B.C. Tugboat 2013 by DEL Communications Inc.

TUGBOAT Real life, real time:

2013

BCITâ&#x20AC;&#x2122;s virtual simulator a success

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Hybrid powers tugs on the West Coast

What you need to know at the Board of Steamship Inspection Scale of Fees

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2013

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Contents

Publisher: Jason Stefanik Managing Editor: Shayna Wiwierski shayna@delcommunications.com Contributing Writers: Jillian Mitchell Dylan Sheehan Advertising Sales Manager: Dayna Oulion Advertising Account Executives: Robert Bartmanovich Anthony Romeo Jason Wikis Production services provided by: S.G. Bennett Marketing Services www.sgbennett.com Art Director/Design: Kathy Cable Layout: Dana Jensen Advertising Art: Julie Weaver Caitlyn Hawrysh Haier © Copyright 2013, DEL Communications Inc. All rights reserved.The contents of this pub lication may not be reproduced by any means, in whole or in part, without prior written con sent of the publisher. While every effort has been made to ensure the accuracy of the information contained herein and the reliability of the source, the publisherin no way guarantees nor war rants the information and is not responsible for errors, omissions or statements made by advertisers. Opinions and recommendations made by contributors or advertisers are not necessarily those of the publisher, its direc tors, officers or employees.

Editor’s Message – Shayna Wiwierski..........................................................

Notice from Transport Canada: What you need to know about the Board of Steamship Inspection Scale of Fees.................................................................................. BCMEA will soon offer COR certification to small employers............................................................................................ A boat of a different colour Hybrid tugboats are welcomed by industry.............................................. Real life, real time

5 7

BCIT’s virtual simulator a success..............................................................

Tugs pull their weight and more at fast-growing B.C. port...................

Hybrid powers tugs on the West Coast...................................................

Index to advertisers......................................................................................

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COVER PHOTO CREDIT: Grant Vetters gvetters.com

Communications Inc.

B.C. Tugboat

Editor’s Message

Shayna Wiwierski This issue of B.C. Tugboat is all about the hybrid tug. It all started with Carolyn Dorothy, not a person, but the world’s first hybrid tugboat – an efficient, green, and quiet beauty. She launched in Long Beach, California in early 2009 and set the stage – or shall I say waters – for hybrid tugs to come. In this issue of the magazine we take a look at the technology that goes into these green boats and how they are revolutionizing the industry. We also take an historical look at the Port of Prince Rupert and the impact that tugboats have had in the region, as well as an inside peek into BCIT’s state-of-the-art Marine

Campus, which features, among other things, marine simulation, and training systems for ship and tug bridges. I truly hope you enjoy this year’s issue of B.C. Tugboat magazine. Also, make sure to visit us online at our official website, bctugboat.com, for more tugboat news. Lastly, if you have any questions, concerns, or story ideas, please feel free to send them my way. Shayna Wiwierski shayna@delcommunications.com R

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Notice from Transport Canada What you need to know about the Board of Steamship Inspection Scale of Fees Did you know that all commercial vessels, including tugboats, needs to be inspected and certified to operate in Canadian waters?

owners will receive an invoice that is lower, and some will

By inspecting and certifying marine vessels, Transport Canada, the federal government department responsible for transportation safety and security, is able to ensure that Canada’s marine community is safe and environmentally responsible.

In order to carry out these responsibilities, Transport Canada administers the Board of Steamship Inspection Scale of Fees Regulations. In order to continue delivering high-quality services to mariners, Transport Canada will be implementing a more consistent application of fees for inspection and certification of Canadian vessels in accordance with these regulations. A national process, launched in spring of 2012, will ensure that vessel owners are being charged correctly and consistently as legislatively prescribed by the regulations. Although, consistent application of the Board of Steamship Inspection Scale of Fees Regulations is not an increase in existing fees, it may result in changes to invoicing commercial vessels for Transport Canada services. For more information, read the frequently asked questions and answers. Questions and Answers

The invoice for my inspection this year is higher than it was last year. Have my inspection fees been increased? All applicable fees will now be applied consistently across Canada. As a result, in some cases vessel

be higher. Overall, however there is no across the board increase to fees.

