BC Shipping News - April 2015

INSIDE: 2015 CRUISE SCHEDULE

BC SHIPPING Commercial Marine News for Canada’s West Coast.

Volume 5 Issue 3

NEWS

www.bcshippingnews.com

April 2015

Training

Waterfront emergencies

Industry Insight Captain Wendy William Staff Captain, Anthem of the Seas Royal Caribbean Cruise Lines

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BC SHIPPING

Contents

NEWS

Cover Story

26 7 8 12

Editor’s note

By Jane McIvor

18

In brief

Industry traffic and news briefs

Industry insight

Trendsetters and trailblazers Captain Wendy Williams, Staff Captain, Anthem of the Seas, Royal Caribbean Cruise Lines Captain Williams personifies the cruise industry she represents — trendsetters and trailblazers that the industry as a whole looks to for leadership in innovations and operations.

21 23 26

12

History lesson

The Barretto Junior A biography of Franklin’s supply ship

By Lea Edgar

Marine engineering Mari-Tech 2015 Changing Tides — The Pacific Northwest

Cruise industry

Economic importance of cruise continues to grow

2015 Cruise schedule

The 2015 cruise schedule for Victoria, Nanaimo, Prince Rupert, Vancouver and Seattle

35

Company profile

37

Air emssions

April 2015 Volume 5 Issue 3

Now here’s a marine mix that’s doing well A look at the Amix Group

By Ray Dykes

40

Energy transport

Shore-side lessons

By Captain Duke Snider, FNI

42 Training

Waterfront emergencies

By John Lewis, FNI, CRSP

46 Environment

GreenTech 2015 Conference highlights sustainability at work

By Julie Gedeon

48 Shipping

Middle Eastern and Arabian Gulf shipping

By Syd Heal

50

Legal affairs

Abandon ship!

By Russell R. Robertson

52 Technology

sigma S6 How to teach an old radar new tricks

42

Fuelling improvements and change in maritime transport emissions

By Darryl Anderson

On the cover: The Radiance of the Seas (courtesy Port Metro Vancouver); above: the Regatta in Prince Rupert (photo credit: Lonnie Wishart — www.lonniewishart.com); right: Centerm Terminal in Vancouver Harbour (photo courtesy Terry Schintz/CKNW); left: Captain Wendy Williams, Staff Captain, Anthem of the Seas, Royal Caribbean Cruise Lines.

March 2015 BC Shipping News 5

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April 2015 Volume 5/Issue 3

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6 BC Shipping News March 2015

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International Sailor’s Society Canada

EDITOR’S NOTE Photos by Dave Roels, www.daveroels.com

‘Tis the season

B

y now, BC Shipping News readers will be well aware of what a big fan I am of cruise season. There’s a certain buzz in the air as suppliers and service providers spring to action to satisfy the needs of the 30-plus vessels that will call the Pacific Northwest home for the next five months, and the influx of tourists provides a welcome infusion of cash for local merchants and tour guides. It also means that spring is here and summer is not far off.

More than just cruise season though, these coming few months can also be termed “conference season.” There are no less than four high-level conferences

coming up in the next two months and each has developed an agenda that promises to engage attendees with insightful presentations, networking opportunities and company exhibits.

The first to kick off the season is MariTech 2015 — April 8 to 10 at the Hyatt Regency in Vancouver. With a theme of Changing Tides, the event will showcase changes across many sectors of the marine industry, focusing on new developments as the commercial marine industry evolves in a rapidly changing marketplace.

Nautical Institute BC Branch’s conference takes place May 7 and 8 at the Victoria Marriott Inner Harbour. With the very topical and relevant-to-B.C. theme of Maritime Energy Transport, this conference has confirmed a line-up

of expert speakers and panelists that are not to be missed.

At the end of May, two conferences follow closely to each other: Green Marine’s GreenTech 2015 is in Seattle this year (May 27 to 29 at the Renaissance Seattle Hotel), and the Council of Marine Carriers, held at the Delta Victoria Ocean Pointe Resort, overlaps slightly with the dates of May 29 to 30 (and don’t forget the golf tournament on the 28th!). Both of these conferences have a proven track record of success.

So whether this month’s issue of BCSN finds you busy with cruise ships or conferences, I trust you’ll have a great season!

Details and links for further information on all of these conferences can be found at www.bcshippingnews.com.

— Jane McIvor

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March 2015 BC Shipping News 7

INDUSTRY TRAFFIC Executive appointments announced at Robert Allan Ltd.

T

he Board of Directors of Robert Allan Ltd. have reluctantly accepted the announcement from Ken Harford, P. Eng. of his intention to retire in June, 2016 after eight years of leadership at Robert Allan Ltd. “Having completed the ownership transition from Rob Allan and his family to a group of senior managers and subsequently involving a further group of dedicated employees in the company ownership, it is time to pass the helm to the next generation,” Harford said. The Board extends its sincere gratitude to Ken for the superb job he has done in managing the company through this challenging process. The Board of has appointed Mike

Fitzpatrick as the new President with Ken Harford remaining as a Managing Director during this succession process.

Fitzpatrick joined the company in 2003, was a key member of the initial employee ownership group and has been a driving force in the company’s growth. He will be supported in his new role by Rollie Webb as Senior Vice President. In a statement to shareholders, Fitzpatrick stated, “I am honoured to be offered this opportunity to help lead Robert Allan Ltd. into the future. If I retire at the age of 66, it will be the 100th anniversary of this incredible company that Rob’s grandfather started in 1930. One of you will be sitting in the President’s chair when this occurs but

my goal for the coming years will be to ensure the company is even stronger on its 100th anniversary than it is now.”

Rollie Webb, appointed Senior Vice President, has been with Robert Allan Ltd. since 2008, serving as the Senior Project Director, and brings to the firm an incredible depth of expertise in shipbuilding, shipyard management and contract management. He has served in senior management positions in shipyards in Canada and the U.S. Webb is extremely well-known and respected in this industry across North America and Robert Allan Ltd. is very lucky to have him as part of our creative and dynamic ship design team.

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NEWS BRIEFS BC Government partners with ISAC to re-establish an International Maritime Centre in Vancouver

W

elcome news indeed! Within the Budget Speech 2015, Minister De Jong announced his government’s intention to re-establish an International Maritime Centre (IMC) in Vancouver. “Two decades ago, more than 20 shipping companies called Vancouver home. Since the International Maritime Centre wound down its operations in 1998, more than half of those shipping companies have left — taking a lot of opportunities with them,” said Minister De Jong.

Those opportunities — “upper-stream” services like legal, financial, chartering, brokering and market-exchange to name just a few — are recognized to provide the highest value-added returns within the shipping industry. “The maritime centre will help to attract more international companies to British Columbia along with the businesses and jobs that support them,” the Minister said.

The project — to allocate $3 million over three years to draw more shipping companies and their head offices to Vancouver — is being done in partnership with the International Ship-Owners Alliance Canada. “The province of BC is committed to diversifying the economy and creating jobs,” said Kaity Arsoniadis-Stein, President and Secretary-General of the International ShipOwners Alliance Canada (ISAC). “Supporting the re-establishment of the IMC is a proactive initiative that is in line with that mandate. By attracting international shipping companies to Vancouver, Canada begins to embrace upstream activities and engage in creating the high-value knowledge jobs associated with global trade. This corporate activity attraction will help to optimize on our Canadian infrastructure investments that facilitate the throughput of our trade. ISAC has been working closely with government over the last few years to realize this initiative of developing a West Coast maritime cluster.”

Founding IMC Chairman, Graham Clarke, says that “Minister De Jong’s announcement sets out a very intelligent vision.

Canada is a small, open economy that relies critically on an efficient transportation system. Putting the up-market, head-office jobs in Canada to capitalize on insightful infrastructure programs, like the Gateway Strategy, that are already underway.

We’ve built a great foundation to take maximum advantage of our natural assets; this initiative will help to further perfect the outcome. It will move us upwards on the transportation industry’s yield curve.”

By re-establishing the IMC now, B.C. and Canada will be able to take advantage of growing markets around the world and their demand for natural resources. With predictions showing that seaborne trade will almost triple over the next 15 years because of Asian demands for resources, Stein is confident that now is the time for Canada to develop a solid, proactive shipping strategy. Using terminology from Michael Porter’s Clusters and the New Economics of Competition, Stein explains the multiplier effect for maritime clusters. “By creating a maritime cluster — that is, a geographic concentration of interconnected companies and institutions that link suppliers, distribution channels, producers of complementary products and companies related to supporting that industry — B.C. will be able to capitalize on the special access, closer relationships, better information, powerful incentives and other advantages in productivity and innovation that are difficult to tap from a distance.”

