B.C. Tugboat Spring 2015

TUGBOAT 2015

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Published by DEL COMMUNICATIONS INC. Suite 300, 6 Roslyn Road Winnipeg, Manitoba Canada R3L 0G5 delcommunications.com

2015

President: David Langstaff Publisher: Jason Stefanik Managing Editor: Cindy Chan cindy@delcommunications.com Contributing Writers: Robert Allan David Bradford Terry Engler Melanie Franner Shane L. Hall

Contents Editor’s message.............................................................................

4

Ferry gets renewed lease on life with $7.7 million upgrade.........

5

Advertising Account Executives: Robert Bartmanovich Ken Harrison

The SS Master: Icon of the West Coast towboat industry.............

8

Production services provided by: S.G. Bennett Marketing Services www.sgbennett.com

The importance of a good crew...................................................

10

Can tugboats protect the B.C. coastline?....................................

12

Advertising Art: Dana Jensen Sheri Kidd

Tug life...........................................................................................

18

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Index to Advertisers.....................................................................

19

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COVER PHOTO COURTESY OF BC Ferries

B.C. Tugboat

3

Editor’s Message

Cindy Chan

We don’t see many tugboats in my neck of the woods, the Canadian prairies.

However, it’s been a real eye-opener to learn about such an important mode of transportation to the people of British Columbia.

In this issue, you will find a variety of stories, ranging from an update on the Queen of Oak Bay renovation to an article that begs the question, “Can tugboats

protect the B.C. coastline?” A man even questions the future of tugboats on the West Coast. There is no shortage of differing opinions.

One thing is for sure: people are passionate about tugboats in B.C., and we hope to radiate the same passion in these pages.

Cindy Chan R

erwood Towing Ltd. h t a C

101-32885 Mission Way, Mission, BC V2V 6E4 PHONE 604.826.9221 | 604.462.9221 | 604.533.9221 FAX 604.826.9223

“WORKING THE FRASER RIVER AND B.C. COAST FOR OVER 40 YEARS!” 4

B.C. Tugboat | 2015

Ferry gets renewed lease on life with $7.7 million upgrade

Photo by BC Ferries

By Melanie Franner

The Queen of Oak Bay is slated to enter its second phase of upgrades from November 2015 to February 2016.

Built for British Columbia Ferry Services

Bay in Vancouver and Departure Bay in

pleased to see the upgrade to the Queen

Inc. (BC Ferries) in 1981, the Queen of

Nanaimo.

of Oak Bay, one of the regular ferries on

Oak Bay has long been a trusted and reliable component of the company’s

“The ferry service has been an intricate

the route to and from Departure Bay.”

35-vessel fleet. Capable of carrying 360

part of the West Vancouver commu-

vehicles and 1,488 passengers and crew

nity for decades,” states District of West

Upgrades for an old friend

on each of its four round trips a day – 365

Vancouver mayor Michael Smith. “The

In November 2014, the Queen of Oak Bay

days a year – the ferry is a vital trans-

service to Bowen Island, Langdale and

entered into the first phase of its three-

portation tool for individuals travelling

Nanaimo is well-used and appreciated by

quarter life upgrade project – an impor-

the popular route between Horseshoe

millions of passengers annually. We are

tant milestone in the vessel’s history.

B.C. Tugboat

5

Photo by BC Ferries

The Queen of Oak Bay with city skyline.

“BC Ferries usually plans on a 40-year

conducted on the Queen of Oak Bay was

lifespan for its vessels,” explains Mark

focused primarily on areas of the ship lo-

Wilson, vice-president of engineering at

cated “below the water line”. This work

BC Ferries. “We conduct planned refits

included the following safety and me-

for these vessels at the 10- and 30-year

chanical improvements: crucial systems

mark, which is the quarter and three-

renewals (piping and equipment); propul-

quarter life points. We do the more sig-

sion overhauls and renewals; electrical

nificant service overhaul at the mid-life

distribution upgrades; elevator upgrades;

point, which is usually around 20 years.”

installation of local application water mist

According to Wilson, the first phase of

ergy efficiency upgrades, including LED

the three-quarter life upgrade project

lighting in machinery compartments and

on main engine-room machinery; en-

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B.C. Tugboat | 2015

Authorized Sales & Service Dealers for Suzuki

HVAC upgrades; large-scale steel renewal; and regulatory surveys.