What has changed? How will inspection and service fees be billed? In spring 2012, Marine Safety begun using a national process for applying fees, to ensure that they

are applied consistently across the country, in accordance with the Board of Steamship Inspection Scale of Fees Regulations. With the launch of the national process on May 30, 2012, some vessel owners may see increased charges on their invoices. The national process means that owners/operators will pay the correct fees for the services provided. In Phase II, in addition to financial controls, the national process will also track service requests and the level of service provided. This will allow Marine Safety to continue to improve and provide more efficient and consistent services. Examples of fees in the existing regulations that were not always applied consistently in the past are: • The $500 fee for an inspector to be available upon request for vessel services (section 29), • The $400 fee for the first issue of a Safe Manning Document (section 30, item #4), • The $100 for the Safe Manning Document renewal (section 30, item #5), and • The $100 per visit fee (section 30, item #12). B.C. Tugboat

What are the Board of Steamship Inspection Scale of Fees Regulations?

How can I minimize my fees?

The Board of Steamship Inspection Scale of Fees Regulations are the regulations that set the fees Marine Safety charges for vessel inspections and other related activities.

Before requesting an inspection, make sure your vessel is ready. Understand the regulatory requirements for your vessel. By minimizing the number of visits the inspector must make to the vessel, your fees will be lower.

What is a standby fee?

The $500 standby fee is payable when a Marine Safety inspector is made available or placed on call at your request, either continuously or during specified periods, to perform a service of any kind with respect to your ship. This includes cargo inspections and other Port Warden duties. The standby fee is payable for each calendar day or partial day that the inspector is on call or made available. The standby fee does not apply in cases where a request is made, but a Marine Safety inspector is not available to do an inspection.

Where can I find more information? For more information on fees for vessel inspection and services please contact:

• Your local Marine Safety office (www.tc.gc.ca/eng/regions.htm)

• Marine Safety toll-free line: 1-855-859-3123, or 613-991-3135 • Marine Safety direct email: marinesafety-securitemaritime@tc.gc.ca R

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BCMEA will soon offer COR certification to small employers The BC Maritime Employers Association (BCMEA) is a not-forprofit organization that provides training, recruitment, payroll, benefits, dispatch, labour relations, and safety consultation services to its waterfront member-customers. The BCMEA is also a separately funded Certificate of Recognition (COR) certifying partner, working with WorksafeBC to encourage COR certification in the maritime industry. BCMEA COR now supports other naturally aligned industries with connections to the Asia-Pacific Gateway, including tug and barge operations, airports, airlines, mines, and retail.

The BCMEA COR program provides a structure under which organizations are recognized for a high level of safety performance through a BCMEA COR audit of their safety and (optional) injury management systems. The audit process validates the organization’s safety management system, not its compliance with regulations, so it can be applied in any jurisdiction. BCMEA COR-certified employers make a strong statement about how much they value their workers and how committed they are to ensuring workers and workplaces are safe and secure from

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COR certification provides not only financial benefits, but indicates to customers and employees alike that managing safety is as integral to the business as managing schedules, cost, and quality. injury, illness and disease. Upon successful completion of a BCMEA COR audit, companies are eligible for up to a 15 per cent rebate on WSBC premiums (10 per cent for health and safety, five per cent for [optional] injury management). The audit process was originally intended for large employers. BCMEA COR is now working closely with Inlet Navigation (1985) Ltd. in Campbell River to pilot the development of its small employer COR audit, designed to keep participation costs manageable for smaller

companies (with less than 20 employees). The small employer COR (SECOR) program provides the flexibility to use an internal employee trained to perform the audits, rather than contract an external auditor. Inlet Navigation is well positioned to assist in validating the SECOR audit process after developing their domestic safety management system under a Transport Canada pilot project. Inlet Navigation’s safety coordinator Christine Garcia and master Vince Kehn have been very involved in the

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development and improvement of their safety management system since its inception in 2009. Kehn notes he has seen a transformation in their operation since its introduction, changing the way they operate from, “The most efficient way to the safest way. Efficiencies and cost savings just come with doing it safely.” Inlet Navigation plans to perform their first SECOR audit this fall. Once their audit is complete, BCMEA COR will use their feedback from this pilot project to fine-tune the SECOR audit tool and auditor training. The SECOR tool and training should be ready to roll out to industry in late 2012. If all goes well, Inlet Navigation will soon join two other tug and barge operations

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B.C. Tugboat

A boat of a different colour Hybrid tugboats are welcomed by industry By Jillian Mitchell Carolyn Dorothy, the world’s first hybrid tugboat, is efficient, green, and quiet. Since her Long Beach launch in early 2009, this femme fatale has caused major buzz in the marine industry, and, three years later, her en vogue status continues to reign, as countless hybrid vessels now trend the waters. For many, hybrid tugs like Carolyn Dorothy offer much appeal. But, for others, the question still remains: can hy-