Stein goes on to say that: “As stated by Professor Porter and understood by other successful maritime centres, the essence of a cluster is that the value of the whole exceeds the sum of its parts.”

With the Government of BC’s support, ISAC will now set about assembling a team and developing a strategy to get the IMC up and running. “It’s a very exciting time for the shipping industry in B.C.,” said Stein. According to Minister de Jong “This initiative will go a long way in cementing B.C.’s reputation as the preferred gateway between North America and Asia.”

March 2015 BC Shipping News 9

INDUSTRY TRAFFIC

New appointees to Nanaimo Port Authority Board

T

he Honourable Lisa Raitt, Minister of Transport, announced the appointments of Ms. Moira Jenkins, Ms. Donna Hais and Ms. Audrey C. Cope to the board of directors for the Nanaimo Port Authority for a term of three years, and Mr. Chris Badger of a two year term.

Moira Jenkins has recently retired, after spending 44 years with the RBC Financial Group. Her most recent position was Vice President, Commercial Banking, Vancouver Island North, where she led a

team of 15 to assist commercial business north of the Malahat on Vancouver Island.

Ms. Jenkins holds a personal financial planning designation and a Fellowship from the Institute of Canadian Bankers and has been engaged in various boards and committees including Nanaimo Community Hospice and the Nanaimo Economic Development Commission. She is currently on the boards of the Nanaimo & District Museum and the Nanaimo & District Hospital Foundation.

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Ms. Donna Hais is General Manager and Partner of two businesses: R.W. (Bob) Wall Ltd. and Canadian Cache Development Corporation. She holds a business administration diploma from Malaspina College and is significantly involved in the Nanaimo community.

She served as President of the Greater Nanaimo Chamber of Commerce and the Nanaimo Executive Association. Ms. Hais also won the Vancouver Island Business Excellence “2014 Community Leader of the Year” award.

Mr. Chris Badger, now retired, spent his career in the marine industry including 14 years at sea. He was the Chief Operating Officer of Port Metro Vancouver from 2008 to 2011 and from 2001 to 2008 was Vice-President - Customer Development & Operations, responsible for Corporate Social Responsibility, Corporate Communications & Government Affairs. He is a Master Mariner and served on several boards, BC Chamber of Shipping, Western Marine Community Coalition and the International Sailor’s Society Canada. Mr. Badger holds a bachelor’s degree in General Studies and a diploma in Executive Management Development, from Simon Fraser University, Burnaby.

Ms. Cope has more than 27 years of experience with a small boat building and design business, Cope Aluminum Boats.

She has almost 30 years in travel consulting and management of organizations such as Atlantic Fellowship Foundation, DER Tours, Qualicum Beach Cruise & Travel, Orca Travel and Marlin Travel.

She is Chairperson of the Georgetown Alumni Admission Program Committee for British Columbia. Ms. Cope is involved in Parkinson’s disease awareness, engaging in Parkinson’s Super Walks and drove to support her family riding bikes from Qualicum Beach to Ottawa in 2010. She holds a B.S. in Language & Linguistics, from Georgetown University in Washington, D.C. Bernie Dumas, President & CEO, Nanaimo Port Authority, states: “I am fortunate to have our new Directors with their credentials to help guide our strategies for our future. Each person provides a different set of skills that benefits our board team and I look forward to this next stage in the Nanaimo Port Authority’s development.” New directors join current Jeet Manhas (Chair), Richard Ringma (Vice-Chair) and Merv Unger (Director) at the board table.

NEWS BRIEFS ClassNK begins joint research on brittle crack arrest design

L

eading classification society ClassNK (Chairman and President: Noboru Ueda) has announced it will carry out a joint research project aimed at improving safety standards for ultralarge container ships.

As container ships increase in size, so too does the thickness of the steel that is used. The preventative measures for brittle fracture become even more important with thicker steel, especially in areas where higher stress occurs, such as the upper deck and hatch side coaming of the cargo holds.

In light of this and to improve the safety standards of large container vessels, IACS released its Unified Requirements for Use of Extremely Thick Steel Plates in January 2013. The requirements outline the necessary measures to be taken for the prevention of brittle crack propagation in the block-to-block butt joints of the hatch side coaming and upper deck to prevent large-scale fracture of the hull girder.

One of the preventative measures is the use of brittle crack arrest steel, defined as steel with measured crack arrest properties. However, the IACS requirements apply only to brittle crack arrest steel plates with a thickness of up to 80mm.

Where the thickness of these steel plates exceeds 80mm, the crack arrest parameter must be specifically agreed with each classification society.

With the introduction of 20,000 TEU ultra-large container ships, the increased use of brittle crack arrest steel exceeding 80mm in thickness is expected. To ensure smooth adoption of thicker steel in the industry, ClassNK has embarked on a joint research project to develop technical standards in order to clarify the crack arrest parameter for steel plates exceeding 80mm in thickness. Through this joint research, ClassNK aims to establish clearer evaluation methods to form the proposal for unified IACS requirements for brittle crack arrest steel exceeding 80mm

for the benefit of the entire maritime industry.

The project will be carried out as part of the ClassNK Joint R&D for Industry Program in collaboration with the Japanese Welding Engineering Society (JWES), steel manufacturers, shipbuilders, and neutral research institutes, and is scheduled to be completed in mid-2016.

ClassNK will work towards establishing safer brittle crack arrest design for the construction of ultra-large container ships. By sharing the results from the joint research project with the greater maritime community, it aims to help develop improved unified IACS requirements.

ClassNK is supporting the project as part of its Joint R&D for Industry Program which provides research support and funding for joint research projects that address challenges faced by the maritime industry.

For more information on this topic please visit www.classnk.com.

March 2015 BC Shipping News 11

INDUSTRY INSIGHT

Trendsetters and trailblazers Captain Wendy Williams Staff Captain, Anthem of the Seas, Royal Caribbean Cruise Lines

S

ecuring an interview with Captain Wendy Williams, Staff Captain, Anthem of the Seas, Royal Caribbean Cruise Lines, was a bit of a coup for BC Shipping News. Not only is Captain Williams second in command to the newest cruise ship in the RCCL fleet, but she calls British Columbia home when not at sea and gained all of her experience and training here on the West Coast. And as one of a handful of female senior officers, Captain Williams personifies the cruise industry of which she is a part — a trendsetter and trailblazer that the shipping industry as a whole looks to for leadership in innovations and operations.

BCSN: Let’s start with an overview of your career.

WW: I’ve always had a great love of the sea — my father was a marine electronics engineer and he would take me to work when I was a little toddler. I remember being so excited about working on the ocean. Deep down, I knew I would pursue a career on the sea, however, it took me a bit of time to realize it. I actually got my Bachelor of Science in Nursing first. I really enjoyed being a nurse but, ultimately, it wasn’t what I wanted to do, so I suppose my maritime career started when I went to work for a company called Archipelago Marine as a fisheries observer.

Intermittently, I worked as a deck hand on the B.C. Coast, and the more I worked with fishing and around boats, the more I became enamoured with finding out how they worked. I found the navigation aspect especially fascinating. That led me to the Pacific Marine Training Institute — now BCIT Marine Campus — and worked to get my Watchkeeping Mate Licence and then my Watchkeeping Mate Unrestricted.

I joined Royal Caribbean almost right away — close to 13 years ago — and have moved up the ranks from Second Officer to First Officer, then Chief Officer of the Oasis of the Seas, and Chief Officer Safety, then Staff Captain of the Radiance of the Seas and now Staff Captain of the Anthem of the Seas, RCCL’s newest ship.

BCSN: I’d like to side-track for a minute and ask you about the Anthem. When do you take delivery and where do you go first?

WW: She’s absolutely gorgeous. I’ve been here since early January as part of the operational team and am the take-out Staff Captain. We take delivery of her on April 14. We have a few travel industry and agency tours before taking our first revenue cruise on April 22. She will work, as far as I know so far, in Europe and the Mediterranean. Itineraries for new vessels are usually varied at first and don’t follow a regular route. She’ll be

12 BC Shipping News March 2015

>>> Captain Williams personifies the cruise industry of which she is a part — a trendsetter and trailblazer that the shipping industry as a whole looks to for leadership... working in Europe from delivery until the end of October and then we’ll cross and work out of New Jersey and the Caribbean.

