Launched in 2017, the Cumulative Effects of Marine Shipping (CEMS) initiative is part of Canada’s $1.5 billion Oceans Protection Plan, which is providing economic opportunities to Canadians today, while protecting our coasts and waterways for future generations. The Cumulative Effects of Marine Shipping initiative is another way that the Government of Canada is protecting our coasts and waterways. https://tc.canada.ca/en/marine-transportation/marine-pollution-environmental-response/cumulative-effects-marine-shipping As part of this initiative, Transport Canada is working with Indigenous partners and stakeholders in six pilot areas across Canada. Together, we are trying to understand the effects of marine shipping in various coastal areas. These pilot areas include: - North Coast British Columbia - South Coast British Columbia - St. Lawrence and Saguenay Rivers, Quebec - Bay of Fundy, New Brunswick and Nova Scotia - Placentia Bay, Newfoundland - Cambridge Bay, Nunavut

This data is intended to identify Canadian Alternate Exchange Areas described in https://tc.canada.ca/en/marine-transportation/marine-safety/list-canada-s-designated-alternate-ballast-water-exchange-area-fresh-waters-tp-13617e-2021. The data is not intended for navigation purposes. According to Canada’s Ballast Water Regulations, if your vessel enters waters under Canadian jurisdiction from somewhere other than the U.S. waters within the Great Lakes Basin, and it cannot conduct a ballast water exchange in the areas set out in paragraphs 14(1)(a) and (b) of the regulations, then it will have to conduct a ballast water exchange in one of the areas listed below: -Gulf of St. Lawrence -Atlantic Canada-Western Canada -Canadian Eastern Arctic -Canadian Western Arctic: If you bring your vessel to a Canadian port, offshore terminal or anchorage area in the Western Arctic ballast water must be exchanged in an area as far away from shore as possible, where the water is more than 100 meters deep. Legal Constraints: Users should be aware that the polygons depicting ballast water exchange areas are intended for illustration only and should not be used for navigational or legal purposes.

This data is intended to identify Canadian fresh waters which require additional measures (e.g., ballast water exchange and treatment) prior to release, as described in https://tc.canada.ca/en/marine-transportation/marine-safety/list-canada-s-designated-alternate-ballast-water-exchange-area-fresh-waters-tp-13617e-2021. The data is not intended for navigation purposes. According to Canada’s Ballast Water Regulations, vessels which are managing ballast water to meet the ballast water performance standard cannot release ballast water into fresh waters unless that ballast water was first exchanged in accordance with the ballast water exchange standard. For the purpose of this requirement, Canadian fresh waters are the following: - the waters at the Port of Kitimat and waters in or upstream of the Kitimat Arm, east of a line between Hilton Point and Steel Point; - the waters at the Port of Stewart and waters in or upstream of the Portland Canal, north of a line between Portland Point and Ramsden Point; - the waters of all Fraser River ports that are: -- east of Tilbury Island in the main arm of the Fraser River including Annacis Island and New Westminster docking areas; and -- east of the eastern tip of Mitchell Island in the north arm of Fraser River; - the waters of the Saguenay River ports and waters upstream of L’Anse-Creuse; - the waters of all St. Lawrence River ports and waters west of the east point of Ile d’Orléans including the port of Quebec City; - all Canadian waters of the Great Lakes Basin; and - the waters of Happy Valley-Goose Bay and waters of Lake Melville west of Rabbit Island. Legal Constraints: Users should be aware that the polygons depicting areas requiring additional measures to manage ballast water are intended for illustration only and should not be used for navigational or legal purposes.

This dataset identifies the geographic locations of marine ports, terminals, shipyards, and harbours on the west coast of British Columbia. The points were reviewed and cross referenced with government and industry data sources for geographic and attribute data accuracy.

The Automatic Identification System (AIS) is a global, satellite-based and terrestrial-based ship tracking system that uses shipborne equipment to remotely track vessel identification and positional information and is typically required on vessels of 300 gross tonnage or more on an international voyage, of 500 gross tonnage or more not on an international voyage, and passenger ships of all sizes. AIS tracking technologies are primarily used in support of real-time maritime domain awareness and for maritime security and safety of life at sea. This report describes a geographic information system (GIS) analysis of 2019 AIS data to produce yearly and monthly vessel density maps of all vessel classes combined and yearly density maps of each vessel class. The year 2019 was selected to portray shipping densities in a pre-COVID 19 pandemic depiction of the maritime transport sector in the Northwest Atlantic. Vessel density map applications include use in spatial analysis and decision support for marine spatial planning. In 2023 the process was applied to the years 2013 through to 2022 and were made available using the same processes that were applied to the original 2019 datasets. Subsequent years will be processed and added to this entry as an ongoing series.