“This extensive upgrade is an important investment in one of our major vessels, which will ensure we maintain a safe, reliable and efficient service, and in the process, stay focused on fare affordability for the benefit of our customers,” states Wilson.

The Queen of Oak Bay will undergo the second phase of its three-quarter-life upgrade from November 2015 to February 2016. This second phase will focus primarily “above the water line” and will include customer accommodations and disembarking areas and bridge improvements, among other things.

“We opted to do the three-quarter life upgrade in two phases to better accommodate the needs of our customers,” says Wilson, adding that the company typically puts most of its 35 vessels on a docking program once in every four years

or twice in every five years. This makes it tough to take a vessel out of rotation for any significant length of time without compromising existing sailing schedules.

The Queen of Oak Bay is the first of BC Ferries’ C-class vessels to undergo a three-quarter life upgrade. The Queen of Surrey will follow with the first phase of its three-quarter-life upgrade in February 2016.

“This extensive upgrade is an important investment in one of our major vessels, which will ensure we maintain a safe, reliable and efficient service, and in the process, stay focused on fare affordability for the benefit of our customers” Mark Wilson, vice-president of engineering at BC Ferries

A ship out of water Vancouver Drydock Company Ltd. was awarded the contract on the upgrade project of the Queen of Oak Bay. The company, which is part of Seaspan, undertook the work at its North Vancouver facility.

“We completed the upgrades within the two months allotted,” states Vancouver Drydock vice-president and general Publication manager Paul Hebson, adding that the B.C. Tugboat low Canadian dollar has made for busy times at the company, with an influx of Issue American customers. “BC Ferries is one April of our oldest customers and probably the largest vessel operator on the coast. We Size made sure to complete the work within Island (half page vertical) their set schedule.”

g n i d Lea

n g i s e D y b

RAsalvor Series

Offshore Rescue/Salvage Tugs

According to Hebson, this three-quarter Deadline life upgrade April 30, project 2015 included typical improvements to the vessel.

Features “Items that were atypical were the energy Supporting “Protecting efficiency upgrades and the water mist the BC Coastline” system,” he states. “The water mist sysEditorial

Ÿ

tem is a new capability for the vessel. The steel renewal was a typical upgrade but the sheer amount of steel involved made it a bit more unusual.”

That being said, Hebson states that it was good to see the Queen of Oak Bay head back out for renewed duty with the enhanced capabilities necessary for many more years of service. R B.C. Tugboat

7

The SS Master: Icon of the West Coast towboat industry

Photo by David Bradford.

By David Bradford

The SS Master Society is currently raising funds to make repairs to the Master (pictured) in time for her 100th year in 2022.

In seven years, the steam tug Master will

builders, owners and crew that support-

be 100 years old.

ed and grew the maritime commerce of

Built in Vancouver’s False Creek in 1922

coastal British Columbia.

by renowned designer and builder Arthur

Like other significant heritage vessels

Moscrop, she is a classic example of the

around the world, the Master represents

log-towing tugs that worked the West

something much larger than her own

Coast for generations. The Master is the

particular history. From the early days of

oldest surviving wooden steam tug with

towing sailing ships to port to supporting

original equipment in North America. She

the forestry, fishing and construction in-

typifies the resourcefulness of designers,

dustries, tugboats have played a critical

8

B.C. Tugboat | 2015

role in moving products of all types along the coast. In many places in the world, heritage vessels have come to represent something meaningful, a recognition and celebration of local maritime history, and they have, often with great effort, been preserved. They each have a particular claim in history either from significant events, as a representative of a particular vessel type or as evidence of the evolution of design and use.

Photo by David Bradford.

The Master, proud to have her place in this evolution, was built during the golden age of West Coast tugs for Capt.

Herman Thorsen who operated it under the Master Towing Company. The Master worked for 37 years for several companies towing logs, coal and gravel barges, fuel and limestone. She has the highest evolution of reciprocating maritime steam technology from more than 200 years of development, including the addition of steam-powered steering and towing winch and generator. The engine, built in 1916 by William Beardmore’s Speedwell Iron Works Co. in Coatbridge, Scotland, is still running well today, and turns an eight-and-a-half-inch propeller at about 100 r.p.m. To stand beside the working engine underway is an experience indeed.