Her itinerary is set for the first year and then we’ll see what she settles into.

BCSN: How big is she?

WW: She’s a Quantum class vessel with about 4,900 guests and about 1,500 crew. She’s smaller than the Oasis — 1,141 feet long and 134 wide compared to the Oasis that has a length of 1,186.5 feet and width of 198 feet. The Oasis can take about 5,400 passengers and has a crew of about 2,400.

BCSN: Could you describe some of the trends you’ve seen over the past decade — both in the ships you’ve served on as well as overall industry trends?

WW: First, I’d have to note that the industry is continually growing — I believe it’s about eight or nine per cent per year over the last 20 years. So it’s not just that we’re building different types of ships (the entire industry, not just RCCL) as we look at the demographics and port options, but it means looking for more destinations and more exotic itineraries to satisfy demand.

In terms of destinations, the Caribbean is very much alive and well — it’s where most ships spend their winters. We’re expanding the number of destinations in the Far East — the Quantum of the Seas will be heading over there along with a couple of others.

And during my time on the Radiance of the Seas, we set up new itineraries in Australia and New Zealand.

Another trend is the increase in ship size and the types of activities offered on board. The Oasis and Allure are the largest in the world and the Harmony of the Seas, the next Oasis class, will be ready in the spring of 2016. They basically carry the size of a small city. In terms of onboard activities, it stretches your imagination to think that you can be on a cruise ship and go ziplining or ice skating, or ride a bumper car or even surf on a wave

INDUSTRY INSIGHT rider. That’s the other thing about RCCL — the number of “First at Sea” activities. The Quantum class vessels have the North Star — a glass-walled observation tower at the end of a crane arm that lifts guests up 300 feet above sea level to reveal breathtaking views of the ocean, the ship and the destinations; and they also have the RipCord by iFly — the first skydiving experience at sea.

At the same time that the quality of the cruise experience is increasing, it’s becoming more and more affordable — cruising is one of the top vacation picks for everyone, from family vacations to singles cruises and specific charters.

BCSN: Is shore-side infrastructure keeping pace?

WW: Yes, the ports are growing with us. Being a cruise destination is a significant business that generates economic growth for the port and its community.

A lot of places are eager to develop their cruise industry sector and accommodate us because they know it’s a win-win for everyone. Something as big as the Oasis, for example, isn’t going to fit into every shore-side port but we can tender

passengers to shore so they don’t miss out on those experiences.

BCSN: What about trends in technology?

And further to that, could you describe the sort of on-going training that crew receive to be able to use it?

WW: One of the most significant trends I see is that the days of having standalone equipment are quickly disappearing. We have integrated bridge systems now and all of the equipment talks to one another.

For lack of a better term, they’re “smart ships.” The equipment has become very complex but at the same time, it has made operations more effective and efficient — for example, you’re able look at one screen and see everything you need all right there in front of you.

To be able to operate a smart ship, you need a group of individuals who need to stay dynamic and well-trained. We have certain skills and knowledge when we start but the training is continuous.

We have simulators around the world to be able to train with different equipment before we actually go onboard to operate it. For example, the Anthem has a completely different bridge set up and

Captain Williams — Staff Captain of RCCL’s new Anthem of the Seas.

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INDUSTRY INSIGHT

Wendy worked in the commercial fisheries industry for 11 years before starting a career with RCCL.

>>> We’re a trendsetter when it comes to environmental stewardship...not just for crew but for guests as well... we have two teams who have already run through the training required for the new equipment. On this particular ship — just on the bridge alone — there are 80 types of training programs required.

BCSN: The technological trends extend to innovative ways to ensure environmental sustainability. Could you describe some of the practices on board in this regard?

WW: I’m passionate about the environment — a big save-theplanet person, and it’s impressive to see the steps that RCCL takes and the importance they place on the environment. We’re a trendsetter when it comes to environmental stewardship. For example, we have a teaching program called Save the Waves — not just for crew but for guests as well; there is zero tolerance for anything being discarded overboard and we discuss this with guests when we have the very first muster drill.

We teach the crew from the get-go about being proper environmental stewards. Onboard, all garbage is sorted. Cardboard is compacted; food waste is burned and we re-purpose 100 per cent of our non-hazardous waste. All Marpole guidelines are met, and in many cases, exceeded. And all garbage is landed to shore-side facilities that have been vetted and audited by our environmental officer. We don’t just dump the garbage at the port and think it’s not our problem anymore. We make sure it’s being handled properly once it’s off the ship.

We have an advanced waste water treatment system on board which basically cleans all of the waste water we generate and actually creates clean water that exceeds Marpole discharge

14 BC Shipping News March 2015

standards. Once the black water has gone through a whole chemical and mechanical process (including the introduction of beneficial bacteria that breaks down the waste), we remove the solids and we either store it until it’s taken to a waste water treatment facility on land, or discharge in compliance with Marpole regulations.

There are a lot of examples of areas where consideration of the environment has led to new practices and new technologies, for example, things like hull design and the type of coatings used. We’ve spent many years researching new approaches to hull shapes that create less friction, thereby expending less energy and lower fuel consumption. We replaced all of our halogen and incandescent light bulbs with fluorescent lights which use 80 per cent less energy and generate 50 per cent less heat.

We tint our windows to save on air conditioning and all of our appliances are high-efficiency. The list goes on and on.

The crew are really engaged in environmental sustainability as well. People don’t leave water running or leave the lights on. And they develop these habits on board and then take them home and share with their family.

BCSN: And I understand RCCL and many other lines have committed to installing scrubbers to address air emissions and Emission Control Area compliance.

WW: Yes, that’s right. Some of our vessels, including the Anthem, have exhaust gas treatment systems. They’re wet scrubber units which can be operated in either an open or closed-loop mode. When it’s in closed-loop mode, the wash water is recirculated. It’s constantly monitored and treated so that it’s consistently maintained. Scrubbers operate continuously when the ship is in an Emission Control Area. The use of the scrubbers enables us to burn heavy fuel oil but still comply with IMO regulations that call for sulphur emissions to .1 per cent in ECAs. We have a project to install scrubbers throughout the fleet — all new builds have them and the others are being retrofitted.

Those ships without scrubbers are required to use low-sulphur fuel in an ECA region. We manage our ships according to the environmental areas as well and we plan routes accordingly.

BCSN: Turning our attention to safety now, and thinking about the Costa Concordia, could you describe any lessons learned from that incident or changes implemented following?

WW: Costa Concordia certainly shook the cruising world by the roots. When I reviewed the reports and investigation results, I asked myself if that’s what we do here at RCCL and I couldn’t draw any parallels — from our safety training to what happens on our bridges to communication and keeping guests informed, we just operate entirely different. However, we did examine all of our safety standards and practices and have implemented a more intense focus on our safety policies to ensure that our high standards remain at the forefront.

Some new safety measures have been implemented since the Costa Concordia, but not necessarily because of it — but rather because we’re always evaluating what we do and what we can do better.

It was a very unfortunate and extremely tragic incident and it forced all cruise lines to look at their operations. At RCCL, we didn’t see any drastic changes come into play. We just kept doing what we’ve always been good at which is making safety our number one focus. It’s one of the reasons I enjoy working with RCCL. When I joined, I quickly saw that this is what the company is all about — how we promote safety, how we keep people safe and the training that goes on behind the scenes.

The training takes place every single day, not just once in a while. We have briefings when we depart and debriefings after arrival to discuss what happened and what would we have done differently.

We discuss things all along the way and we agree on a plan and sail that plan and do not deviate.

BCSN: What about safety from a security standpoint?

WW: I’m the ship’s security officer and in charge of onboard security. I can’t go into specific details but in general, our security is very similar to that of an airport. We have a lot of measures in place.

People are screened as they come on board and we have a highly trained security force that is very visible to guests.

We have a guest conduct policy and there’s a policy for the crew as well. For example, we have curfews for youngsters and parents are still responsible for their children. From a security perspective, we’re liaising all the time with security bodies to find out if there’s anything of concern.

And of course, there is an interface between the ship and the port to ensure we comply with all MARSEC levels. We are constantly communicating with the various ports and we conduct drills with them as well. Before we arrive, we do a lot of due diligence to find out about their infrastructure. Our shore-side security body helps with that and keeps us briefed on everything to do with the security of that port. When the ship arrives for the first time, we’ve already done a lot of homework and then when we get there, we immediately liaise with port security.

BCSN: We talked about ongoing training earlier but I’d like to spend our last few minutes finding out more about your early training and how it led to your current career. What skills do you feel are most important for your position?

