Auxiliary as well as expand on existing SAR station capacity in Rankin Inlet, NU.

• The Rankin Inlet Inshore Rescue Boat station originally opened in 2018, with funding from the Oceans Protection Plan. New funding of $24.7 million under the renewed Oceans Protection Plan (OPP) will see the station begin upgrades to become an Arctic Marine Response Station. The Coast Guard will use these resources to:
• hire and train additional crew from local communities;
• extend the station’s operational season by one month annually beginning in 2023, to better align with the full ice-free boating season in the area;
• procure an additional search and rescue vessel, purpose-built for Arctic operations; and
• undertake additional infrastructure improvements to enhance operational capabilities.
• During the 2022 season, the Inshore Rescue Boat North program undertook three SAR exercises, responded to three SAR incidents, and patrolled 1,240 nautical miles.

How many Arctic SAR stations are in the Arctic?

• The Coast Guard has one seasonal SAR station in Rankin Inlet, NU. Established under the first phase of the OPP, the Canadian Coast Guard's first Arctic search and rescue station opened in Rankin Inlet, Nunavut, in August 2018 as an Inshore Rescue Boat station. Under OPP2, Coast Guard has rebranded the centre to be an Arctic Marine Response Station starting in 2023.

Outside of the Coast Guard stations, what other Coast Guard capacity is there in the Arctic?

• The Coast Guard has one seasonal SAR station in Rankin Inlet, NU. Established under the first phase of the OPP, the Canadian Coast Guard's first Arctic search and rescue station opened in Rankin Inlet, Nunavut, in August 2018 as an Inshore Rescue Boat station. Under OPP2, Coast Guard has rebranded the centre to be an Arctic Marine Response Station starting in 2023.
• In addition to the Arctic Marine Response Station in Rankin Inlet, Arctic Region has assets, facilities and personnel across the region.
• Each year, there are between 6 and 8 icebreakers that deploy to the Arctic between May and December. During the 2022 season, seven icebreakers were deployed to the Arctic and provided 611 days of service, steamed a total of 104,957 nautical miles, provided 61 ice escorts, and CCG Ships were tasked to 17 SAR incidents.
• There are typically 6 to 8 helicopters, including Bell 412 and 429, that are deployed to Arctic.
• Arctic Region has its headquarters in Yellowknife, NWT. It also has regional offices and bases in Iqaluit, NU and Hay River, NWT. Seasonal operations also occur in Iqaluit and Hay River. Two seasonal buoy-tenders, the CCGS Dumit and the Eckaloo, are home-ported at the Hay River Coast Guard base. In Iqaluit, the Marine Communications Traffic Services Centre operates from May to December.
• In addition to the MCTS Centre in Iqaluit, there are 11 remote Communication Sites in Cambridge Bay, Coral Harbour, Killinek, Resolute, Enterprise, Hay River, Inuvik, Parson’s Lake, Yellowknife, and Churchill.
• Arctic Region has 1,998 Aids to Navigation across the Region and specifically 1,549 on the Mackenzie River and Great Slave Lake; 184 in the Eastern Arctic; 161 in the Western Arctic; and 103 in Nunatsiavut.
• The Environmental Response and Vessels of Concern program has two staffed depots; in Hay River, NT and Iqaluit, NU. It has two more unstaffed depots in Tuktoyaktuk, NT and Churchill, MB. There is one Rapid Air Transportable Pack located in Hay River and 21 equipment caches located throughout the Arctic. Under OPP renewal, an additional 29 equipment caches will be procured and distributed throughout the arctic. Additional investments will see increased staffing in various locations across the North.
• The Coast Guard continues to make investments in Northern and Inuit, First Nations, and Métis communities in the Arctic to participate in the Arctic chapter of the Canadian Coast Guard Auxiliary (CCGA). The CCGA is a Canadian non-profit that provides important local incident response capacities throughout Arctic Region and in collaboration with the Canadian Coast Guard.
• In the Arctic, CCGA now has approximately 47 vessels operating in 33 communities and 458 members available to respond to maritime incidents. During the 2022 season, the CCGA responded to 35 responses. The Indigenous Community Boats Volunteer Program has delivered community boats to enable participation in CCGA to Rankin Inlet, Yellowknife, Kugluktuk, Gjoa Haven, Pond Inlet, Arviat, Hay River, Inuvik, Churchill, Cambridge Bay, Ulukhaktok, Clyde River, Tuktoyaktuk, Innu Nation, Nunatsiavut Government, Aklavik, Naujaat, Sanirajak, Igloolik, and Kangirsujjuaq. Two more boats are under construction for Pangnirtung and Waskaganish.