For 52 years since retirement, the Master has found her place in public life operated under the SS Master Society. Every year, thousands of visitors marvel at her stout B.C. fir workboat construction, her triple expansion steam engine and scotch boiler and her spartan accommodation for a crew of eight.

The B.C. West Coast is one of the most

significant coastal towing areas in the world, and is one of the very few where the only source of transportation for natural resources and goods was by tug and barge. Many enterprising individuals and companies sought and created innovations and solutions for this constantly changing industry. That challenge continues today with more powerful, maneuverable and capable tugs taking on ever larger tasks.

Through the efforts of the SS Master Society, this proud history of coastal towing has recently been recognized by the Canadian federal government. Tugboating along the West Coast has been designated as an Event of National Historic Significance, and the Historic Sites and Monuments Board of Canada will provide a bronze plaque commemorating this unique part of B.C. coastal history and specifically referencing the Master.

Today, the Master is being recognized and supported by the towboat industry she so well represents. The SS Master Centenary Project is committed to raising the funds necessary to complete some major repairs in time for her centenary year in 2022. This project has

been unanimously endorsed by the member companies of the Council of Marine Carriers, the organization representing all the major marine towing companies in B.C. To date, significant support has been received from many prominent companies in the industry including Robert Allan Ltd., Seaspan Shipyards, Island Tug and Barge, Ledcor Resources and Transportation, SAAM-SMIT Canada Inc. and many other companies that also have deep roots in B.C. The Master is also the flagship for the annual Vancouver Tugboat Festival on Granville Island, which was created in 2014 by the SS Master Society, celebrating the towboats of B.C. and their contribution to the economic foundations of this province. The public is given a rare opportunity to board the tugs and talk with the crews.

All who recognize the important contribution of the towing industry to the growth and development of the coastal economy of B.C. are encouraged to lend their support to this important project of saving and restoring the Master. Donations can be made online at the SS Master Society website (ssmaster.org). R B.C. Tugboat

9

The importance of

A Good Crew Photo by Jason Woods.

By Terry Engler

Tugboat Pacific Force from Seaspan hauling barge.

There’s nothing easy about running a tugboat in British Columbia’s often dangerous waters – and that’s why the skill of the crew is so important.

province’s ports with their precious car-

British Columbia tugboat crews bring great experience and record of safety to the critical job of assisting shipping of natural resources and other products.

Tugboats are a big part of B.C.’s economy, ensuring that the largest freighters can safely navigate in and out of the

globe into B.C. harbours – from cars we

10

B.C. Tugboat | 2015

goes of various items.

And it’s tugboats that guide imports aboard ships from countries around the drive that were manufactured in Japan and Korea to the wines of the world we drink to the televisions we watch and so much more.

These cargoes are not only extremely

important to the province’s prosperity – all are worth enormous amounts of money and some would cause great devastation if the ship ran aground on our fragile and ecologically sensitive shoreline.

So the crew members of a tugboat not only have a tough job to do navigating through tricky tides in rain and snow, day and night – but their work is also absolutely essential to the province’s economy and its environment.

“Ride along with these brawny boats as they catch the swells and waves of the wild West Coast, navigate deadly tidal rapids and squeeze through a winding maze of boats and bridges as they ply the mighty Fraser River.” ~ Skookum Tugs: British Columbia’s Working Tugboats by Peter A. Robson That’s why the 300 men and women who are members of the International Longshore and Warehouse Union (ILWU) Local 400 are proud of the training and experience they bring to every job and the record of safety at sea that assures ship owners and shippers they are in the best possible hands.

The union emphasizes safety above all, because so much depends on it for not just the lives of the crews on both tugboats and freighter but the protection of B.C.’s beautiful coastline and shores.

Photo by Jason Woods.

ILWU Local 400 represents about 80 per cent of all unlicensed crew members on B.C. tugboats and has done so since 1958.

Tugboat crews don’t get to enjoy the beautiful Vancouver area scenery even on a sunny day.