WW: Mathematics is important and factors into a number of marine courses like stability or Astro Navigation which involves terrestrial and celestial navigation and a lot of spherical trigonometry.

But it’s not so much about the math as it is about a global awareness of what you’re doing. You’ll need math for everything you do — from passage planning to calculating stability requirements — but it’s also a lot about character. Working in cruise is different than other sectors in the shipping industry. It’s a people industry and you basically need to understand that people are our cargo. They’re paying to go on these amazing vacations and it’s

March 2015 BC Shipping News 15

INDUSTRY INSIGHT our job to keep them safe while we run these multi-billion dollar pieces of hardware. You have to be sharp.

BCSN: Do you have any advice or insights for someone considering a career in the cruise industry?

WW: Funny enough, I had the great honour of going to the BCIT Marine Campus a couple of weeks before starting my current contract. I got a chance to meet some of the cadets. It was a great experience and hopefully, some of those cadets will be coming to RCCL to start their careers. But whether they work on a cruise ship or cargo ship, it’s important to feel passionate about the choices they make. I still feel as excited about this industry today as I did when I started and I love seeing people excited about this career choice — it truly is fascinating.

It’s also very important to pay attention to your grades at school. While there’s a worldwide shortage of officers, it’s still a very competitive industry. Companies are looking for the best and the first thing they’re going to learn about you is your grades. Then they look at your experience but for junior officers, scores from school provide the main basis for an interview.

If you look at the machinery that we’re operating and the number of people that rely on us to take them safely to their destination, a company has no option but to demand very high standards from their crew. The officers that I work alongside with are very sharp individuals.

As for other advice? Put your heart and soul into it. You need to really love what you’re doing. Not everyone can live at sea, it can take a toll on your personal life and that of your family, so it’s important to consider your choices from all angles.

BCSN: What about your own personal experience? How do you manage being away for months at a time?

WW: I don’t have children but I am married and we have two dogs who are part of the family. My husband, Cameron Gillespie, is a Captain with BC Ferries.

He’s my hero. We commercial fished together for years and he taught me all of the really good seamanship skills before I even got to school. He’s an amazing ship handler — a very big supporter in my life.

Family support is important. My mom was a bit afraid when I started but that’s because she’s a mom. My dad passed away last year but up to his last days, he

About Captain Wendy Williams

C

aptain Wendy Williams was born in Sept-Iles, Quebec and grew up frequenting the waterfront with her father, a marine electronics engineer, developing an early love for the sea and ships.

Wendy and her family migrated to the West Coast where she graduated from high school in Prince Rupert, B.C. After attending the University of British Columbia’s Faculty of Science, she subsequently returned to Montreal where she graduated from McGill University with a Bachelor of Science in Nursing.

While she enjoyed nursing, the call of the sea proved strong and she returned to the West Coast to start a career in the maritime industry, first as a Fisheries Observer with Archipelago Marine, then for 11 years as a deckhand in the commercial fisheries industry.

Wendy joined Royal Caribbean Cruise Lines after obtaining her Master Mariner Certification and a Diploma in Nautical Sciences from the BCIT Marine Campus in North Vancouver, B.C. She has risen through the ranks of RCCL, from Second Officer to First Officer, then Chief Officer of the Oasis of the Seas, and Chief Officer Safety, then Staff Captain of the Radiance of the Seas and now Staff Captain of the Anthem of the Seas, RCCL’s newest ship.

When not at sea, Wendy lives with her husband, Cameron Gillespie, a Captain with BC Ferries, and their two beloved dogs, Browley and Daisy, on a small acreage in Wendy with husband Cameron.

Qualicum Beach.

16 BC Shipping News March 2015

Captain Williams stands in front of the starboard Azipod of the Anthem of the Seas.

was very proud of what I was doing. That always made me feel good.

BCSN: Could you describe your experiences from the perspective of being one of a handful of female senior officers in the cruise industry?

WW: When I was in the fishing industry, it was sometimes tough — there were times when you saw real discrimination.

But you keep your head down and you work hard and eventually you win them over with what you can do. If you want something bad enough, you just deal with it. At RCCL, it’s a totally different atmosphere. Our bridges are really diverse and we prefer that because we know it makes for a better balanced bridge. Men and women think differently and opinions from both are welcomed when we have discussions. We do have a more open dialogue and we do provoke one another to speak up.

We have a really high standard for both male and female crew. We currently have two female captains and one other staff captain. We’re small in number but it keeps increasing and there are a couple of hopefuls along the way.

BCSN: Would any of the advice you gave above differ if you were speaking to one specific gender?

WW: No, I don’t think so. I don’t see gender, I just see an officer and they’re either doing what they need to be doing or they need to develop the skills to do so.

I think most people feel that way. When you’re on the bridge and the door clicks behind you, you’re a bridge officer and it doesn’t matter what your gender is — you’re there to do a job and do it to the best of your abilities. BCSN

INDUSTRY INSIGHT About Royal Caribbean Cruise Lines

Anthem of the Seas

R

oyal Caribbean International is an awardwinning global cruise brand with a 45-year legacy of innovation and introducing industry “firsts” never before seen at sea. The cruise line features an expansive and unmatched array of features and amenities only found on Royal Caribbean including, jaw-dropping, Broadway-style entertainment and industry-acclaimed programming that appeals to families and adventurous vacationers alike.

Owned by Royal Caribbean Cruises Ltd. (NYSE/ OSE: RCL), the cruise line sails 22 of the world’s most innovative cruise ships to the most popular destinations in Bermuda and the Caribbean, Europe, Alaska, South America, the Far East, and Australia and New Zealand.

World renowned for its friendly and engaging Gold Anchor Service, delivered by every staff and crew member, Royal Caribbean has been voted “Best Cruise Line Overall” for 12 consecutive years - BC Shipping News WBLEEDS.pdf inSCA0064A the TravelAd Weekly Readers Choice Awards.

• • • • • • • •

1

Shipyard: Meyer Werft, Papenburg, Germany Gross Tonnage: 167,800 Length: 1,141 ft Max Beam:134 ft Draft: 28 ft Cruising Speed: 22 knots 16 passenger decks Passengers: 4,180 double occupancy (4,905 maximum) / Crew: 1,500

3/3/2015

The North Star observation tower.

10:49:12 AM

March 2015 BC Shipping News 17

HISTORY LESSON Photo credit: Dave Roels (www.daveroels.com)

T

his month, Parks Canada is scheduled to return to the wreck of Franklin’s ship Erebus. Most people know about the Erebus and Terror— Franklin’s two ill-fated ships—but few are aware of the supply ship that accompanied them to the coast of Greenland before returning to England. This ship has its own interesting history. From a British troop ship to a convict ship in Tasmania, this is the story of the Barretto Junior.

The Barretto Junior was a barque of 523 tons built in Calcutta in 1818. I could not find a record of who built or originally owned her, but it would be safe to assume that her name provides a clue. The Barretto family was an established and wealthy family in India of Portuguese descent. Indeed, we may suppose that the Barretto Junior could be named after Joseph Barretto Junior who joined his father’s merchant firm, Joseph Barretto & Co., in 1806. It is known that

The Barretto Junior: A biography of Franklin’s supply ship

By Lea Edgar

Librarian/Archivist, Vancouver Maritime Museum

>>> Most people know about the Erebus and Terror...but few are aware of the supply ship that accompanied them to the coast of Greenland before returning to England. the Barrettos at this time purchased two ships: one to operate between the Cape of Good Hope and London and one to operate between Macau and other parts of China. The Asiatic Journal mentions the vessel at Madras (modern Chennai, India) and China in 1819. By 1839 the Barretto Junior appears in the United Service Journal and Naval and Military magazine as a ship transporting British troops to Gibraltar. It seems this vessel must have been contracted to serve the British government a number times.

The year 1845 saw the Barretto Junior reach a small measure of fame. The Admiralty instructed Sir John Franklin to attempt to discover the Northwest

Sketch of the Barretto Junior by Owen Stanley, 1845. National Library of Australia: nla.pic-an3015976-s10.

18 BC Shipping News March 2015

Passage. Their instructions stated, “… taking also with you the ‘Barretto Junior’ transport, which has been directed to be put at your disposal for the purpose of carrying out portions of your provisions, clothing and other stores.” Commanded

by Lieutenant Edward Griffiths, the Barretto’s job was essentially to lighten the load of the two main ships by carrying the provisions needed to make it across the Atlantic to the Arctic and transferring those stores when the supply ship could go no further. Two steam tugs, HMS Rattler and HMS Blazer, also accompanied the ships to Greenland.

