B.C. Tugboat Fall 2022

u

o d d e r

b o a t

o .

t

OUR FOCUS

TO SERVE THE FOREST

TRANSPORTING

LUMBER, LUMBER

PULP AND PAPER TO AND FROM COASTAL MILLS AND FOR EXPORT OVERSEAS.

AREA OF OPERATION

OUR SERVICES EXTEND ALONG BRITISH COLUMBIA PACIFIC NORTHWEST AS WELL AS THE NAVIGABLE REACHES OF THE FRASER RIVER, SQUAMISH, HOWE SOUND AND VANCOUVER HARBOUR. WE ALSO OPERATE IN THE US WATERS.

OTHER INDUSTRIES WE SERVE

SHORT-SEA SHIPPING, SAND AND GRAVEL

CONSTRUCTION, OCEAN DISPOSAL, GENERAL BULK CARGO, AND FUEL

ELECTRIC TUG

Hybridization is the Future

of

Engineering for Operational Cost Savings and a Smaller Carbon Footprint

The future benefits of the

are multi-layered.

for the design of the boom

will be reduced and there will be

gensets. This will ultimately result in lower

on main

less

will be key to this

house gas emissions such as NOx and SOx, are decreased and the carbon

shrinks as more reliance is placed on the electrification of water vessels such as this hybrid Tug. The near silent running of an electric boom Tug, adds another aspect of environmental benefit when both shore and sea life enjoy the quiet of the near silent

FREE ELECTRIFICATION PRE-FEASIBILITY STUDY

Forward. Together.

It’s been a big year for Ledcor Marine. As part of Ledcor’s Resources and Transportation (LRT) group they are celebrating their 12th year working on British Columbia waterways, in addition to Ledcor celebrating 75 years in November 2022. Today’s Ledcor is the product of thousands of people striving every day to deliver safe and high-quality projects across North America, to innovate and diversify in the face

of change, and to earn the trust of lifetime clients, project partners, and communities. These values have not changed in the company’s 75 years of operation, and they never will.

LRT has had a long history in the aviation, marine, forestry, and trucking sectors. With the growing number of infrastructure projects in B.C., Ledcor Marine has been expanding yearly with high levels of traffic in the Fraser River, Georgia Strait, and Howe Sound. From their humble beginnings

Don Kimura

in 2010, they quickly grew into one of the largest marine operations serving natural resources and industrial customers in British Columbia. To date, Ledcor owns and operates eight tugboats and twenty-six barges in the Fraser River and B.C. waters. Their fleet includes flat deck, aggregate, fibre/ biomass, project, pontoon barges, and coastal tugs. These vessels can be deployed to any area along the southern B.C. coast in a timely manner.

Working in unison with trucking and forestry operations, Ledcor Marine offers vertically integrated supply chain services to B.C.’s forestry and bio-energy industries. With the marine industry being one of the fastest growing and in-demand trade sectors in the province, Ledcor Marine prides itself in recruiting and retaining the best talent. To keep up with the ever-changing industry, Ledcor Marine has cultivated a strong “promote from

within culture”. Entry level positions are available to those who have a passion for the marine industry with the willingness and readiness to learn and advance. With a handson work environment and fully paid training courses, Ledcor supports growth not only within the Marine division but within the company as a whole. In essence, the Ledcor Marine group is a dynamic team that learns together and supports one another with leadership that prides itself in the advancement of its people.

The Ledcor Group of Companies is one of North America’s most diversified construction companies, serving the civil & infrastructure, oil & gas, pipeline, building, mining, power, and telecommunications sectors. Ledcor also owns operations

in property investment, forestry, aviation, and marine transportation services. Ledcor is a privately held, employee-owned company with over 800 employee shareholders. Ledcor

employs over 9,000 people across 20 offices. Since 1947, the company has been growing with its clients and partners: Forward. Together. See how at www.ledcor.com. Ü

When the ship goes down: Creditor priorities in a court-ordered ship sale

By Glen Krueger, Bernard LLP

Nobody wants to be part of a court-ordered ship sale; it usually means there are many losers to one degree or another. However, knowing the order of priorities can help a creditor avoid missing out on receiving satisfaction of debts they were entitled to or being burned by unnecessary legal fees.

The case of the “Phoenix Sun” (Ballantrae Holdings Inc. v. The Ship Phoenix Sun, 2016 FC 570) is a tragic tale of the end of an old ship, ambitions that were perhaps too great with many parties losing.