Tugboat crews also understand the vital role they play in B.C.’s economy.

That’s one reason why they often work 12-hour shifts, sometimes for seven days straight, in difficult conditions away from family and friends – because bringing goods to and from port efficiently and on time requires it.

And ILWU Local 400 ensures that our employers have the best possible tugboat crews of experienced men and women, crews who get ships’ valuable cargoes in and out of port safely at all times of day and in all weather conditions. R

Photo by Jason Woods.

These sailors know that B.C. needs the sustained economic growth from exports to allow good wages to be paid and public services provided.

Seaspan tugboats and barges on the Fraser River.

B.C. Tugboat

11

Can tugboats protect the B.C. coastline?

By Robert Allan

A nav-aids vessel with towing gear and large buoy-handling crane.

Photo by Robert Allan Ltd.

The ports, communities and people of

totally ban all shipping in B.C. waters

and in almost every case a single steel

coastal British Columbia rely almost exclu-

might eliminate the risk of pollution to the

membrane (the ship's shell) separates

sively on ship-borne traffic for their liveli-

coastline but would, in effect, kill the pro-

that fuel from the surrounding ocean. In

hoods and as the means by which they

vincial economy.

spite of that fact, the number of oil spills

obtain the majority of their daily needs

Virtually every ship sailing these waters

is thankfully almost negligible. All tankers

for food, housing and transportation. To

carries oil in one form or another as fuel,

in service after 2010 carry their entire

12

B.C. Tugboat | 2015

Photo by Robert Allan Ltd.

A RASalvor Class rescue tug.

cargo capacity within double-hulled, protective structures.

The recent incident with the Russian container ship, Simushir1, gave many an opportunity to voice their concerns about the sanctity of the B.C. coastline. It is useful to understand some basic facts about shipping and the potential for shipping incidents on the B.C. coast, and what type of tugboat capability would actually be required to provide a reasonable degree of response capability and at what cost.

In the days of sailing, the West Coast of Vancouver Island was known as the

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"graveyard of the Pacific", a vast, rocky lee shore upon which foundered many sailing ships in the 19th century. However, with

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13

– not completely incident-free, but, none-

Along Canada's Pacific coast there have

theless, still excellent. The statistics of the

only been a few near-misses. Therefore,

Transportation Safety Board of Canada

vessel casualty risk and their impact man-

(TSB) are difficult to interpret with re-

agement have not garnered the same lev-

gard to reported large vessel groundings.

el of public and government attention as in

Initial attempts to obtain specific data

the United States. It has been recent vessel

from the TSB on west coast groundings

and barge accidents in British Columbia

of large vessels were unsuccessful (fur-

that have caught public attention to both

ther data is currently pending). However,

oil spill risk and the problem of address-

from TSB-published information, one can

ing sunken ship wrecks; notably the 2006

deduce that in the entire western region,

sinking of the Queen of the North ferry

there have been potentially one to two

in Wright Sound, and the 2007 LeRoy

vessel groundings per year for the past 16

Trucking barge equipment dumping into

years. The majority of these will be vessels touching bottom at their berths (gen-

Johnstone Strait."

erally a non-critical incident), but without

There are virtually zero groundings or

examining every incident in detail, it is

strandings of larger ships on the west

impossible to determine. Anecdotally, one

coast of Canada upon which one might

would be hard-pressed to recall more

develop a statistical model. However,

than two to three serious groundings on

if one looks at the entire west coast of

the outer west coast in the past 40 years.

Canada and the U.S. as the regional base

In the summary to his report to the Living

for data, then one can cite approximately

Oceans Society [1], Stafford Reid states:

12 incidents in the past 40 years (see Ref.