They assisted by taking turns towing the three vessels. This group of vessels bound for the Arctic was affectionately called the “North Pole Squadron” by Owen Stanley, an officer who came along for the journey across the Atlantic. He may have provided the only image of the Barretto Junior in existence today from his sketchbook of the journey.

The vessels arrived safely on July 4, 1845, to the staging harbour at Disko Bay, Greenland. It was here that the Barretto Junior transferred its provisions over to the Erebus and Terror. At this point, five men from the Franklin expedition were discharged back to England on board the Barretto Junior and Rattler. What must they have thought of missing out on the adventure, but ultimately surviving the doomed expedition? On July 12, the last opportunity to send letters home, Franklin wrote a dispatch that stated, “The transport will sail for England this

VANCOUVER MARITIME MUSEUM day. I shall instruct the agent, Lieutenant Griffiths, to proceed to Deptford, and report his arrival to the Secretary of the Admiralty.” Griffiths returned to England that day with three petty officers and one marine, mail bags and some leftover stores. When Griffiths landed at Deptford on August 11, 1845, he reported that Franklin’s men were all in good health and confident in their expedition. That was the last interaction between the Barretto Junior and Franklin. However, Lieutenant Griffiths did maintain an interest in the missing men and even offered advice as to how to search for them.

The Barretto Junior, unlike the Erebus and Terror, lived on. As early as December 1845 she was listed in the records as a female convict ship bound for Van Diemen’s Land (the modern island of Tasmania). Convict ships were managed by the Home Office in England. When a vessel was required to transport prisoners, the Home Office sent a request to the Admiralty who in turn called for tenders and entered into a chartered party with the successful applicant. Gratuities were paid at the end of a voyage if the journey had been successful. The Barretto

participated in this business until at least 1850. On July 31, 1850, The Courier newspaper of Hobart Town, Tasmania, reported that Baretto Junior experienced a hurricane off the Cape of Good Hope.

The story portrays some of the horrid conditions the prisoners experienced on these ships.

The scene below, as described by the Surgeon Superintendent, was very sad; several seas having forced themselves down between decks, many of the poor women thought their last hour was come; the least frightened among them, under the direction of the surgeon, baling and swabbing the water up with great industry, although they were thrown and bruised about by the heavy rolling of the ship.

There were a total of 86 convict ships which transported female prisoners directly to Van Diemen’s Land. The vast majority of the female criminals were young first offenders, primarily convicted of theft. Disease, malnourishment, sea sickness, and abuse were common on these vessels. On the July 1850 voyage of the Barretto, three women died before reaching land and one threw herself overboard. There were 22 children on

board, two of whom died. There was also one birth on that particular journey. This voyage offers an example of what life was like on the Barretto Junior during its time as a female convict ship.

At some point between 1850 and 1859, it appears the Barretto Junior stopped carrying human cargo. On October 25, 1859 she sank with a loss of 11 of a total of 18 crew members. She was carrying 750 tons of coal bound for the French Government of Mayotte, a small group of islands off the coast of Southeast Africa. It was here that she struck a reef and by the time the vessel Brisk reached her, she had slipped off of the reef and sank. The Brisk picked up the survivors and brought them to the Cape. Thus ended the career of the Barretto Junior.

Although largely remembered as the ship that assisted Franklin, this vessel is an example of just how diverse the lives of ships can truly be.

Lea Edgar started her position as Librarian/Archivist for the Van-couver Maritime Museum in July 2013. She can be contacted at archives@vancouvermaritimemuseum.com.

Marine paintings, special commissions, talks, reproductions and books...

John M. Horton, Marine Artist A British expedition led by Captain Sir John Franklin departed England in 1845 to explore and chart the last unnavigated part of the North West Passage and were last seen in Victoria Strait. In 1848 the Admiralty launched a search for the two ships but nothing was found. Later searches found only graves and artifacts left by Franklin’s men.

In 2014 HMS Erebus was finally found by a team made up of people from Parks Canada, the Canadian Coast Guard and other groups. Prime Minister Steven Harper was very pleased to make the announcement to the world.

Art is an investment.

Call or email us to obtain that special painting.

(604) 943-4399 john@johnhorton.ca www.johnhorton.ca

March 2015 BC Shipping News 19

20 BC Shipping News March 2015

MARINE ENGINEERING Mari-Tech 2015:

Changing Tides – The Pacific Northwest

C

hanging Tides is an appropriate theme for this year’s Mari-Tech conference – taking place in Vancouver from April 8 to 10. The sessions planned by the CIMarE organizing committee highlight the many advances being made in the marine industry — from autonomous vessels to energy storage — and the impacts on designers, marine engineers and the industry in general — from implications of the new Polar Code to the Canadian Europe Free Trade Agreement.

Suffice to say that this year’s Mari-Tech is a not-to-miss event.

Take, for example, the incredible team of students at the University of British Columbia. Mari-Tech 2015 will feature their robotic Sailbot on the tradeshow floor. The autonomous sailboat uses solar panels and wind for propulsion and a sophisticated GPS system to naviPublication gate between obstacles such as icebergs, BC Shipping News boat traffic, inclement weather and fishing areas. This amazing piece of technology will be released in August 2015, Issue in hopes that it will complete the TransApril 2015Challenge — a three-weekAtlantic long, 2,900-kilometre journey across the Atlantic Ocean from St. John’s, NL to SizeDingle, Ireland — a feat no other enginIsland page vertical) eering(half team has accomplished so far.

Do not miss this opportunity to get up close and personal with the Sailbot and the talented students of UBC who have Deadline worked March 8, tirelessly 2015 to take a step forward in autonomous sailing.

And not only will Mari-Tech 2015 feature emerging technologies on the Features tradeshow floor, theEngineering conference also feaCruise / Marine tures many track sessions covering the Bonus distribution: changing tides in the maritime industry. Ÿ Mari-Tech On Thursday, April 9, ‘Shipping Noise and Ÿ Cruise Season Opening it’s Potential Impacts on Marine Life’ kicks Reception off the first day of track sessions that will cover a variety of topics ranging from Shipyard Challenges to Energy Storage Solutions and everything that falls in between. Keynote speaker, Mike Corrigan — President and CEO of BC Ferries — will be addressing attendees during lunch to provide some insight into his many years of maritime industry experience.

To celebrate the 36th anniversary of the Mari-Tech Conference and Exhibition, Robert Allan Ltd. is sponsoring ‘An Evening Under the Sea’ at the beautiful

Vancouver Aquarium. In addition to being an excellent networking opportunity with industry leaders and colleagues, attendees will be surrounded by exotic sea life and tropical fish in one of the world’s most renown aquariums.

The final day of Mari-Tech 2015 combines Canadian and international

perspectives to provide insight on everything from Free Trade Agreements to Naval Survivability. The broad spectrum of topics on Friday will cap off the conference by highlighting the industry’s biggest challenges and the solutions that will continue to steer the maritime industry forward for years to come.

Leading by Design

ART 110/42 Advanced Terminal/ Escort Rotortug®

www.ral.ca designs@ral.ca Vancouver, Canada

March 2015 BC Shipping News 21

MARINE ENGINEERING In order to make Mari-Tech the premier gathering for Canadian shipbuilders and marine industry leaders alike, much preparation goes into every detail of the conference and exhibition and that wouldn’t be possible without the efforts of many volunteers. Our heartfelt thanks go to all the helpful volunteers that make this conference happen each and every year.

Be sure to register before April 3, 2015 for both the conference and evening event at the beautiful Vancouver Aquarium to ensure your place at this year’s jam-packed Mari-Tech Conference and Exhibition! The Conference, spread across three days, will be packed with technical presentations, armchair discussions and stimulating keynote speakers. And with over 60 exhibitors, Mari-Tech 2015 will give attendees the ability to meet face-to-face with today’s key marine industry leaders, representatives, and future employers.

Robert Allan Ltd. is sponsoring Mari-Tech’s “An Evening Under the Sea” at the Vancouver Aquarium.

