Québec Marine Transportation Policy - Transport - Gouvernement ...

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16 Container traffic Container traffic on the Saint-Laurent is concentrated in the port of Montréal. In 2000, more than 1,000,000 T.E.U. (twenty foot equivalent units) were handled, which made Montréal the third largest port for this type of traffic on the Atlantic coast after New York-New Jersey and Charleston. Since 1987, the port of Montréal has maintained this position with a growth rate of approximately 60%, which compares well with other Atlantic coast ports. Its market share has remained steady at 12% during this period. Container traffic passing through Montréal comes mainly from increased trade between Europe and the central regions of the United States. Africa, the Middle East and South America are other fast-growing markets. The ports of Halifax and New York provide Montréal with tough competition for container traffic as they are geographically well located to respond to the needs of overseas shippers. The water depth in these ports also means that they can accommodate super container carriers that use only a limited number of major ports in Asia, Europe and America. With adequate infrastructure in place, some the ports of the Saint-Laurent could one day handle this type of container traffic. At the present time the port of Montréal cannot accommodate container carriers exceeding 2,800 T.E.U. Shipowners are adapting the design of their vessels, however, in order to maximize loading capacity and 3,500 TEU ships could eventually call there. Water-level indicators precisely showing available draft at critical points on the river are an invaluable aid to shipowners. Combined with the improved performance of communication systems and geographical positioning via satellite, vessels can now accurately adjust their loading plans in advance. Overall cargo traffic in Saint-Laurent ports has fallen dramatically in the past 20 years. Container cargo is handled by shipping companies with regular service routes. As is the case in most other countries, shipping companies using Canadian waters are subject to a number of regulations. The Shipping Conference Exemption Act (SCEA) sets down standards for the commercial practices and pricing policies of shipping companies offering regular international liner services in Canada. It allows shipping companies to form associations-known as conferences-which make it legal to bypass competition laws that normally prohibit such alliances. Until recently this system had been advantageous for carriers stopping over in Montréal. A short while ago, however, the law was amended to take into account changes in the American Ocean Shipping Reform Act, which came into effect on May 1, 1999. The modifications are mainly designed to clarify the relationship between carriers and shippers, and should not have any effect on the competitiveness of carriers using the port of Montréal.
Overall cargo traffic in Saint-Laurent ports has fallen dramatically in the past 20 years. The drop in traffic is equal to 1 MT per year, or the total cargo handled annually in the ports of Matane and Rimouski. The increase in container traffic and the new cargo generated by a growing aluminum industry have not been enough to make up for the losses related to the transport of grain and iron ore. 1.5 Maritime passenger transportation services Passenger transportation is mainly provided by ferry and regular supply services. These routes are an extension and a complement to the existing road network. In addition to this type of transportation, various cruises are offered on the Saint-Laurent in summer. The Société des traversiers du Québec (STQ) is responsible for most ferry services in the province. The Gouvernement du Québec provides the STQ with the necessary annual funds to guarantee quality services. The STQ operates five ferry services directly and contracts out three other routes. The three isolated regions of Québec, the Îles-de-la-Madeleine, the Lower and Upper North Shores and the villages of Nunavik are connected to the rest of the province by a series of shipping lanes offering regular supply services for goods and passengers. The Gouvernement du Québec has mandated private companies to supply these services to the Îles-de-la-Madeleine and the Upper and Lower North Shores. The government finances around half of their operations. Although perishable goods are mainly shipped by air, the 15 villages of Nunavik are linked by a shipping route managed entirely by a private company. Québec supply ship services. Akimiski Island Belcher Island Supply ship services Lower North Shore Îles-de-la-Madeleine Nunavik ONTARIO Mansel Island Chisasibi Wemindji Ivujivik Akulivik Puvirnituq Inukjuak Umiujaq Kuujjuarapik Whapmagoostui Salluit Trois-Rivières Sorel Montréal Purtuniq Kangiqsujuaq Québec Quaqtaq Kangirsuk MAINE Baffin Island Aupaluk Tasiujaq Kuujjuaq Baie-Comeau Rimouski Kangiqsualujjuaq Gaspé NEW BRUNSWICK Non-definative line by 1927 Privy Council Sept-Îles Havre Saint-Pierre Natashquan Île d'Anticosti PRINCE EDWARD ISLAND Goose Bay NOVA SCOTIA Îles de la Madeleine Blanc-Sablon to Montréal Cap-aux-Meules St. Barbe NEWFOUNDLAND St.John’s 0 100 200 300 km 17
Page 1 and 2: Québec Marine Transportation Polic
Page 3 and 4: © Ministère des Transports du Qu
Page 5 and 6: Message from the Minister for Trans
Page 7 and 8: Québec at the helm As a strategic
Page 9 and 10: 1 Marine transportation : a dynamic
Page 11 and 12: ine in a highly competitive environ
Page 13 and 14: 1.2 Competition in North America Th
Page 15 and 16: Pacific ports Pacific ports, both o
Page 17 and 18: For several of the municipalities l
Page 19 and 20: National marine traffic Cabotage ac
Page 21: In recent years, Europe has started
Page 25 and 26: The Hibernia project has had no pos
Page 27 and 28: Transfer of port administration Bet
Page 29 and 30: 2 Stakes and challenges challen
Page 31 and 32: enges All these changes will clearl
Page 33 and 34: 2.4 Sustainable development A surve
Page 35 and 36: A few years ago there were as many
Page 37 and 38: 3 Québec Marine Transportation Pol
Page 39 and 40: marine Policy orientations 1 Increa
Page 41 and 42: 36 The government has established t
Page 43 and 44: 38 The approach The gouvernement du
Page 45 and 46: 40 • Develop and implement an int
Page 47 and 48: 42 The challenge Québec must take
Page 49 and 50: 44 The approach The government will
Page 51 and 52: 46 The approach In concrete terms,
Page 53 and 54: 48 4.4.2 Supporting maritime resear
Page 55 and 56: 50 implem Implementation The Gouver
Page 57 and 58: 52 5.2 A support program for mariti
Page 59: 54 Conclusion This policy document

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