The Automatic Identification System (AIS) is a global, satellite-based and terrestrial-based ship tracking system that uses shipborne equipment to remotely track vessel identification and positional information and is typically required on vessels of 300 gross tonnage or more on an international voyage, of 500 gross tonnage or more not on an international voyage, and passenger ships of all sizes. AIS tracking technologies are primarily used in support of real-time maritime domain awareness and for maritime security and safety of life at sea. This report describes a geographic information system (GIS) analysis of 2019 AIS data to produce yearly and monthly vessel density maps of all vessel classes combined and yearly density maps of each vessel class. The year 2019 was selected to portray shipping densities in a pre-COVID 19 pandemic depiction of the maritime transport sector in the Northwest Atlantic. Vessel density map applications include use in spatial analysis and decision support for marine spatial planning. In 2023 the process was applied to the years 2013 through to 2022 and were made available using the same processes that were applied to the original 2019 datasets.

The Automatic Identification System (AIS) is a global, satellite-based and terrestrial-based ship tracking system that uses shipborne equipment to remotely track vessel identification and positional information and is typically required on vessels of 300 gross tonnage or more on an international voyage, of 500 gross tonnage or more not on an international voyage, and passenger ships of all sizes. AIS tracking technologies are primarily used in support of real-time maritime domain awareness and for maritime security and safety of life at sea. This report describes a geographic information system (GIS) analysis of 2019 AIS data to produce yearly and monthly vessel density maps of all vessel classes combined and yearly density maps of each vessel class. The year 2019 was selected to portray shipping densities in a pre-COVID 19 pandemic depiction of the maritime transport sector in the Northwest Atlantic. Vessel density map applications include use in spatial analysis and decision support for marine spatial planning. In 2023 the process was applied to the years 2013 through to 2022 and were made available using the same processes that were applied to the original 2019 datasets.

The Automatic Identification System (AIS) is a global, satellite-based and terrestrial-based ship tracking system that uses shipborne equipment to remotely track vessel identification and positional information and is typically required on vessels of 300 gross tonnage or more on an international voyage, of 500 gross tonnage or more not on an international voyage, and passenger ships of all sizes. AIS tracking technologies are primarily used in support of real-time maritime domain awareness and for maritime security and safety of life at sea. This report describes a geographic information system (GIS) analysis of 2019 AIS data to produce yearly and monthly vessel density maps of all vessel classes combined and yearly density maps of each vessel class. The year 2019 was selected to portray shipping densities in a pre-COVID 19 pandemic depiction of the maritime transport sector in the Northwest Atlantic. Vessel density map applications include use in spatial analysis and decision support for marine spatial planning. In 2023 the process was applied to the years 2013 through to 2022 and were made available using the same processes that were applied to the original 2019 datasets.

The Automatic Identification System (AIS) is a global, satellite-based and terrestrial-based ship tracking system that uses shipborne equipment to remotely track vessel identification and positional information and is typically required on vessels of 300 gross tonnage or more on an international voyage, of 500 gross tonnage or more not on an international voyage, and passenger ships of all sizes. AIS tracking technologies are primarily used in support of real-time maritime domain awareness and for maritime security and safety of life at sea. This report describes a geographic information system (GIS) analysis of 2019 AIS data to produce yearly and monthly vessel density maps of all vessel classes combined and yearly density maps of each vessel class. The year 2019 was selected to portray shipping densities in a pre-COVID 19 pandemic depiction of the maritime transport sector in the Northwest Atlantic. Vessel density map applications include use in spatial analysis and decision support for marine spatial planning. In 2023 the process was applied to the years 2013 through to 2022 and were made available using the same processes that were applied to the original 2019 datasets.

Fisheries and Oceans Canada’s (DFO) Coastal Environmental Baseline Program supports the collection of ecological information on the current state of key coastal ecosystems across Canada. This initiative aims to acquire environmental baseline data (physical, chemical and biological) contributing to the characterization of important coastal areas and to support evidence-based assessments and management decisions for preserving marine ecosystems. From this page, you will find links to the data from projects undertaken from 2018-2022 at six coastal sites across Canada.