Sponsors of Mari-Tech 2015

Platinum: Lloyd’s Register / Gold: Babcock Canada, Finning CAT, Cullen Diesel Power Ltd. & MTU, Schottel, Seaspan Shipyards, Wärtsilä Silver: BC Ferries, CWB, Schneider Electric, Wainbee / Special: BC Shipping News, Bruce S. Rosenblatt & SAi (Ship Architects Inc.), CFOA-ACOT (Canadian Ferry Operators Association), Italian Trade Commission, Kongsberg, Pictou Shipyard, Robert Allan Ltd., SNAME, Techsol McRae, VARD

22 BC Shipping News March 2015

CRUISE INDUSTRY Economic importance of cruise continues to grow

2014 economic benefits

By all accounts, 2014 was a successful year for cruise. Almost 1.3 million revenue passengers on 460 ship calls visited at least one of the four B.C. destinations that make up Cruise BC’s membership (Vancouver, Victoria, Nanaimo and Prince Rupert).

Passengers spent over $231 million — not including the additional $27.4 million spent by crew. The cruise lines themselves spent another $469 million on things like fuel, food and beverage, ship repairs, professional services and transportation and warehousing. The government enjoyed collecting $73 million in business taxes and the total economic impact of the cruise industry in 2014 generated almost $1.8 billion for the B.C. economy.

While numbers are not broken down for each destination, it’s safe to assume that Vancouver, being the only home port in British Columbia, reaped the majority of the economic benefits, especially in areas of supplies and services as well as pre and post cruise vacations.

However, you’ll hear no complaints from the Greater Victoria Harbour Authority which saw almost as many ship visits as Vancouver (203 to 243 respectively) and while Nanaimo and Prince Rupert continue to attract a small portion of the market, the potential for growth remains good as the cruise industry continues to grow on a global scale at about 8 per cent per year and cruise lines continue to search for new destinations and new activities to meet the growing demand.

Graphic courtesy of Flipp Advertising Inc.

W

ith the 2015 cruise season about to get underway, local merchants, suppliers, service providers and government are looking forward to the annual boost in income that comes with each cruise ship arrival.

In looking at trends over the past five years, passenger and crew spending, cruise line spending, employment, taxes and total economic impact have all been moving in the right direction — up.

Cruise BC — the association that not only monitors cruise activity but actively promotes the industry to facilitate growth — has been tracking the trends for over a decade and, while there have been some soft patches along the way, mostly due to external factors (e.g., Alaska’s head tax and a global recession to name only two), the cruise industry remains a solid contributor to the B.C. economy.

The welcome page of the new AllAboard.CruiseBC.ca.

>>> Almost 1.3 million revenue passengers...visited at least one of the four destinations that make up Cruise BC’s membership (Vancouver, Victoria, Nanaimo and Prince Rupert).

And B.C. continues to lead the country as a preferred destination for cruisers.

Roughly 57 per cent of all cruise travel in Canada took place in British Columbia, employing close to 10,000 full time jobs in the province.

Passenger numbers only part of the story

Even though 2014 passenger numbers were down slightly over 2013 — just under 1.3 million compared to 2013’s just

over 1.3 million — and are lower than the peak of 2008 when over 1.57 million revenue passengers were counted, the economic impact of the industry tells a very different story. Take, for example, a comparison between 2004 and 2014: passenger and crew totals were very similar — both around the 1.3 million mark — but the total spending of those passengers and crew increased by more than 50 per cent — from $170.3 million in 2004 to $259 million in 2014. Average

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March 2015 BC Shipping News 23

Photos courtesy of the Port of Nanaimo, Greater Victoria Harbour Authority and Port Metro Vancouver.

CRUISE INDUSTRY

Cruise BC member destinations (clockwise): Nanaimo, Vancouver, Prince Rupert and Victoria.

24 BC Shipping News March 2015

spending per passenger in 2004 was $135 whereas spending per visitor in 2014 surpassed $200. And total economic impact numbers tell the same story: $1.26 billion in 2004 compared to $1.8 billion in 2014.

Looking at cruise activity over the last five years, while revenue passenger numbers more or less continue an upward trend, the total economic impact of cruise has grown at roughly 15 per cent year over year (noting that economic numbers for 2012 were unavailable but were reported to be in line with 2011 numbers). Passenger and crew expenditures as well as cruise line expenditures, taxes and employment bear that increase out as shown in the graphs below.

Trend continues in 2015

Photo credit: Lonnie Wishart

This coming cruise season promises to be equally profitable for B.C.’s economy. While ship visits and passenger numbers will vary slightly — for example, most lines have not increased sailings but have added larger ships for the Pacific Northwest cruise theatre, the outlook remains consistent for all four destinations.

Nanaimo is especially looking forward to welcoming the Silver Shadow’s first visit. “The Celebrity Infinity and Celebrity Solstice will visit in 2015 and we are looking forward to their return. Of special significance for Nanaimo is the inaugural visit of the Silver Shadow, a visit during the summer Alaskan schedule on July 15. We are very excited to host the Silver Sea line and to establish custom shore excursions suitable for their unique passengers.”

While Prince Rupert is balancing significant industrial expansion, such as new LNG facilities and the expansion of container terminal facilities, with cruise marketing and business development; the port authority has a sustained interest in growing Prince Rupert’s cruise business. The City of Prince Rupert and local tourism providers have taken a renewed interest in the industry and will be working in close collaboration with the port authority on the upcoming seasons. The cruise industry working group has conducted a report that will study the Alaskan cruise theatre, and the opportunity for Prince Rupert to grow its market share. This season, the arrival of two new pocket-size cruise ships to the market — L’Austral and Le Boreal — will help keep local tourism companies engaged.

“The cruise industry is an important economic generator for Vancouver and Port Metro Vancouver is thrilled to

CRUISE INDUSTRY welcome a similar number of passengers in 2015 compared to 2014. While we are seeing slightly fewer vessel calls in 2015, we have larger vessels calling including the Ruby Princess, Crown Princess and the Celebrity Solstice as well as seven inaugural vessel calls, all contributing to an exciting 2015 season ahead.”

Victoria is excited to kick off a banner cruise season this month with passenger numbers and ship calls expected to break all previous records. The first cruise ship of the season arrives at Ogden Point on April 22. Cruise tourism in Victoria has experienced strong growth in recent years. That trend will continue in 2015 with a five per cent increase in average time spent in port and a 23 per cent increase in daytime calls, meaning that more passengers will spend more time and more money enjoying Victoria’s world-class shops, restaurants and attractions.

Cruise BC spearheads new campaign

As a destination marketing group, Cruise BC’s focus has traditionally been on directly engaging with cruise lines to illustrate the benefits — both economically and aesthetically — of bringing their ships to B.C. For example, the Association annually attends Cruise Shipping Miami — an industry trade show and conference that attracts thousands of cruise line executives. This year, however, a new campaign — AllAboard.

CruiseBC.ca —spreads the message wider, generating increased interest from the public and highlighting the significance of cruise to local suppliers and service providers.

The new website, AllAboard.CruiseBC. ca, contains a number of statistics and factoids that demonstrate the importance of cruise to British Columbia and provides the public with a look at the impact of the industry locally.

“B.C. businesses are an integral part of cruise visitors’ pre and post-cruise experience. We wanted to have some fun acknowledging the BC brands that are partners and benefactors in cruise tourism,” said Cruise BC President Jeff Stromdahl. “Part of the campaign includes recognizing the many businesses that support the cruise industry in B.C. through social media. A Twitter account — @AllAboardBC — has been set up and is already generating interest.”

For more information about the cruise industry in B.C., visit AllAboard.

CruiseBC.ca. BCSN

Various graphs showing five-year trends of the economic impact the cruise industry has had on British Columbia.