The ship was under arrest when she was purchased; the goal was to find cargo and sail her to Turkey where she could be sold as scrap for a profit. The ship was purchased using funds advanced by Ballantrae, who wisely secured a mortgage against the ship. However, the mortgage was registered as a charge under the Ontario Personal Property Security Act rather than in the ship registry.

Crew, chandlers, and repairers were hired and provided goods and services to the vessel. More funds were obtained from a Mr. Hamilton.

Alas, the funds for the venture soon ran out and the ship was again arrested, this time by Ballantrae. She was sold for $680,000, far short of the claims against her. The Court was then called on to adjudge and rank the claims against her. These claims included:

• Marshall fees for bringing the ship to sale;

• Ballantrae for its costs in bringing the ship to sale;

• Master and crew for amounts due under their employment contracts;

• The local municipality for cost of berthage and supplying electricity;

• Various necessaries suppliers who claimed lien rights under section 139 of the Marine Liability Act;

• Mr. Hamilton, who also claimed a lien under section 139;

• Ballantrae for the amount due under the mortgage; and

• A company named Skylane which claimed it had a mortgage registered in Panama.

First up were the Marshall’s fees. These are virtually always paid in

full and were first to be satisfied in this matter. It is so clear that in this matter the Marshall’s fees were paid in full prior to even the Court decision. Ballantrae then received funds, but only the amount it cost to bring the ship for sale. The claim for the mortgage funds was separately ranked lower.

Afterwards, Master & crew claims for wages and benefits. Who qualifies as crew is an important distinction; a vendor claimed to be crew but was found to only be a supplier and ultimately receiving nothing. Those who were found to be crew were paid their outstanding wages.

The local municipality had been providing free berthage and electricity to the vessel. The Court found the municipality had no priority in ranking but exercised its equitable jurisdiction to vary the order of priorities. A court may do this when the interests of justice require it. On this basis, the municipality was awarded the costs of electricity. After this award, came the claims of various necessary suppliers.

Next was Ballantrae’ s mortgage. As it was not registered in the ship registry, it was a legal, unregistered mortgage

which would have difficulty ranking ahead of subsequently registered mortgages. It could outrank equitable charges and in rem claims of creditors. However, right holders in British Columbia should beware; the BC PPSA does not apply to security agreements such as a mortgage under the Canada Shipping Act. To be safe, ship mortgages should be registered in the ship registry.

In this case, Ballantrae’s mortgage took up the balance of the remaining

funds. Mr. Hamilton received nothing, as he was found to have been part of the venture to begin with and thus not a creditor. He took the risk when the ship was purchased. Skylane also did not receive any funds, as the mortgage was registered while the ship was under arrest and there was evidence that the mortgage was invalid under Panamanian law.

If you have an outstanding claim against a ship, the actions you take could determine whether you receive

full, partial, or zero satisfaction of the amount owed to you. There are sometimes many creditors waiting to pick the ship clean, and it could leave you high and dry. Contact a marine lawyer to help you navigate this complicated situation.

Glen Krueger is a partner at Bernard LLP and can be reached at (604) 661-0614 or krueger@bernardllp.ca. Ü

B.C. Tugboat

The local municipality had been providing free berthage and electricity to the vessel. The Court found the municipality had no priority in ranking but exercised its equitable jurisdiction to vary the order of priorities.

Palmer Johnson Power Systems: A leader in the marine industry

The story of Palmer Johnson Power Systems is one of ongoing growth and awesome transformation. Before becoming a worldclass distributor, Palmer Johnson’s origins can be traced back over 100 years starting in the boating industry as Sturgeon Bay Boat Works in Sturgeon Bay, Wisconsin, which later became Palmer Johnson Yachts. In 1977, Palmer Johnson Distributors spun off to diversify the business and expanded into the distribution of transmissions in the off-highway industry with Twin Disc as the first of many product lines. Eventually renamed Palmer Johnson Power Systems, the company has continued to grow through additional product lines, territory expansions, and acquisitions while retaining the energy and momentum of a startup business, but with the industry knowledge and acumen of a company with a century-long history.