60-watt bulb, 24 hours a day. Now imagine the same generator charging a battery, which, in turn, powers the bulb. When the battery is charged, the generator shuts off and the battery lights the bulb, and when the battery gets low, the generator starts up and recharges it,” says Brown, the company’s director of marketing. “This latter system is comparable to a hybrid system and is the ultimate in efficiency, reducing fuel costs and emissions and lowering maintenance cycles.”

brids really outperform their conventional competitors? Grant Brown of Corvus Energy Limited says yes. “Imagine a big diesel generator (capable of lighting up an entire office building) that powers only one

B.C. Tugboat | 2013

By simply installing a battery into the system, fuel consumption is reduced dramatically, he continues. Further, this

battery allows the diesel to now operate at higher efficiency, re-

“In transit, at idle, on the dock or any other low power times, the

ducing pollution from low-speed operation – and, of course, the

vessel is run by batteries. If the batteries become depleted, a

hours of operation and maintenance in a calendar year.

generator will automatically recharge them. If the load exceeds

Moreover, hybrid tugboats are perfect applications of hybrid drivetrain technology, which is currently available in two types: hybrid light and full hybrid.

the generators capacity to recharge the batteries, then the second generator joins in, powers the load and recharges the batteries,” says Brown. “When the duty requirements of the vessel exceed the capacity of the battery system (and the two genera-

Commonly used in vessels being retrofitted from straight diesel,

tors), the diesel main engines start, the generators shut down,

hybrid light is the cheapest and easiest way to gain the benefits

and the vessel is run on full-diesel power.”

of a hybrid immediately without building a new boat, explains Brown. The hybrid light consists of a traditional drivetrain layout of two large diesel engines providing motive power to the propellers, and a smaller genset to provide house power. Hybrid operation is achieved with the addition of a battery pack and another genset providing power to electric motors (which are installed on the drive shafts between the propellers and the engines).

Brown adds that during a full power or emergency situation the captain may add the power of the electric motors to the diesel mains for a full-on, full-power event. As the entire system is controlled by computers, it is a seamless integration of the two technologies for the operator. Next, a full hybrid is a much more efficient method and is the system being designed into new vessel builds. In these vessels,

B.C. Tugboat

the system is designed from scratch as a hybrid and consists of a large diesel generator powering a battery pack, which in turn powers electric motors that provide propulsion. Inherently simpler, this system relies entirely on the batteries to provide the power and achieves a significant fuel-consumption reduction. A main appeal of the hybrid systems is the reduction of carbon emissions. Most hybrids eliminate low-speed operation when the diesels operate at their lowest efficiency and a larger proportion of the fuel is not combusted fully, resulting in lower emissions. Succinctly, the hybrid light system achieves a 25 to 30 per cent fuel savings, compared to that of a full hybrid at up to 50 to 75 per cent (figures compare to a conventional diesel).

A main appeal of the hybrid systems is the reduction of carbon emissions. A refit is the perfect time to upgrade to hybrid – specifically due to the fact that a tugboat, with a life span of 40 years or more, must have the engines replaced every four to five years, or about 20,000 hours. In most cases, the fuel savings alone will pay for the cost of conversion in three to five years, says Brown. These hybrid systems offer a 20-year lifespan, or about 83,000 hours (“a compelling rationale to convert to a Corvus-powered hybrid,” he says).

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As a means to encourage the green initiative, there are many local and federal grants available to owners and operators, as well as other initiatives such as low-interest loans and leasing options. The challenge, says Brown, is that these opportunities are not always well advertised. As a solution, Corvus Energy has a full-time employee who is available to help customers find the “hidden money”. Undoubtedly, conventional tugs are far more prolific – there are only a handful of hybrids worldwide with more in progress being built. As this technology becomes more accepted by industry, Brown believes it will gain momentum.

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B.C. Tugboat | 2013

“Due to increasing global fuel costs, we believe that in 20 years the vast majority of commercial work boats of all types will be hybrids,” says Brown. “Commercial operators are generally very conservative in their adoption of new technology, especially one that has such a big impact to their operation. They need assurances that the technology will work as advertised, and thanks to early adopters, such as Foss Maritime in the USA, Siemens in Europe, and Kotug in Holland, we are getting the validation.” R

Real life, real time BCIT’s virtual simulator a success By Jillian Mitchell

Future seafarers at the B.C. Institute of Technology are knee-

aligning BMC with leading marine training and research insti-

deep in training as they undergo interactive and challenging

tutes around the world.

on-ship learning – even before hitting the water.