March 2015 BC Shipping News 25

2015 CRUISE SCHEDULE Greater Victoria Harbour Authority Ogden Point DATE Apr 22, Wed Apr 30, Thu May 01, Fri May 01, Fri May 06, Wed May 06, Wed May 07, Thu May 07, Thu May 08, Fri May 08, Fri May 08, Fri May 09, Sat May 10, Sun May 12, Tue May 14, Thu May 15, Fri May 15, Fri May 16, Sat May 16, Sat May 16, Sat May 17, Sun May 18, Mon May 18, Mon May 19, Tue

VESSEL GRAND PRINCESS WESTERDAM CROWN PRINCESS CORAL PRINCESS NORWEGIAN JEWEL NORWEGIAN PEARL NORWEGIAN SUN CELEBRITY SOLSTICE GOLDEN PRINCESS NOORDAM WESTERDAM RUBY PRINCESS GOLDEN PRINCESS CRYSTAL SYMPHONY CELEBRITY SOLSTICE NORWEGIAN JEWEL WESTERDAM NORWEGIAN PEARL ZAANDAM RUBY PRINCESS NORWEGIAN SUN PACIFIC PRINCESS REGATTA SEVEN SEAS NAVIGATOR

PIER South B North B North B South B South B North B South B North B South B South A North B South B South B South B North B South B North B North B South A South B North B South B North B North B

Arr Dep 7:00 14:00 13:00 23:00 8:00 23:59 12:00 23:59 8:00 18:00 10:00 21:00 11:00 21:00 18:00 23:59 8:00 23:59 17:00 23:59 18:00 23:59 19:00 23:59 7:00 13:00 7:00 18:00 18:00 23:59 12:00 23:59 18:00 23:59 10:00 23:59 16:00 23:59 19:00 23:59 10:00 22:00 12:00 23:59 12:00 23:59 9:00 23:59

DATE May 20, Wed May 21, Thu May 21, Thu May 21, Thu May 22, Fri May 22, Fri May 22, Fri May 23, Sat May 23, Sat May 23, Sat May 28, Thu May 28, Thu May 28, Thu May 29, Fri May 29, Fri May 29, Fri May 30, Sat May 30, Sat May 30, Sat May 31, Sun Jun 01, Mon Jun 02, Tue Jun 04, Thu Jun 04, Thu

VESSEL GOLDEN PRINCESS CELEBRITY MILLENNIUM JEWEL OF THE SEAS CELEBRITY SOLSTICE NORWEGIAN JEWEL WESTERDAM CROWN PRINCESS CELEBRITY INFINITY NORWEGIAN PEARL RUBY PRINCESS JEWEL OF THE SEAS REGATTA CELEBRITY SOLSTICE NORWEGIAN JEWEL WESTERDAM CROWN PRINCESS GOLDEN PRINCESS NORWEGIAN PEARL RUBY PRINCESS STATENDAM CARNIVAL LEGEND SEVEN SEAS NAVIGATOR JEWEL OF THE SEAS CELEBRITY SOLSTICE

PIER South B North B South B North B South A North B South B South B North B South B South B South A North B South A North B South B South B North B South B South B North B South B South B North B

Arr Dep 7:00 14:00 8:00 17:00 12:00 19:00 18:00 23:59 14:30 21:30 18:00 23:59 19:00 23:59 8:00 17:00 18:00 23:59 19:00 23:59 9:00 18:00 12:00 23:00 18:00 23:59 14:30 21:30 18:00 23:59 19:00 23:59 7:00 14:00 18:00 23:59 19:00 23:59 13:00 23:00 19:30 23:59 8:00 23:59 9:00 18:00 18:00 23:59

Canada’s Pacific Gateways A new book by Dr. W.B.M. Hick Canada’s Pacific Gateways is a lavishly-illustrated chronicle of trade and development on the West Coast. It is a history of dreams and vision, of political will and, at times, political expediency. Dr. W.B.M. Hick delivers a lively account of the people — the visionaries, financiers, and workers — who built the ports at Vancouver and Prince Rupert and the vital transcontinental rail corridors that serve them.  Order online at www.canadaspacificgateways.com | $39.99 (CAD)

Supporting a sustainable cruise ship industry in the Pacific Northwest, Canada, Alaska and Hawaii.

CLIA-North West & Canada member lines lead the marine industry in environmental, security and safety initiatives, and we nurture industry relationships with local communities and governments.

To learn more, visit us at: www.clia-nwc.com.

Members: Carnival Cruise Line l Celebrity Cruises

Crystal Cruises l Disney Cruise Line Holland America Line l Norwegian Cruise Line Oceana Cruises l Princess Cruises l Regent Seven Seas Royal Caribbean International l SilverSea Cruises

www.clia-nwc.com

Email: clia@clia-nwc.com * Twitter: @CLIA_NWC 26 BC Shipping News March 2015

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2015 CRUISE SCHEDULE Greater Victoria Harbour Authority — Ogden Point DATE Jun 05, Fri Jun 05, Fri Jun 05, Fri Jun 06, Sat Jun 06, Sat Jun 06, Sat Jun 06, Sat Jun 07, Sun Jun 08, Mon Jun 09, Tue Jun 11, Thu Jun 11, Thu Jun 12, Fri Jun 12, Fri Jun 12, Fri Jun 13, Sat

VESSEL NORWEGIAN JEWEL WESTERDAM CROWN PRINCESS CELEBRITY INFINITY NORWEGIAN PEARL AMSTERDAM RUBY PRINCESS REGATTA CARNIVAL LEGEND GOLDEN PRINCESS JEWEL OF THE SEAS CELEBRITY SOLSTICE NORWEGIAN JEWEL WESTERDAM CROWN PRINCESS NORWEGIAN PEARL

PIER South A North B South B South B North B South A South B South B North B South B South B North B South A North B South B North B

Arr Dep 14:30 21:30 18:00 23:59 19:00 23:59 7:00 19:00 18:00 23:59 18:00 23:59 19:00 23:59 12:00 23:00 19:30 23:59 7:00 14:00 9:00 18:00 18:00 23:59 14:30 21:30 18:00 23:59 19:00 23:59 18:00 23:59

DATE Jun 13, Sat Jun 13, Sat Jun 14, Sun Jun 15, Mon Jun 18, Thu Jun 18, Thu Jun 19, Fri Jun 19, Fri Jun 19, Fri Jun 19, Fri Jun 20, Sat Jun 20, Sat Jun 20, Sat Jun 22, Mon Jun 24, Wed Jun 25, Thu

VESSEL AMSTERDAM RUBY PRINCESS STATENDAM CARNIVAL LEGEND JEWEL OF THE SEAS CELEBRITY SOLSTICE GOLDEN PRINCESS NORWEGIAN JEWEL WESTERDAM CROWN PRINCESS NORWEGIAN PEARL AMSTERDAM RUBY PRINCESS CARNIVAL LEGEND REGATTA JEWEL OF THE SEAS

PIER South A South B South B North B South B North B South B South A North B South B North B South A South B North B South B South B

Arr Dep 18:00 23:59 19:00 23:59 13:00 23:00 19:30 23:59 9:00 18:00 18:00 23:59 7:00 14:00 14:30 21:30 18:00 23:59 19:00 23:59 18:00 23:59 18:00 23:59 19:00 23:59 19:30 23:59 13:00 23:00 9:00 18:00

VESSEL GUIDE Carnival Cruise Line

Celebrity Cruises

www.carnival.com

Carnival Legend Inaugural cruise - 2002 Refurbished - 2008 LOA - 963’ / Draft - 25.5’ / Beam - 105.6’ Tonnage - 88,500 Passenger Decks - 12 Total staterooms - 1,062 Passenger capacity - 2,124 Total crew - 930

Crystal Cruises

www.celebritycruises.com

Celebrity Infinity Inaugural cruise - 2001 Refurbished - 2011 LOA - 964.6’ / Draft - 26.3’ / Beam - 105.6’ Tonnage - 91,000 Passenger Decks - 11 Total staterooms - 1,085 Passenger capacity - 2,166 Total crew - 999

Disney Cruise Line

www.crystalcruises.com

www.disneycruise.com

Crystal Symphony

Disney Wonder

Inaugural cruise - 1995 Refurbished - 2009 / 2012 LOA - 781’ / Draft - 24.9’ / Beam - 99’ Tonnage - 51,044 Passenger Decks - 8 Total staterooms - 461 Passenger capacity - 922 Total crew - 545

Inaugural cruise - 1999 Refurbished - 2009 LOA - 964’ / Draft - 25.3’ / Beam - 106’ Tonnage - 83,000 Passenger Decks - 11 Total staterooms - 877 Passenger capacity - 1,754 Total crew - 945

Celebrity Millennium Inaugural cruise - 2000 Refurbished - 2012 (Engines - 2013) LOA - 964.6’ / Draft - 26’.3 / Beam - 105.6’ Tonnage - 90,963 Passenger Decks - 11 Total staterooms - 1,079 Passenger capacity - 2,138 Total crew - 950 - 1,000

Celebrity Solstice Inaugural cruise - 2008 LOA - 1,033’ Draft - 27’ / Beam - 121’ Tonnage - 122,000 Passenger Decks - 13 Total staterooms - 1,426 Passenger capacity - 2,850 Total crew - 1,246

Ponant Cruises

www.en.ponant.com

L’Austral Inaugural cruise - 2011 LOA - 466’ / Draft - 15.3’ / Beam - 59’ Tonnage - 10,944 Passenger Decks - 6 Total staterooms - 132 Passenger capacity - 264 Total crew - 139