"The 1988 Nestucca oil barge rupture off of the West coast of Vancouver Island,

[1]) that were or had the potential for a serious grounding incident.

followed soon after by the 1989 Exxon

This number of real or potential seri-

Valdez oil tanker grounding in Alaska

ous incidents has to be compared to the

galvanized public attention on oil spill pre-

actual number of large vessels plying

vention, preparedness and response along

these waters. The Chamber of Shipping

the Pacific West coast. The public and

of British Columbia reports that there

government focus after these events was

are about 3,800 ship calls per year at

on the oil spill consequence of the vessel

B.C. ports; parallel to this is shipping to

casualties, not the casualty itself. More re-

major U.S. west coast ports which may

cent vessel casualties have drawn atten-

transit B.C. waters. Reid [1] cites the

tion to other environmental consequences,

West Coast Offshore Vessel Traffic Risk

notably the grounding of two freighters:

Management Project (WCOVTRM) Report

the New Carissa in Oregon (1999) and the Selendang Ayu (2004) in Alaska. These

[2] as follows:

incidents raised awareness in the United

"The study estimated over 19,000 ves-

States to the need to address all aspects

sel transits from Alaska to California dur-

of a major vessel casualty, and not just

ing the year. The majority of vessels are

the oil spill impact or threat. This includes

large commercial vessels such as contain-

measures to salvage the vessel, to off load

er ships and bulk carriers...after deducting

its cargo and fuels, and to remove wreck-

unknown "last port of call" vessels, 12,646

age so as to prevent or minimize environ-

vessel arrivals in Pacific West coast ports

mental damage.

were considered coastwise transits."

14

B.C. Tugboat | 2015

Therefore, one can safely and conservatively assume 12,500 ship calls on the west coast of North America which may transit B.C. waters. Each of those ship calls likely has both an inbound and an outbound "move", so a number of 25,000 ship moves per year in these regional waters seems a reasonable estimate of total traffic volume (approximately 70 moves per day over the entire coastline). Note that this number deliberately does not include smaller vessel movements such as fishing vessels, tugs and barges and ferries.

The probability of a serious "potential" incident is therefore about 1 in 100,000 (0.001 per cent). Note this only refers to an incident which may occur, and which then might lead to a potential grounding or similar.

The B.C. coastline measures just under 1,000 kilometres long north to south, but when all the inlets and islands are considered, it presents 25,725 kilometres of coastline.

The absence of a dedicated rescue tug anywhere on the B.C. coast has been cited as a major issue, but how does one realistically develop a rescue tug system to protect such a vast and intricate coastline? What is a suitable response time?

Should tugs be able to respond in the absolute worst case conditions? What is the real probability of an incident? Who will pay for the rescue service? Where will a tug be when an incident occurs? How many tugs would be enough to provide sufficient response capacity to the whole coast?

Many of the above questions were asked when the Tanker Exclusion Zone (TEZ) was prescribed to protect the B.C. coast from the regular transits of American oil tankers from Alaska to the refineries in Puget Sound:

"The purpose of the TEZ is to keep laden tankers west of the zone boundary in an effort to protect the shoreline and coastal waters from a potential risk of pollution.

“The B.C. coastline measures just under 1,000 kilometres long north to south, but when all the inlets and islands are considered, it presents 25,725 kilometres of coastline.”

The zone boundary follows the Canada/ Alaska border to a point approximately 115 miles west of Langara Island, thence southward to approximately 73 miles southwest of Cape St. James, thence to 40 miles southwest of Amphitrite Point and thence due east to just off Cape Flattery.

[CCG website: http://www.ccg-gcc.gc.ca/ e0003909)]

safety, and is not a new idea, having been

100 miles offshore (the present TEZ var-

recommended by both Brander-Smith

ies from more than 100 miles wide in the

[3] and Anderson [4] in their reports

north to about 40 miles wide at the en-

A similar "shipping exclusion zone"

concerning oil-spill preparedness on the

trance to Juan de Fuca Strait). Then one

strategy could be employed for all ship-

B.C. coast. Typical large ships will drift

must consider where any response ves-

ping, which presently only has to be 12

at about three to four n. miles (nautical

sels should be based. At a probable aver-

miles offshore to be considered outside

miles) per hour in the more severe wind

age response speed of no more than 12

Canadian waters. The farther offshore a

and tidal conditions on this coast. If a re-

knots in severe weather, a rescue tug can

ship is, the more response time a res-

sponse time of no more than 24 hours

cover only 288 n. miles in a day, and 250

cue vessel has. This is by far the sim-

is required to any location on the outer

miles is needed to allow for mobilization

plest method by which to improve coastal

coast, then traffic must be kept effectively

time and uncertainties. That 1,000 miles

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15

Guiding mariners for over 100 years.