A key acquisition that brought Palmer Johnson into the Western US and Canada was the addition of Mill Log in early 2019. Founded in 1946, Mill Log has a rich history built on talented employees and a wealth of expertise in Twin Disc products, engineering, and service. “The acquisition of Mill Log positions Palmer Johnson as a dominant off-highway player in the Western United States and Canada, and a powerhouse in both the marine and oil & gas markets in North America,” says Craig Parsons, President of Palmer Johnson. Palmer Johnson’s capabilities

essentially doubled in this market with the substantial force of qualified service technicians and inside sales knowledge gained as former Mill Log employees became part of the Palmer Johnson family. The addition of the Edmonton, Alberta, branch expanded Palmer Johnson’s support of the oil & gas market from Texas north to the Canadian oilfield. The addition of service centers in Sumner, Washington and Vancouver, British Columbia solidified Palmer Johnson’s support of the West Coast marine market.

With over 45 years of experience in offering applications and service support to the marine industry, Palmer Johnson’s extensive product knowledge, inventory, and national service network can support any of your marine needs. Currently, the marine product lines include Twin Disc marine transmissions and parts, Hamilton Jet waterjet systems, Thordon Bearings, Jastram Engineering marine steering solutions, Auto Maskin, Glendinning Controls, Veth Propulsion, Arneson Surface Drives, Centa Couplings, Transfluid, and Eaton Airflex products. Through these product lines, the Palmer Johnson marine team can assist with any steering system, hybrid & electric propulsion, vessel monitoring, engine control, or marine transmission issue. The marine team is dedicated to providing the best possible experience to every customer and is proud to be one of the most trusted names in the marine industry.

“In the off-highway industry where minutes count and deadlines cost, our team delivers solutions driven by expertise, innovation, urgency, safety and steadfast manufacturer partnerships. Our customers should feel the passion in our people 24/7, in North America and beyond.” – Craig Parsons, CEO of Palmer Johnson Ü

photo

Capilano

Two-Ship Island Class serviceand the ripple effect forBC Ferries customers

Sixmonths seems like a natural time to pause, look back, and reflect on how things have gone for BC Ferries’ customers utilizing two-ship service on the Gabriola – Nanaimo run. The Island Class takeover began April 12 when Island Gwawis and Island Kwigwis assumed the load previously carried by MV Quinsam.

In terms of capacity, the mighty Quinsam trumps its Island Class replacements carrying up to 63 vehicles per sailing compared to the Island Class’s 47. However, in

the numbers game, two is always better than one as the 40-year-old Quinsam bows out to the newer hybrids. Doubters need only check the numbers. Using June in 2021 and 2022 for comparison, we see just how advantageous it’s been for customers accessing the two-ship service.

Two-ship Island Class vs. MV Quinsam

• On time performance was 88.6% vs 52.6%

• 4653 more vehicles were carried (38,444 vs 33,791)

• Overloaded sailings where at least 1 car is left behind were at 10.6% vs 20.3%

• 23.8% fewer vehicles were being left behind during overload situations

• Total sailings were up 62% (1389 vs 858)

• Total delayed sailings were down 61% (158 vs 407)

The added bonus with two-ship service is the flexibility in the schedule for Gabriola-Nanaimo customers. Built to prioritize the morning commute and accommodate students travelling to school, it can be tweaked based on user need in a way that isn’t possible when sailing a single ship. Consultation with the community and the Gabriola Island Ferry Advisory Committee also

in the construction of the new

passenger walkway at Nanaimo Harbour to enhance foot passenger service.

Island Class ferries also come with a distinct environmental advantage. The ships are battery equipped and designed for full electric operation in the future. They will continue to operate on hybrid technology that bridges the gap until shore charging infrastructure and funding becomes available. From the exterior details to the engines, the design of the new vessels reduces underwater-radiated noise, lowers emissions, and improves customer service.

Don’t feel too bad however for

displaced Quinsam. The diesel

has not been put out to pasture. Her new assignment in the South Gulf Islands is benefitting BC

customers commuting between Crofton and Salt Spring Island.

B.C. Tugboat

A safe fleet and greener seas

Albion Marine Solutions, North America’s leading marine engineering company, provides reliable, professional, and costeffective engineering, consultancy, and project management services to the shipping industry worldwide in marine, offshore, and oil & gas. Albion Marine Solutions have a global network, with headquarters in Delta, British Columbia, engineering and design team in India, includes sales offices in Toronto, Singapore,

Copenhagen, Hong Kong, and Shanghai, and service stations in Los Angeles, Houston, Halifax, Tenerife, Gdansk, Split, and Busan.