Use of Canadian Rangers in regards to search and rescue operations

An article published in the Hill Times on December 5, 2022 titled “Canadian Rangers should have the maritime mission” suggested that the maritime role of the Canadian Rangers should be expanded to include first response to maritime SAR incidents in the Arctic. Is there a plan to get the Rangers to do maritime SAR?

• Currently, members of remote communities commonly hold multiple responsibilities in emergency response and preparedness; there are numerous individuals who are both Canadian Rangers and members of the Canadian Coast Guard Auxiliary (CCGA). The Coast Guard has also worked with the Rangers to respond when needed.
• The focus is on continued strengthening of partnerships using existing elements of our government’s current whole of government approach to advancing marine safety, with a focus on increased community volunteer capacity through the auxiliary.
• The Canadian Rangers already have a maritime component and use their own vessels to conduct coastal and inland water surveillance, and to travel between destinations. Should the Canadian Rangers be in an area with their own vessels when an incident occurs, the current SAR system framework would work with CAF to leverage them to respond similar to any other naval vessel in the area.

What’s the difference between the Rangers and the Coast Guard Auxiliary?

• The Coast Guard is responsible for maritime SAR. This mandate is often fulfilled in many communities by leveraging the national volunteer network of the CCGA. The CCGA receives funding from Coast Guard for training, insurance, equipment and reimbursement for vessel operating costs, to expand on-water SAR capacity across the country.
• The Canadian Rangers are a sub-component of the Canadian Army Reserve who provide light-equipped, self-sufficient mobile forces to support Canadian Armed Forces national security and public safety operations within Canada.
• In addition to different mandates and authorities, the Canadian Rangers are paid for any official CAF taskings, whereas CCGA members are volunteers and only expenses related to a tasking are reimbursed through contribution agreements.

Search and rescue in Labrador

Is there a plan to increase SAR coverage in Labrador?

• The Canadian Coast Guard’s (Coast Guard) top priority is always the safety of mariners and protection of the marine environment.
• The Coast Guard is making notable investments to increase capacity in Labrador including :
• The re-establishment of the Marine Rescue Sub-Centre in St. John’s in 2018 which provides local expertise to coordinate maritime SAR incident responses in the waters surrounding Newfoundland and Labrador.
• New SAR stations south of Labrador, in St. Anthony, Old Perlican, and Twillingate, Newfoundland enhancing the Coast Guard’s ability to respond quickly to marine emergencies in southern Labrador.
• Further, maritime risks are periodically re-assessed to ensure the Coast Guard’s limited assets are deployed where most warranted to provide all mariners with the best marine safety system we can within existing resources.
• The process to do this includes engagement with relevant stakeholders, public, coastal and indigenous communities so they have an opportunity to convey relevant information and concerns, if any.
• In addition to Coast Guard assets, Canada’s marine safety also relies on the services of the Canadian Coast Guard Auxiliary (CCGA); a network of volunteer organizations dedicated to marine search and rescue and boating safety. To this effect, I am pleased to report that under the Oceans Protection Plan’s Coast Guard’s Indigenous Community Boat Volunteer Program, five communities along the Labrador coast have benefitted from new emergency response capable vessels and equipment required to become active members of the CCGA.
• This change has resulted in an increased maritime SAR capacity in many coastal communities of Labrador. The CCGA now has 120 members in Labrador with access to 44 vessels available to respond to marine emergencies.

Is there a move to increase SAR presence for offshore fisheries off Labrador?

• There continues to be an increased presence off Labrador’s coast from multi-tasked Coast Guard vessels engaged in icebreaking, fisheries patrols, aids to navigation and science; many of those with the ability to providing offshore capacity to support SAR as required.

Will you be having another Fed-Prov SAR review for NL?