(by 100 miles wide) of outer coastline

appropriate and sensible times for re-

could then be covered by four relatively

sponse. But who pays, and what do the

fast and capable ocean rescue tugs. Let’s

crews do to combat the boredom of being

say there would be one each at Victoria

"on call" 99.99 per cent of the time with

and Prince Rupert at the far (and busier)

nothing else to do?

ends of the coast, one at Bamfield and one somewhere near the north end of Vancouver Island. These would have to be large, powerful and seaworthy tugs to cope with the North Pacific winter conditions and to be able to tow the largest ships anticipated in these waters. They would be no less than 45 to 50 metres in length, with a towing capability of no less than 120 tonnes, corresponding to an installed power of about 10,000 horsepower.

primarily buoy tenders and have modest towing capabilities but nothing suitable for towing large ships at sea. The most

areas exposed to severe winds but there

other nav-aids and Search and Rescue

are also many places of refuge and more

missions.

cruise ships and ferries.

Large tugs of the type described above are not uncommon, but the days of having salvage or rescue tugs stationed around the world's busiest shipping lanes hoping to rescue a disabled ship (and get paid well for doing so) are largely gone.

and tracking devices are far more accutrolling vessel traffic in near-coastal situ-

B.C. Tugboat | 2015

trols operations. Most of their ships are

are equipped with suitable gear for the

rate. Protocols for monitoring and con-

16

ing Search and Rescue and fisheries pa-

the ocean forces. There are many inshore

than their forebears. Communications

604-435-1455

to navigation, and secondarily support-

primarily rescue towing vessels which

Modern ships are safer and more reliable

email navcommsales@cmcelectronics.ca www.cmcmarineelectronics.ca

with the primary role of maintaining aids

safer, as they are largely protected from

not widely used by large ships other than

Sample of products supported by CMC

are typically configured for multi-tasking,

the west coast Guard fleet to comprise

adequate. The inside passages are also

Factory trained service, installation and integration technicians Mission critical 24hr customer service

Canadian Coast Guard (CCG). Their ships

ner coast" must be considered as much

upon for support, even if only marginally

Marine Electronics Service

federal responsibility administered by the

practical solution would be to reconfigure

towing smaller tugs which could be called

Marine Electronic Sales

gency are not viable. Coastal safety is a

The many thousands of kilometres of "in-

local traffic, especially a range of barge-

radar • GPS chart plotter • instruments autopilot • thermal imaging communications • satelite TV and internet #1 OLEX Distributor in the world.

Tugs that do nothing but wait for an emer-

The rescue towing concept as described addresses the risks from current levels of general shipping on the West Coast, and would certainly provide an increased level of security for any foreseeable growth in west coast shipping, regardless of whatever deep-sea vessel type one considers. All of the various oil transportation and LNG tanker projects proposed for the B.C. coast to date have been or are presently examining, in depth, the specific tugboat capabilities required to safely escort and berth the tankers involved in each specific project. Until such time as some of these projects materialize, it is difficult to say what synergies might exist among those projects to share tug

ations are well-established.

resources. However, energy distribution

So it is practical to consider a rescue tug

has certainly identified the most capable

system on the B.C. coast, but only in con-

class of escort/rescue tug available in the

junction with a system of traffic control

world today as the type of tugs required

and limiting offshore distances to ensure

for, and which would be dedicated to

company Enbridge Inc., in particular,

the Northern Gateway Pipeline project.

mix has been demonstrated as capable

Preparedness in British Columbia”

These tugs would have as a primary re-

in moderate conditions with a small ship,

for Living Oceans Society, 2008.

sponsibility ensuring the safe passage of

but is not sufficient to deal with a large

tankers using the Enbridge facilities, and

ship towing emergency in more severe

only after any such tankers were safely

conditions.

[2] The West Coast Offshore Vessel Traffic Risk Management Project: Sponsored by the Pacific States/

anchored out of harm's way could these

British Columbia Oil Spill Task

tugs potentially respond to a general

Therefore, such a rescue tug capability

ship-in-distress emergency on the outer

should most sensibly be considered as

coast. A non-private, coast guard tug ca-

an integral and primary part of an over-

pability seems the only logical answer for

all revised coast guard plan for all their

Report of the Public Review Panel

broad-based coverage.

required vessel operations on the B.C.

on Tanker Safety and Marine Spills

coast.