Albion’s Ballast Water Treatment System Turnkey Solution

The countdown is for ships to install ballast water management systems (BWMSs) to reduce their environmental impact. The International Maritime Organization (IMO) has set a deadline of September 8, 2024, for ships to comply with performance standards

to protect local ecosystems from invasive species in ships’ ballast water. Albion Marine’s green retrofit program is helping ship owners meet the IMO deadline. With a global network, the Albion Marine is applying their engineering expertise to install the most suitable ballast water treatment systems (BWTS) for different vessel sizes per their sailing needs and requirements. “The peak installation period for ballast water treatment systems is happening now,” says Sergiy Yakovenko, Director of Albion Marine Solutions. “Thousands of vessels worldwide need to

be retrofitted with ballast water treatment systems.”

Albion Marine Solutions is a wellknown one-stop shop in the marine industry. Albion Marine is not only active in BWTS retrofit installations but also recognized by ABS and Llyod as a service provider of biological testing services for Ballast Water Treatment Systems. It has already been a long time since Albion Marine Solutions completed the concept designs of an actual zero-emission cable ferry – Albion Zero. The concept utilizes solar power and the power of river streams to generate a sufficient charge for ferry operation, which can operate on both electric and

engines. “It’s an engineering

designed for a river crossing in remote Northern areas with little or no infrastructure because of its modular design, can use it for a wide variety of ferry designs,” says Yakovenko.

Albion Marine Solutions is

working towards

•

•

TOWING CO.

an

protection plan. You can keep your fleet and seas safer and greener with Albion Marine’s sustainable vessel solutions. Ü

B.C.

Anchors aweigh for new mobile marine classroom in Prince Rupert

As of September, students at Coast Mountain College have been gaining hands-on experience with a new mobile marine classroom.

The new boat, named Na Malsga Aks, serves students as a mobile classroom, complete with the latest technology for field studies off the Prince Rupert coast. Indigenous Elders and the college collaborated to name the vessel. Na Malsga Aks

means “the story the water tells” in the Laxyuubm Ts’msyen language.

The combined classroom and fieldwork experience on the boat prepares students for careers in sustainability, ecology, and fish and wildlife conservation. The technical skills students learn in the program are in demand for more than 111,000 anticipated job openings in science, technology, engineering, and math (STEM) expected in B.C. by 2031.

“The mobile marine classroom gives students the opportunity to

practise coastal natural resources management, ecosystem restoration and environmental monitoring with the tools and technology they will be using once they enter the workforce,” says Jennifer Rice, Parliamentary Secretary for Emergency Preparedness and MLA for North Coast. “As alumnus of the applied coastal ecology program, it’s fantastic to see how the program has evolved over time to keep up with the latest technology used in the natural resource sector. The mobile marine classroom is an important

Chair of Coast Mountain College Board of Directors, X’staam Hana’ax (Nicole Halbauer) unveiling the classroom in September.

tool for carrying out the necessary work in protecting and monitoring this important coastal environment and training the future stewards of the north coast region.”

The B.C. government provided $250,000 to Coast Mountain College to purchase a new 7.6-metre (27 foot), 12-passenger, aluminum-hulled boat to serve students and staff in the college’s applied coastal ecology program. The funding was also used to purchase the following parts and equipment:

• Crane and winch for lowering and towing equipment

• Side-scan sonar

• Single-beam echo sounder

• Laptop for remotely operated vehicle control

• Lifeline, first-aid kit, safety vests, inflatable boat, line puller and handheld radio

• Underwater cameras

• Underwater wi-fi extension line

• Air drones

• Plankton troll nets

“We are delighted to have this new marine classroom. This has allowed us to expand our unique science programs using the latest marine technology,” says Dr. Titi Kunkel, Vice President, Academic Students and International, Coast Mountain

MARINE PRODUCTS DIVISION

B.C. Tugboat

Graduate of the Environmental Geosciences Program, Jacqueline Goetz.

Vancouver BC – Montreal QC – Seattle WA – Pennsauken NJ – New Orleans LA

College. “With the grant, we now have a new boat fitted with state-of-the-art technology to provide learners with skills required for careers in environmental and coastal marine science.”

Investing in programs such as Coast Mountain College’s applied coastal ecology program is part of StrongerBC’s Future Ready Plan. Future Ready is making education and training more accessible, affordable, and relevant to help businesses grow and to prepare British Columbians for the jobs of tomorrow.