• While the 2021 provincial policy inquiry into ground SAR services in Newfoundland and Labrador was focused on provincial ground SAR response agencies, the Inquiry also looked at the role of supporting agencies such as the Coast Guard. The Inquiry made a number of recommendations to the province, including calling on the province to increase cooperation between federal resources and ground SAR and federal resources, as well as clarify federal and provincial authorities. We look forward to supporting the province as they work toward implementing the recommendations in the report.

Use of Indigenous knowledge in search and rescue operations

What actions has the Canadian Coast Guard (Coast Guard) taken to improve the use of Indigenous knowledge in search and rescue operations?

• Indigenous local and geographic knowledge is also essential in an effective SAR response in the Arctic. The creation of an Arctic Marine Response Station, and an increase in community-based response capacity, including the Canadian Coast Guard Auxiliary (CCGA) Chapter and Indigenous Community Boat Volunteer Program promotes Indigenous participation and bolsters response capacity in SAR.
• Initially launched under the first phase of OPP, the Coast Guard Indigenous Community Boat Volunteer Program provides funding to coastal Indigenous communities to procure boats and related marine safety equipment. This program helps support Indigenous membership in the CCGA. Through the CCGA, members of Indigenous Arctic coastal communities play a key role in marine safety. Indigenous partners are often the first to arrive on the scene when incidents happen in remote coastal areas. They also have expertise in navigating local waters.
• The Coastal Marine Response Network, the Coast Guard’s cornerstone initiative in the renewed Oceans Protection Plan (OPP), provides further opportunities and investments to engage with Indigenous and coastal communities to improve marine incident response, and creates a more inclusive and integrated community of responders through partnerships and community investments.

Are Indigenous crews employed in search and rescue?

• Yes. For example, a local operational and Community Liaison & Indigenous post-secondary students have been employed and are working in Search and Rescue operations. In addition, through the expansion of the OPP, the Coast Guard has also permanently added a position, filled by an Indigenous person, into the expanded Arctic Marine Response Station crewmember complement.

What about Indigenous hiring in Arctic Region overall?

• In the Arctic region, DFO and the Coast Guard are committed to increasing the participation of Inuit, First Nations, and Métis peoples, as well as Northerners and other employment equity groups in the workforce, and have developed a Joint Human Resources Recruitment and Retention Strategy. Increasing the number of Inuit, First Nations, and Métis employees is not only critical as part of Canada’s overall efforts toward reconciliation and increasing diversity in the public service, it is also essential to delivering quality programs by a workforce that is representative of the peoples and communities being served in the Arctic regions.
• Inuit, First Nations, and Métis peoples remain central to decision‑making and policy building in the Arctic region. Their participation in the implementation of the strategy is critical to ensuring a more representative public service. The primary objective of the strategy is to attract and retain a diverse workforce in the Arctic region and prioritize the hiring of Inuit, First Nations and Métis peoples.

Marine Cargo Container Spills Report

How will the Canadian Coast Guard (Coast Guard) respond to the Standing Committee on Fisheries and Oceans, Marine Cargo Container Spills Report?

• The Coast Guard worked with the lead Department, Transport Canada, and other partner departments to provide a comprehensive response that was tabled on or before February 1, 2023.

Annex 2: Scenario Note

Date and Time
Monday, February 13, 2023 from 11a.m. to 1p.m.

Location
Room 225-A, West Block

Logistic Information

Officials have been invited to appear at the House Standing Committee on Public Accounts to discuss the Office of the Auditor General, Report 6 – Arctic Waters Surveillance. In the invite, the Committee Clerk noted the Committee Chair’s desire for in-person attendance for NCR-based witnesses. It has been confirmed with the Clerk that you and the Commissioner will appear in person.

Overview

Government of Canada officials have been invited to appear at the House Standing Committee on Public Accounts (PACP) to discuss the Office of the Auditor General’s (OAG) Audit on Arctic Waters Surveillance. The meeting will take place in a hybrid format, virtually and in person on February 13, 2023. It is anticipated that senior officials from the Office of the Auditor General as well as senior officials from Fisheries and Oceans Canada; Transport Canada (TC); National Defence (DND) and Public Services and Procurement Canada (PSPC) will be appearing. The meeting invite indicates that senior officials from attending organizations will each provide opening remarks (five minute duration) followed by responses to rounds of questions from Committee members.