“The tugboat industry is by nature an extremely dynamic and

BCIT’s Marine Campus (BMC) operates state-of-the-art marine

versatile sector which has proven time and again to be quite

simulation and training systems for ship and tug bridges, as

capable of technical innovation,” he says. “It is a sector that ad-

well as power plant systems and continuous upgrades to its

justs swiftly to the ever-changing requirements of its clients.”

facilities to uphold its commitment to be the most significant maritime training and service provider.

BCIT’s multi-million dollar simulators, launched in conjunction with the Government of Canada and Transport Canada, and

With state-of-practice technology, the BMC is the leader in ma-

supported by BC Ferries, Seaspan, the BC Coast Pilots and oth-

rine training in the Canadian Pacific Gateway. In fact, as associ-

er significant stakeholders in the maritime industry, are used

ate dean Dr. Richard Wiefelspuett concurs, the North Vancouver

to assist marine students with a range of simple-to-complex

campus now offers a very comprehensive simulation portfolio

tasks played out in life-like marine settings under real-world B.C. Tugboat

With state-of-practice technology, the BMC is the leader in marine training in the Canadian Pacific Gateway.

scenarios. The simulators also permit the detailed assessment of vessel traffic safety in constricted waterways and harbours. In addition, the innovative marine simulators are increasingly used by tugboat professionals to train mission critical maneuvers, according to Wiefelspuett.

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tug bridge simulator; seven new ship bridges; a ship’s main bridge simulation environment; an engine room simulator (complete with ground-shaking audio special effects and emergency lights); various laboratories; an indoor training tank; a 35-metre pier extending into the harbour; as well as typical college amenities, such as a library and student lounge.

Marine Simulator at BCIT’s Marine Campus

A wide range of courses – covering the topics of Navigation, Marine Engineering, Seamanship and Maritime

crews on board tugboats engaged in harbour and escort duties, or in the diversified field of tug-and-barge operations.

As Wiefelspuett confirms, the nature of the maritime industry is invariably changing and developing – much like

Security, as well as comprehensive cadet programs leading to the diplomas of technical studies in Nautical Science and Marine Engineering – are also offered at the school, and many of the trained skills are transferable to a wide range of marine operations. To begin, many students may target the popular 12-week entry ticket provided by the Bridge Watchman Certificate, while others may enroll for the full-term fouryear cadet program with aspirations to become chief engineers or master mariners on ocean-going vessels. Generally, entrylevel students will receive training in safety, seamanship, and emergency protocol

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We know that overall trade is increasing; this means shipping is increasing, and this will drive the demand in the tugboat industry and for tugboat operators.

that of the technological world. There is constant innovation, he says, specifically as the overall shipping community increases in size; for example, during the last decade, economies of scale have dictated an upward trend in sizes of container ships to improve transport efficiencies. Subsequently, the average size of container vessels has increased from several thousand 20-foot equivalent units (TEU) to now targeted capacities of 20,000 TEU â&#x20AC;&#x201C; and tugs have and will have to adapt to the handling challenges imposed by these

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giants measuring 350 metres in length and more. Similarly,

in the tugboat industry to some extent, rise and fall with the

increasing environmental awareness and corresponding

economy,” Wiefelspuett says. “We know that overall trade is

regulations, as well as fuel economy, are persistent drivers

increasing; this means shipping is increasing, and this will

of innovation in the tugboat industry.

drive the demand in the tugboat industry and for tugboat op-

“In B.C., the tugboat operations are quite diversified; as in

erators. My principle advice to everybody: if you do what you

other industrial sectors, the outlook for career opportunities

like, you’ll be successful; the passion has to be there.” R

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B.C. Tugboat

Tugs pull their weight and more at fast-growing B.C. port Submitted by the Prince Rupert Port Authority

Image courtesy of the Prince Rupert Port Authority

Over the last century, tugboats have played a vital role in generating growth for British Columbia’s economy, as they pull more than their weight through the many inlets, channels, and waterways of Canada’s west coast. The powerful vessels are also a critical component in the safe-operating practices and procedures of a world-class port, as they assist large commercial vessels and help keep harbours free from debris.