“Getting out on the water not only showcases learning outcomes taught in the classroom but also enhances student skills needed within field-based careers,” says Kyla MacIlroy, a graduate of the Coast Mountain College Applied Coastal Ecology Program. “It connects students to various aquatic ecosystems and gives insight into what a future career might hold when working in environmental positions. I am very excited for this new addition to Coast Mountain College and can’t wait to see what new and exciting things students will experience.” Ü

The Na Malsga Aks, Coast Mountain College’s mobile marine classroom.

Canada’s new large naval tugs

By Evan Gatehouse, P.Eng, Robert Allan Ltd.

When you operate navy ships, relying on commercial tugs that may not be available when needed isn’t your preferred operational plan. The Royal Canadian Navy has their own small fleet of five Glen class large yard tugs (45-47 years old), five smaller harbour tugs (the Ville Class) and two Robert Allan Ltd. designed Fire Class fire boats, all similarly aged. The 28-metre Glen class are very low powered by modern ship-docking tug standards at 19 tons of bollard pull; the smaller Ville class are even lower at only 7.5 tons.

The Canadian Navy wanted to replace these aging vessels with new 60 tonne bollard pull tugs capable of handling its newest and largest vessels (the new 174-metre Joint Support Ships). In 2019, it awarded the contract to construct four new vessels to Ocean Industries Inc. of Quebec with Robert Allan Ltd. their design partner in this effort. Replacing seven older vessels with four new ones with smaller crew numbers should be a significant benefit to the Navy. The Navy will keep their five small Ville class yard tugs (also designed by Robert Allan Ltd. in 1971) for now.

The builder had to offer a “proven design” that was already in service, with Navy representatives

guaranteed access to inspect this vessel as part of the contract. In July 2019, representatives of the Navy, Ocean Industries, and Robert Allan flew to Turkey to view one of the very popular RAmparts 2400SX built by the Sanmar shipyard – the 39th in the series.

The unique contract allowed the Navy to amend their vessel specification to include items found on the proven design vessel that they had not included – such as the washer and dryer they quickly noticed. The inspection also included some sea time on the vessel, where various operations were demonstrated. Once the revised specifications were discussed and agreed to, Robert Allan’s design work was finished in early 2020, including an ABS design review.

Naturally for a naval vessel, a large amount of design review took place before the additional detailed engineering of working drawings could even start. As this was the first RAmparts 2400SX to be built in Canada, it also had to be modified to suit numerous Canadian ship and tug specific regulations. Of course, there was also the Navy’s specific requirements such as grey fendering to avoid black marks on Navy hulls and extra soft bow fendering to avoid damaging the thin plating of modern warships. These new tugs are fitted with a THR bow winch for

ship handling and docking. For open ocean towing over the stern an aft deck THR towing winch and Western Machine Works tow pins/stern roller were added. A new bow tank added an additional 10 tonnes of potable water to deliver to other vessels in the harbours. The Fi-Fi 1 fire pumping capacity of each of the tugs will be more than double of the old Fire class vessels.

The smaller 24-metre size and lower profile deckhouse and wheelhouse will allow these tugs to better work under the flared bow of Navy vessels and in the confined dock areas in both naval bases. Powered by twin MAN 12V175D-MN engines (1860 kW at 1800 RPM) and Schottel SRP 430 Z-drives with 2400mm fixed pitch propellers, these new tugs will be in service for many decades just like their predecessors. Outfitted for a crew of three for day operations and up to six for coastal towing operation, they also require fewer crew than their predecessors.

The first two of these tugs will be delivered in 2022 and stationed in Esquimalt. The second pair of vessels will be located in Halifax with deliveries scheduled for 2023 and 2024.

The labour and skills crisis in the marine sector in Canada is HERE

By Alex Rueben, Executive Director, Association of British Columbia Marine Industries

Take Note! The labour and skills crisis in the marine sector in Canada is HERE!