The OAG audit focuses on whether key federal organizations built the maritime domain awareness needed to respond to safety and security risks and incidents associated with increasing vessel traffic in Arctic waters. The audit focused on domestic activities and not on the international collaborative aspects of maritime surveillance. The audit indicates that the federal Government has not taken action to address long-standing gaps affecting its surveillance of Canada’s Arctic waters. According to the audit, the long-standing issues include:

1. incomplete surveillance, insufficient data about vessel traffic in Canada’s Arctic waters;
2. poor means of sharing information on maritime traffic; and
3. outdated equipment.

The audit indicates that the Canadian Coast Guard and Transport Canada risk losing presence in Arctic waters as their aging icebreakers and patrol aircraft are near the end of their service lives and are likely to be retired before a new fleet can be launched.

Potential witnesses to appear

The Committee invited senior Departmental officials to appear and provide testimony in relation to this study. The clerk has indicated that the meeting will be one panel for two hours.

Witnesses:

• Fisheries and Oceans and the Canadian Coast Guard
• Deputy Minister, Annette Gibbons
• Canadian Coast Guard Commissioner, Mario Pelletier
• Department of Public Works and Government Services
• Paul Thompson, Deputy Minister
• Simon Page, Assistant Deputy Minister, Defence and Marine Procurement
• Office of the Auditor General
• Andrew Hayes, Deputy Auditor General
• Nicholas Swales, Principal
• Chantal Thibaudeau, Director

Structure of the Committee

The Committee is composed of twelve members (additional information on each member can be found in the Committee Member Biographies document) including:

• Five Liberal members (Jean Yip, is the Vice-Chair, Valerie Bradford, Han Dong, Peter Fraiskatos, and Brenda Shanahan);
• Four Conservative members (Jim Williamson, Conservative, is the Chair, Garnett Genuis, Michael Kram, Kelly McCauley);
• One Bloc Québécois member (Nathalie Sinclair-Desgagné is Vice-Chair); and,
• One New Democratic Party member (Blake Desjarlais).

Rounds of questioning

• Five minutes are allotted for each opening statement.
• Questioning of witnesses:
• First round: six minutes for the first questioner of each party as follows: Conservative Party, Liberal Party, Bloc Québécois, New Democratic Party.
• For the second, and subsequent rounds, the order and time for questioning is as follows:
• Conservative Party, five minutes
• Liberal Party, five minutes
• Bloc Québécois, two and a half (2.5) minutes
• New Democratic Party, two and a half (2.5) minutes
• The total time allocated per round of questioning includes the member’s questions and the witness’ responses. There is no time limit on responses from witnesses; however, succinct answers are preferred.

Annex 3: Tip Sheet in Support of Officials Appearing at the House Standing Committee on Public Accounts

Introduction: Meeting preparation

• When DFO officials receive an invite to participate in a House or Senate Committee meeting, the department’s Parliamentary Affairs (PA) team is in regular engagement with the Clerk of the Committee.
• PA will confirm the list of witnesses, as well as the time and location of the meeting with the Clerk.

The following areas are intended to be helpful preparatory tips for DFO officials invited to appear before a parliamentary committee:

1. Understand your role and responsibilities as an individual:

• When DFO officials are appearing as witnesses, it is important to note that you are appearing on behalf of the Department.
• Only one witness from DFO will provide the opening remarks. The standard time allotted to opening remarks is 5 minutes. It is anticipated that it is possible that multiple departments will be appearing on the same panel as DFO officials. Given this, the chair reserves the right to shorten the time allotted for Opening Remarks.
• Note: PA will provide the opening remarks to the Clerk of the Committee in advance (PACP requests that witnesses provide, the opening remarks in English and French to the Committee Clerk 72 hours in advance of the appearance (where possible). The Committee also requests that organizations that are invited to appear before the Committee to discuss the findings of an audit should provide an action plan to the Committee no later than 48 hours prior to the hearing (action plans and progress reports received by the Committee will be published on the committee’s website).
• Given PACP appearances are typically at the Deputy Minister level, PA, in consultation with the implicated sectors, tasks out the briefing requirements and other supporting briefing materials. PA works with the Deputy Minister’s Office (and where required the Minister’s Office) to organize the appearance accordingly.
• Responsibilities of the witness (public service official) belong to the office and not the individual. A senior official should be able to answer questions predating their own tenure.