forestry industry along B.C.’s coast pro-

Prince Rupert has benefitted from the work of tugboats and their skippers for its entire history. As far back as the 1920s, there were dedicated towing vessels built from local old-growth wood on our waterfront shipyards, including the historic C.R.C. built in 1929 by legendary towboater captain Charlie Curry. The booming

visited the Watson Island pulp mill and

B.C. Tugboat | 2013

vided untold tonnes of tow work and led to the construction of many powerful tugs to support the industry. Rivtow Marine arrived in Prince Rupert in the late 1950s, providing towing services for the SkeenaCellulose pulp mill on Watson Island. With the purchase of well-known tug company Armour Salvage and Towing in 1970, Rivtow began to provide harbour towage services to the ocean-going vessels that Prince Rupert grain elevator. Rivtow also started a scheduled freight and fuel barge service to the Queen Charlotte Islands and other North Coast communities. Over 30 years, Rivtow acquired numerous other towing and marine companies both in Prince Rupert and throughout British

Columbia, becoming one of the largest towboat companies on British Columbia’s west coast by the late 1970s. Captain Mike Stevenson began his career with tug company Northern Salvage and Towing, which was purchased by Rivtow in 1965. As a tug captain and later manager, captain Stevenson has witnessed firsthand the development of much of what we know today as the Port of Prince Rupert. During this period there have been both ups and downs. Now the manager of SMIT Marine Canada’s Northern B.C. harbour towage operations, captain Stevenson spends the majority of his time in their waterfront offices instead of the wheelhouse of a tug. Taking a short break from the administrative work that keeps him so busy, captain Stevenson

smiles when asked to reflect on his decades of experience working in the B.C. North Coast marine industry. “I always loved the challenging jobs where you’re moving around to different locations and doing different types of work all the time. This industry provides amazing opportunities and experiences that few others ever get, particularly on B.C.’s North Coast, and it remains the training ground for individuals looking to further their seafaring careers,” said Stevenson. “With the majority of work SMIT does now, our tug captains in Prince Rupert have many days and nights of routine ship docking. But as we all know, that can change in a flash and things become quite challenging.” In the year 2000, SMIT International purchased Rivtow Marine and the company name was later changed to SMIT Marine Canada Inc. In 2010, SMIT Marine Canada sold their barging fleet and today SMIT focuses solely on their core business of harbour towage, docking, and undocking deep sea vessels visiting B.C. coastal ports. Like other port partners and stakeholders, SMIT

receives daily updates of pending arrivals, departures, and other vessel activity in Prince Rupert through the Prince Rupert Port Authority and ship’s agents, and are contracted to provide harbour towage service. The scheduling system for SMIT’s harbour towage is based on call-outs, meaning tug crews are lined up once a job is booked through a shipping line or agent. The working hours of a tugboat crew vary greatly day to day, due to the round-theclock nature of the shipping business and the various factors that can cause delays. SMIT Marine Canada has a fleet of 21 tugboats working in its group of companies, seven of which are stationed in Prince Rupert. Due to the diversity of the vessels assisted in the Port of Prince Rupert, a large diversity of tugs is required relative to the still low volumes of vessels visiting Prince Rupert. Locally, SMIT owns and operates two 1800hp conventional tugs, one line boat, and four tractor tugs, two of which are large ASD 65 metric ton bollard pull vessels. The Prince Rupert operation currently employs 22 people between their administrative office, maintenance shop, and vessel operators, most

of whom were born and raised on the North Coast. With the construction of Pinnacle Renewable Energy’s new wood pellet export terminal, SMIT’s current offices and moorage will be moving southward in 2013 to the site previously occupied by J.S. McMillan Fisheries Ltd. As for the future, SMIT and other local port-related businesses should have their work cut out for them, as the demand for experienced marine service providers intensifies with increased terminal capacities and new developments. In the meantime, SMIT is working hard on a structured process of continuous improvement, including care for the environment as members of the international Green Marine program. “When port business grows in Prince Rupert, and it appears that it’s going to, eventually we might see competition in our line of business and we need to be ready to adapt accordingly,” says Stevenson. “Obviously we would like to see one of the proposed new terminals operating in the near future, since it potentially means more business for the likes of our company and many others in Prince Rupert.” R

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Foss Maritime’s hybrid tugs, Carolyn Dorothy and Campbell Foss transit in the Port of Long Beach.

Hybrid powers tugs on the West Coast By Dylan Sheehan In collaboration with its hybrid technology partner,

“The concept was driven by the realization that we were

XeroPoint Energy, Aspin Kemp & Associates (AKA) has

consuming way too much fuel by idling our engines and

developed an innovative and efficient means of generat-

we definitely weren’t doing the environment any favours

ing, storing, and distributing power on vessels. The hybrid

either,” says John Eldridge, hybrid project manager with

system is now deployed in several tugboats, including two

AKA and owner-operator of a whale-watching vessel in

on the west coast of the United States.