Alex Rueben, Executive Director, Association of British Columbia Marine Industries

Several weeks ago, at the annual conference of the Canadian Ferry Association, I was asked to speak about the labour and skills crisis that we are experiencing in the industrial marine sector in British Columbia. First, I emphasized the point – the CRISIS IS HERE! The Association of British Columbia Marine Industries (ABCMI) represents a sector that comprises nearly 1,100 businesses and most of those businesses have existing job vacancies and

are looking for skilled workers to fill them. I am a marine engineer by trade and, like all engineers, like to talk in numbers. In 2017, ABCMI completed a Labour Market Information (LMI) Study that informed us that we had 20,169 workers in the industrial marine sector in B.C. which we defined as comprising shipbuilding and ship repair, marine infrastructure and industrial marine services, marine professional services, marine products, small craft marine construction and repair, and ocean science and technology. The study

went on to inform us that in the period 2017 – 2027, we would need to fill a total of 16,559 jobs – most of those due to almost 8,000 jobs becoming open through retirement, 2,200 workers moving on to work outside our sector and a 26 per cent projected growth (5,500 job openings) in our workforce needs.

LMI STUDY

Several weeks ago, at the annual conference of the Canadian Ferry Association, I was asked to speak about the labour and skills crisis that we are experiencing in the industrial marine sector in British Columbia. First, I emphasized the point the CRISIS IS HERE! The Association of British Columbia Marine Industries (ABCMI) represents a sector that comprises nearly 1,100 businesses and most of those businesses have existing job vacancies and are looking for skilled workers to fill them. I am a marine engineer by trade and, like all engineers, like to talk in numbers. In 2017, ABCMI completed a Labour Market Information (LMI) Study that informed us that we had 20,169 workers in the industrial marine sector in B.C. which we defined as comprising shipbuilding and ship repair, marine infrastructure and industrial marine services, marine professional services, marine products, small craft marine construction and repair, and ocean science and technology. The study went on to inform us that in the period 2017 2027, we would need to fill a total of 16,559 jobs most of those due to almost 8,000 jobs becoming open through retirement, 2,200 workers moving on to work outside our sector and a 26 per cent projected growth (5,500 job openings) in our workforce needs. The immensity of this challenge is best described by the illustration below:

KEY FINDINGS

The LMI Study also gave us some other interesting observations. These included the minimal participation of youth in our workforce. Only five per cent of our overall workforce was under the age of 24, 61 per cent of our workforce was over the age of 40, and 23 percent of the overall workforce being over the age of 55. By 2027, 85 per cent of those in management or senior supervisory roles are expected to retire. Also apparent in the study findings were the low levels of participation of women in the marine industry (13 per cent) as well as that of Indigenous Peoples (3 per cent). Within the study, employers identified challenges in that they were looking to hire locally and that recruitment barriers included job security, cost of living, quality of employment (read attractiveness of jobs), and a general

lack of awareness of the sector. As well, much of the training required for skilled workers in the marine sector was not well supported by current training programs. Youth perspectives included a lack of awareness of the sector, the stigma of dirty and low technology employment, and the desire to have ‘interesting work’ in a job that also afforded work/life balance.

ABCMI commissioned another report with KPMG, initially released in August 2020 and updated in March 2022, that echoed much of the LMI Study findings. It found that although the B.C. industrial marine sector has a highly skilled and innovative workforce and there are global industry-leading products and services being offered by B.C. companies, there is very little public awareness of the marine sector and that in turn is making it difficult to attract new talent to the industry. Other contributing factors to the labour shortages included looming retirements, high cost of living, competition for labour from adjacent industries (ie. construction, high tech, oil& gas), shortages of staff with niche skills and certifications, competition for the same pool of skilled workers, lack of local training, and lack of appeal to younger generations.

If you are reading this article and you are a seafarer by profession, you will not be surprised that what we are experiencing in the industrial marine sector pertains to the overall marine sector in Canada and in many cases, is even more profound for seafarers. The Marine Policy branch within Transport Canada recently completed a study of current and future gaps in seafarers in Canada. The study,

completed in February 2021, is titled ‘Current and Future Gaps in Seafarer Capacity in Canada’. Some of the findings of that study found that there are approximately 28,000 seafarers working in the Canadian marine sector. It is projected that there will be a need to hire 19,000 new workers over the next 10 years, which represents 68 per cent of the marine

workforce. Much of this is due to an aging predominately male workforce where 33 percent of the workforce is aged 55 or older – with 52 per cent of engineering officers and 47 per cent of deck officers expected to retire in the next 10 years.

Other challenges identified in the study include the most critical

B.C. Tugboat

occupations are also the most difficult to fill, competition within the sector for a small pool of highly skilled seafarers, the cost of training and limited access of seat-time is a key barrier to entry, and low awareness and misconceptions make it challenging to attract new entrants. Sound familiar?