Response Capability, Transport

In conclusion, it is certainly feasible to consider a system of large rescue tugs to

Force, 2003.

[3] Brander-Smith, David (Chair); Final

Canada, 1990.

aid in the protection of the B.C. coastline,

REFERENCES

but the economics of that operation are

[1] Stafford Reid, EnviroEmerg

[4] David Anderson – Special Advisor; Report to the Premier on Oil

not trivial and the probability of an inci-

Consulting, “Major Marine Vessel

Transportation and Oil Spills,

dent is very low. The existing CCG fleet

Casualty Risk and Response

November 1989. R

1

The Simushir lost power on the evening of Oct. 16 last year and was towed to port in Prince Rupert, B.C.

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B.C. Tugboat

17

Tug Life

Photos by Shane L. Hall.

By Shane L. Hall

The tug Capital “C” is seen entering Port Moody.

It has been more than a century since tugboats began working along the rugged coast of British Columbia.

The history is rich and dramatic. In 1995, we tugboat enthusiasts at Tugboats of British Columbia (tugboatvideo.com)1 began to document the industry on the Fraser River, a working river home to a number of marine towing companies, such as North Arm Transportation, Riverside Towing, and Hodder Tugboat Co. Ltd. 18

B.C. Tugboat | 2015

Years ago, Hodder Tugboat Co. Ltd. president Bob Hodder, who passed away in 1998, gave us the thumbs up to board the tug Jessie Hodder to film a 12-hour shift.

That was the start of many days, weeks, months and years capturing marine towing up and down the coast. We met many mariners who were happy to share their experience and history with us. Some of them hailed from places like Campbell River, where there is a unique breed of tugboat mariners who work in some of

the world’s most unforgiving seas. We learned of tragic loss and great rewards for these people who chose to work on the tugs.

Many have written about the tugboat industry. A handful of books really captured the tugboat life with some great interviews of some key players in the industry like Against Wind and Weather: The History of Towboating in British Columbia by the late Ken Drushka. Another author is S. C. Heal, a man who has great insight

to the tugs and has self-published a number of books which include information on key players in the growth of the B.C. towing companies. Unfortunately, history is fading with the loss of many old-timers who spent their lives on tugs. Their vast knowledge and experience cannot be replaced by textbooks.

The future of marine towing on this coast seems secure – if you have deep pockets or a secure contract to provide towing services. We have seen companies fade into history as well. Changes are constant, and some find these changes hard to accept. Gone are the glory days of towing. The men and women who played such a huge part in tugboat history are leaving us, and their departure leaves a void. Today’s mariners are a different breed and, in our observations, many do not have the same zeal and passion for the job.

1

Photos by Shane L. Hall.

Future of tugging

The tug Sea Imp IX of Catherwood is moving along the Fraser River.

What is the single biggest challenge to the

in their blood and spirit like those long be-

marine towing industry? It could be finding

fore them who, with pride and conviction,

dedicated crew members that have tug life

helped build B.C.’s towing legacy. R

Tugboats of British Columbia is a website dedicated to those who have worked in marine transportation.

Index to advertisers B.C. Maritime Employers Association............................ 13

North Island College.......................................................... 17

Bracewell Marine Group Ltd............................................ 15

Redden Net & Samson Rope......................................... IFC

Catherwood Towing Ltd......................................................4

Robert Allan Ltd....................................................................7

Chevron Canada.............................................................OBC

Seacom Marine Electronics Ltd...................................... 15

CMC Electronics................................................................. 16

Stryker Electronics..............................................................6

Donaldson Ropes............................................................... 17

Superior Lidgerwood Mundy.............................................4

B.C. Tugboat

19

Chevron Legacy in Coal Harbour Continuing Chevron’s long-standing tradition of safely providing quality services and products to the marine community

Š 2014 Chevron Canada Limited. All rights reserved. CHEVRON and the Chevron Hallmark are registered trademarks of Chevron Intellectual Property LLC.