2. Understand the current political context in which you are testifying:

• Consider the main concerns of each committee member (interests, party stance, and riding/regional concerns). Please engage PA as early as possible to assist with background and information that may be useful in your preparations.
• Familiarize yourself with the positions that previous witnesses have taken – both those that align and those that may not align with the department’s position.

3. Consider your key messages/bottom lines in advance:

• Know your key objectives and key messages when appearing before the Committee.
• Remember to control your message - opportunities to communicate your objectives and key messages are in your responses to questions, these are fact-based and non-partisan.
• Review and practice key messages to ensure they support those objectives.
• Have key messages easily accessible during your appearance and refer to them in your answers.
• Please remember that witnesses must explain, not defend or criticize, the Government’s policy decisions (Ministers are responsible for policy decisions).

4. Develop anticipated Questions and Answers in advance:

• Anticipate two or three areas of discussion that could present the most difficulty. Script and practice those answers.
• Previous committee meetings on the study can provide insight into issues raised – consider how you may respond to similar questions.
• Familiarize yourself with the public and media environment on your topic – i.e., has the media recently reported on a news story that could generate questions. Consider monitoring the social media platforms of Committee members.

**The Q&As should align with the mandate/approach of the Department and must respect confidentiality**

5. Your delivery:

• Know your role on the team:
• If you are appearing with other officials, agree beforehand which types of questions will be handled by each person on the team. Identify ahead of time one person on the panel who can commit to providing a follow-up response in writing.
• Factual responses are necessary. If you don’t have the answer, defer to others on the panel, or, if appropriate, offer a follow-up response.
• Pay attention to presentation and delivery:
• Always address members through the Chair.
• Make sure you understand the question. Members will object if answers do not directly answer the question. Stay on topic.
• The tone of voice used in responding is very important. Stay calm and provide fact-based responses.
• Witnesses are seen as the experts, but be mindful to communicate in plain language and avoid using acronyms or overly technical prose.
• Speak clearly and at a moderate pace – this will assist with simultaneous interpretation.
• Stay neutral when listening to a question or when you have finished your response because the camera may be on you. In a virtual setting, the camera is on at all time, and you may be onscreen without advance notice.
• How to handle pointed questions:
• Speak directly to the Chair. The Chair is responsible for ensuring decorum in Committee.
• Use the whole of department approach. A colleague could offer supplementary points if your response requires further information.
• Explain factually. If you make inferences, this creates points of leverage for further questions.
• As a subject matter, technical, or scientific expert, it is likely that you will be invited to share personal views or opinions. In your response, it is important to note that you are appearing as an official witness. Be mindful of your responsibility to provide fact-based testimony as an official of the department.
• You are not obligated to answer a question if it is not appropriate to do so. Provide context and stay neutral. It is acceptable to reply that you don’t have anything further to add.
• Be prudent when offering to follow-up with the Committee in writing on questions that require more information. It may be preferable to wait and see if the Committee asks for specific information than to offer information that is not already part of a briefing package.

6. Resources:

• House of Commons Guide for Witnesses Appearing Before House of Commons Committees
• Notes on the Responsibilities of Public Servants in Relation to Parliamentary Committees
• How to Train Senior Officials for Parliamentary Committee Appearances: CSPS Toolkit

Annex 4: Resources

• Auditor General’s Report on Arctic Waters Surveillance
• Department of Fisheries and Oceans - Management Response and Action Plan: Reports of the Auditor General of Canada - Report 6 – Arctic Waters Surveillance
• Public Service and Procurement Canada - Management Action Plan Response to the Recommendation from the Audit of Surveillance of Arctic Waters (Auditor General of Canada, Fall Report 2022)
• National Defense - Management Response and Action Plan: Reports of the Auditor General of Canada - Arctic Waters Surveillance
• Transport Canada - Management Response and Action Plan: Reports of the Auditor General of Canada Report – Arctic Waters Surveillance
• Report of the Auditor General of Canada: Report 2 - National Shipbuilding Strategy
• Department of Fisheries and Oceans - Management Action Plan - Reports of the Auditor General of Canada - Report 2 – National Shipbuilding Strategy
• Report of the Commissioner of the Environment and Sustainable Development - Marine Navigation in the Canadian Arctic
• Standing Committee on Fisheries and Oceans Report on Marine Cargo Container Spills