The Transport Canada study summary concludes “Although a number of awareness initiatives are underway by both government and the marine industry, the marine sector remains largely invisible and operates behind the scenes. Most youth and those looking for a second career do not think of seafaring as a career choice. The variety of career paths, high wages, and high job-match rate are largely unknown to the general public, particularly high school students that are planning their future career paths.”

But it’s not all bad news. In 2020, the Chamber of Marine Commerce, joined by Transport Canada, the Canadian Coast Guard, and the Transportation Safety Board created

the Canadian Marine Industry Foundation (CMIF) to jointly promote careers in the marine sector. CMIF commissioned a survey (conducted by Abacus Data) of young people (aged 14-29) in Canada to determine the importance of different career attributes, perceptions of the marine industry, and to measure their interest and likelihood of pursuing a career in the marine industry. The survey, released in 2022 and titled ‘The National Youth Survey: Marine and the Next Generation’, confirmed that the biggest barrier to recruit youth is a lack of knowledge of the diversity of jobs available in the marine sector and a general perception that the industry is hard to get into. The good news, substantiated by the survey report, is that the marine industry is in a good starting position. Many young people think highly of the industry, especially when it comes to aligning with their own values. Just under half of young people are open to considering a career in the marine industry and 20 per cent have thought of a career in the industry before today and are at least open

to pursuing this interest. Compared to other industries, 69 per cent of respondents believe that the marine industry provides interesting and fulfilling work, 67 per cent believe it offers good pay and benefits, 56 per cent believe that it values corporate/ environmental responsibility, and 57 per cent believe there are lots of opportunities to advance. This is all something that can be built upon – something that the CMIF is doing with its communication campaign ‘Imagine Marine’. Through this campaign, the CMIF is striving to support the sector’s near and longterm talent development objectives by growing awareness and providing information and resources that will assist those interested in taking the first steps towards a rewarding future in Canada’s marine sector.

Yet the CMIF effort needs partners, and this is where ABCMI is striving to make a difference on Canada’s west coast. ABCMI has built a strategic framework with three long term goals that are: a diverse and inclusive highly skilled workforce sustaining and competitive and resilient marine

Point Hope Maritime is a full service shipyard with two locations strategically located in Victoria, B.C., Canada. Recognized for our project management expertise, we offer our clients

dry-docking and along-side

repair, conversion, refit and maintenance

for all types of vessels up to 350m in length. We work to the highest professional standards and have earned our success by consistently providing safe, efficient and highquality

delivered by skilled employees.

sector; a qualified talent pipeline supported by clear professional pathways and development opportunities; and a career in the marine sector is sought after by candidates across occupational roles and categories. The framework also includes intermediate goals and short-term goals – the latter essentially amounting to targeting outreach efforts to fill existing job vacancies, growing an awareness of the marine sector in the public and specifically in targeted demographics, and creating an awareness of the breadth of occupational options. These goals are being delivered upon by an attraction and recruiting campaign that focuses on youth, women, Indigenous Peoples, and new Canadians – the campaign being delivered through social media

platforms, print media including brochures and transit ads, and presentations and activities with the targeted demographic populations.

The campaign known as ‘The Marine Industry: A Place for Me’ is supported with a website that can be found at https://careers.abcmi.ca that includes information on career pathways in the marine sector – including seafarers. The website also includes a job board where prospective applicants can view the many interesting jobs (currently 750+ on the website and growing steadily) available in the marine sector on Canada’s west coast.

There is absolutely no doubt that Canada’s marine sector is in the midst of a labour and skills crisis, and all of our studies are telling us that it is only

going to get worse. We need to work together in synergy as the marine community in addressing this crisis and align and combine our individual efforts to ensure the sustainment, resiliency, and growth of Canada’s marine sector and by extension, the growth of Canada’s Blue Economy.

ABCMI’s core activities include workforce development; skills development; identifying and enabling business opportunities; business development; supplier development and supply chain training; facilitating and enabling innovation and new technologies in the marine and ocean space; supporting international business development and increasing export of products and services; and sectoral advocacy. Ü

GROUP OCEAN IS A MAJOR SUPPLIER OF INTEGRATED MARINE SOLUTIONS

For over 50 years, we have been supporting our clients in building the marine world of tomorrow. Our range of marine services is the most comprehensive in the industry and meets various needs including harbour towing, salvage, ship construction and repair, marine transportation, dredging and specialized marine equipment rental.