St. Andrews, New Brunswick. “The motivation for the

One evening around the dinner table, a group of AKA employees discussed the desirability of a flexible power and propulsion system that would allow a vessel operator to choose the most efficient mode of operation at any given

hybrid system was originally for my eco-tourism vessel, but after discussion with my colleagues at AKA, we realized that the market for the system was much larger and more diverse than just my specific application.”

moment. By the end of the conversation, the framework

In fact, AKA has identified the tugboat market as the

for the XeroPoint hybrid system had been conceptualized.

“sweet spot” for its hybrid technology.

B.C. Tugboat | 2013

“The hybrid system takes advantage of duty cycle variability, which means, vessels that have an operational profile with several unique power and propulsion requirements are most likely running their diesel engines inefficiently,” explains Eldridge. “Typically, tugboats require a considerable amount of power for a relatively small percentage of their duty cycle and spend large portions of their operational day at low power,” adds Eldridge. In 2006, AKA began discussing the concept with Foss Maritime and the developments that followed would revolutionize marine propulsion system design. “When we met Foss, they were well into the construction of a series of new ‘Dolphin Class’ tugs. Foss had already undertaken a number of initiatives that had demonstrated the company’s

The XeroPoint hybrid system provided the flexibility in the configuration required to enable the propulsion system to be optimised for those points of its duty cycle where the vessel spends the majority of its time. rarely used (less than five per cent of the time). Conversely, the vessels were spending in excess of 85 per cent of their operating time at less than 15 per cent of their rated power. The result was that the diesel engines were operating at their worst fuel efficiency for the majority of the time.

commitment to reducing its environmental impact. Ultimately,

The design of the propulsion system for Carolyn Dorothy –

Foss’ goal was to build one of its new vessels with a fuel-

the world’s first hybrid tugboat, addressed this problem. The

efficient hybrid propulsion system,” explains Paul Jamer, VP corporate development with AKA.

XeroPoint hybrid system provided the flexibility in the configuration required to enable the propulsion system to be optimised

A review of the operational data from Foss’ existing harbour-

for those points of its duty cycle where the vessel spends the

assist vessels indicated, as anticipated, that full power was very

majority of its time.

B.C. Tugboat

Specific Fuel Consumption and Duty Cycle Profile Graph: the hybrid system optimizes the power plant to be efficient at peak points throughout the duty cycle and mitigates the effect of the specific fuel-consumption curve.

“Third party analysis of Carolyn Dorothy’s hybrid system, as compared to a sister vessel working in the same harbour, indicated a 27 per cent reduction in fuel consumption, a 73 per cent reduction in particulate matter, and a 51 per cent reduction in NOX.”

wood Towing Ltd r e h t . Ca

“The results were dramatic,” said Jamer. “Third party analysis of Carolyn Dorothy’s hybrid system, as compared to a sister vessel working in the same harbour, indicated a 27 per cent reduction in fuel consumption, a 73 per cent reduction in particulate matter, and a 51 per cent reduction in NOX.”

“The best part about the hybrid system is that everyone involved benefits from the technology. Foss has reduced their fuel consumption in the hybrid vessels by over a quarter and they continue to lead the industry as environmental stewards. At AKA, we believe that this

101-32885 Mission Way, Mission, BC V2V 6E4

Foss and AKA have now received joint

is the way of the future and we look for-

PHONE 604.826.9221 | 604.462.9221 | 604.533.9221

patent protection for the hybrid sys-

ward to playing our part, as owners and

tem and have recently completed the

operators strive for a healthier environ-

FAX 604.826.9223

hybrid conversion of a second Dolphin

ment and bottom line,” says Jamer.

“WORKING THE FRASER RIVER AND B.C. COAST FOR OVER 40 YEARS!” 22

class vessel, Campbell Foss.

B.C. Tugboat | 2013

The best part about the hybrid system is that everyone involved benefits from the technology.

Aspin Kemp & Associates (AKA) is a systems integrator delivering innovative products, technically advanced services, integrated systems documentation, and world-class training primarily to the marine and offshore industry. R

For more information, please contact Paul Jamer (902) 489-2521, or email sales@aka-group.com.

Quoddy Link Marine: John Eldridgeâ&#x20AC;&#x2122;s eco-tourism vessel that was the inspiration for the hybrid system.

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