B.C. Tugboat

Diversified cargo sectors support mid-year trade results through the Port of Vancouver amidst grain harvest, flooding, supply-chain challenges

With Canada’s west coast container trade on a long-term growth trajectory despite recent challenges, the port authority is leading and facilitating investment throughout the gateway. In particular, the Roberts Bank Terminal 2 Project—led by the port authority, in the interests of Canadians—is an essential project for Canada’s trade future.

The Vancouver Fraser Port Authority released it’s 2022 mid-year statistics for goods moving through the Port of Vancouver. Overall cargo declined 11 per cent to 68.3 million from 76.4 million metric tonnes (MMT) compared to the same period last year, reflecting impacts of a poor Canadian grain harvest, congestion caused by 2021 flooding in B.C., and global and national supply-chain challenges.

“As global ports continue to face an array of supply-chain challenges, Vancouver’s port community has met the complex and layered challenges of early 2022 with resourcefulness and tenacity,” says Robin Silvester, president and CEO of the Vancouver Fraser Port Authority, the federal agency mandated to enable Canada’s trade through the Port of Vancouver.

After a two-year hiatus owing to pandemic restrictions, in April 2022, Vancouver’s port community and tourism industry partners celebrated the restart of cruising in Vancouver and in Canada. In the first half of

the year, 119 cruise ships called at Canada Place cruise terminal at the Port of Vancouver, a 10 per cent increase in ship calls over the same period in 2019.

“Seeing the first cruise ship in two years sail under the Lions’ Gate Bridge this past April was quite emotional for the port community— and I think Vancouverites, too,” says Silvester. “This year’s responsible and successful cruise restart would not have been possible without the hard work and dedication of cruise lines, the Cruise Line Industry Association, Destination Vancouver and industry representatives, under Transport Canada’s framework for the industry’s safe return.”

In recent years, the port’s grain sector, including both bulk and containerized grain, has been on a strong growth trajectory, achieving new records for total grain shipped every year from 2013 to 2020, and a resilient total volume in 2021, despite supply chain disruption from wildfires and flooding last year and reduced harvest volumes due to drought in the prairies. For the first half of 2022, however, overall grain volumes decreased by 60 per cent over the same period last year due to the poor Canadian grain harvest in 2021, plus a sell-off of grain stores last year in response to high grain prices. Similarly, canola oil decreased by 62 per cent through mid-year, due to the low-yield harvest.

“Grain has been a major growth story for this port for nearly a decade, and while we’ve been seeing impacts of the 2021 harvest this year, we expect

to see volumes returning as of this fall, based on industry projections of a stronger 2022 harvest,” says Silvester.

In the first half of the year, sulphur increased by 20 per cent due to higher overseas demand. With the rebound of travel, aviation and jet fuel increased by 179 per cent. Potash increased by 1 per cent as a result of increased global demand amidst restricted market access to Russian and Belarussian potash.

Also, through mid-year, disrupted global semiconductor production and supply chains, coupled with softening demand, contributed to a 20 per cent decline in auto volumes.

While Canadian consumer demand for containerized goods remains high, container volumes were down by 7 per cent at mid-year, reflecting impacts from supply-chain disruption related to 2021 flooding in B.C. coming into the year, as well as challenges caused by at-capacity warehouses at inland terminals such as Toronto, which have affected trade through Vancouver.

Although this sector continues to face some near-term supply-chain challenges, Canada’s west coast

container trade remains on a longterm growth trajectory, averaging 5 per cent growth annually for the past decade, and west coast terminals are projected to reach capacity by the mid- to late-2020s. To meet Canada’s coming capacity needs for containerized trade, the port authority is leading the Roberts Bank Terminal 2 Project, a proposed marine container terminal in Delta. The project is in the final stages of a federal environmental assessment process. If approved, the terminal will be a critical link for Canada’s supply chains, increasing container terminal capacity by more than 30 per cent on Canada’s west coast, supporting competition in the gateway, and strengthening reliable access to goods Canadians use every day.

“If we consider our short- and longterm challenges at Canada’s largest port, the solutions are in fact the same,” says Silvester. “To provide resiliency in the face of supply-chain disruptions and to be able to support long-term growth from a position of strength, we need to continue building capacity, efficiency and resiliency throughout the port and its supply chains. Roberts Bank Terminal 2 is an essential part of that.” Ü