Le Boréal Inaugural cruise - 2010 LOA - 466’ / Draft - 15.3’ / Beam - 59’ Tonnage - 10,944 Passenger Decks - 6 Total staterooms - 132 Passenger capacity - 264 Total crew - 140

March 2015 BC Shipping News 27

2015 CRUISE SCHEDULE Greater Victoria Harbour Authority — Ogden Point DATE Jun 25, Thu Jun 26, Fri Jun 26, Fri Jun 26, Fri Jun 27, Sat Jun 27, Sat Jun 27, Sat Jun 28, Sun Jun 29, Mon Jun 29, Mon Jul 02, Thu Jul 02, Thu Jul 03, Fri Jul 03, Fri Jul 03, Fri Jul 04, Sat Jul 04, Sat Jul 04, Sat Jul 06, Mon

VESSEL CELEBRITY SOLSTICE NORWEGIAN JEWEL WESTERDAM CROWN PRINCESS NORWEGIAN PEARL AMSTERDAM RUBY PRINCESS STATENDAM GOLDEN PRINCESS CARNIVAL LEGEND JEWEL OF THE SEAS CELEBRITY SOLSTICE NORWEGIAN JEWEL WESTERDAM CROWN PRINCESS NORWEGIAN PEARL AMSTERDAM RUBY PRINCESS REGATTA

PIER North B South A North B South B North B South A South B South B South B North B South B North B South A North B South B North B South A South B South B

Arr Dep 18:00 23:59 14:30 21:30 18:00 23:59 19:00 23:59 18:00 23:59 18:00 23:59 19:00 23:59 13:00 23:00 7:00 14:00 19:30 23:59 9:00 18:00 18:00 23:59 14:30 21:30 18:00 23:59 19:00 23:59 18:00 23:59 18:00 23:59 19:00 23:59 8:00 23:00

DATE Jul 06, Mon Jul 09, Thu Jul 09, Thu Jul 09, Thu Jul 10, Fri Jul 10, Fri Jul 10, Fri Jul 11, Sat Jul 11, Sat Jul 11, Sat Jul 12, Sun Jul 13, Mon Jul 16, Thu Jul 16, Thu Jul 17, Fri Jul 17, Fri Jul 17, Fri Jul 18, Sat Jul 18, Sat

VESSEL CARNIVAL LEGEND GOLDEN PRINCESS JEWEL OF THE SEAS CELEBRITY SOLSTICE NORWEGIAN JEWEL WESTERDAM CROWN PRINCESS NORWEGIAN PEARL AMSTERDAM RUBY PRINCESS STATENDAM CARNIVAL LEGEND JEWEL OF THE SEAS CELEBRITY SOLSTICE NORWEGIAN JEWEL WESTERDAM CROWN PRINCESS NORWEGIAN PEARL AMSTERDAM

PIER North B South B North B North B South A North B South B North B South A South B South B North B South B North B South A North B South B North B South A

Arr Dep 19:30 23:59 7:00 14:00 9:00 18:00 18:00 23:59 14:30 21:30 18:00 23:59 19:00 23:59 18:00 23:59 18:00 23:59 19:00 23:59 13:00 23:00 19:30 23:59 9:00 18:00 18:00 23:59 14:30 21:30 18:00 23:59 19:00 23:59 18:00 23:59 18:00 23:59

VESSEL GUIDE Holland America Line

www.hollandamerica.com

Amsterdam Inaugural cruise - 2000 Refurbished - 2010 LOA - 780’ / Draft - 27’ / Beam - 105.8’ Tonnage - 62,735 Passenger Decks - 10 Total staterooms - 690 Passenger capacity - 1,380 Total crew - 615

Noordam Inaugural cruise - 2006 Refurbished - 2010 LOA - 936’ / Draft - 24’ / Beam - 105.8’ Tonnage - 82,318 Passenger Decks - 11 Total staterooms - 959 Passenger capacity - 1,918 Total crew - 800

Volendam Inaugural cruise - 1999 Refurbished - 2011 LOA - 781’ / Draft - 26’ / Beam - 105.8’ Tonnage - 61,214 Passenger Decks - 10 Total staterooms - 716 Passenger capacity - 1,432 Total crew - 615

Westerdam Inaugural cruise - 2004 / Refurbished - 2010 LOA - 936’ / Draft - 24’ / Beam - 105.8’ Tonnage - 82,348 Passenger Decks - 11 Total staterooms - 958 Passenger capacity - 1,916 Total crew - 817

28 BC Shipping News March 2015

Oosterdam Inaugural cruise - 2003 Refurbished - 2011 LOA - 936’ / Draft - 26’ / Beam - 105.8’ Tonnage - 82,305 Passenger Decks - 11 Total staterooms - 958 Passenger capacity - 1,916 Total crew - 817

Zaandam Inaugural cruise - 2000 Refurbished - 2010 LOA - 781’ / Draft - 26’ / Beam - 105.8’ Tonnage - 61,396 Passenger Decks - 10 Total staterooms - 716 Passenger capacity - 1,432 Total crew - 615

Statendam Inaugural cruise - 1993 Refurbished - 2010 LOA - 719’ / Draft - 25’ / Beam - 101’ Tonnage - 55,819 Passenger Decks - 10 Total staterooms - 630 Passenger capacity - 1,260 Total crew - 580

Oceania Cruises

www.princess.com Regatta

Inaugural cruise - 1998 / Refurbished - 2011 LOA - 593.7’ / Draft - 19.5’ / Beam - 83.5’ Tonnage - 30,277 Passenger Decks - 9 / Total staterooms - 342 Passenger capacity - 684 Total crew - 400

2015 CRUISE SCHEDULE Greater Victoria Harbour Authority — Ogden Point DATE Jul 18, Sat Jul 19, Sun Jul 20, Mon Jul 23, Thu Jul 23, Thu Jul 23, Thu Jul 24, Fri Jul 24, Fri Jul 24, Fri Jul 25, Sat Jul 25, Sat Jul 25, Sat Jul 26, Sun Jul 27, Mon Jul 29, Wed Jul 30, Thu Jul 30, Thu Jul 31, Fri Jul 31, Fri

VESSEL RUBY PRINCESS GOLDEN PRINCESS CARNIVAL LEGEND JEWEL OF THE SEAS REGATTA CELEBRITY SOLSTICE NORWEGIAN JEWEL WESTERDAM CROWN PRINCESS NORWEGIAN PEARL AMSTERDAM RUBY PRINCESS STATENDAM CARNIVAL LEGEND GOLDEN PRINCESS JEWEL OF THE SEAS CELEBRITY SOLSTICE NORWEGIAN JEWEL WESTERDAM

PIER South B South B North B South B South A North B South A North B South B North B South A South B South B North B South B South B North B South A North B

Arr Dep 19:00 23:59 7:00 14:00 19:30 23:59 9:00 18:00 13:00 23:00 18:00 23:59 14:30 21:30 18:00 23:59 19:00 23:59 18:00 23:59 18:00 23:59 19:00 23:59 13:00 23:00 19:30 23:59 7:00 14:00 9:00 18:00 18:00 23:59 14:30 21:30 18:00 23:59

DATE Jul 31, Fri Aug 01, Sat Aug 01, Sat Aug 01, Sat Aug 02, Sun Aug 03, Mon Aug 06, Thu Aug 06, Thu Aug 07, Fri Aug 07, Fri Aug 07, Fri Aug 08, Sat Aug 08, Sat Aug 08, Sat Aug 08, Sat Aug 09, Sun Aug 10, Mon Aug 12, Wed Aug 13, Thu

VESSEL CROWN PRINCESS NORWEGIAN PEARL AMSTERDAM RUBY PRINCESS REGATTA CARNIVAL LEGEND JEWEL OF THE SEAS CELEBRITY SOLSTICE NORWEGIAN JEWEL WESTERDAM CROWN PRINCESS GOLDEN PRINCESS NORWEGIAN PEARL AMSTERDAM RUBY PRINCESS STATENDAM CARNIVAL LEGEND REGATTA JEWEL OF THE SEAS

PIER South B North B South A South B South B North B South B North B South A North B South B South B North B South A South B South B North B South B South B

Arr Dep 19:00 23:59 18:00 23:59 18:00 23:59 19:00 23:59 13:00 23:00 19:30 23:59 9:00 18:00 18:00 23:59 14:30 21:30 18:00 23:59 19:00 23:59 7:00 14:00 18:00 23:59 18:00 23:59 19:00 23:59 13:00 23:00 19:30 23:59 12:00 23:59 9:00 18:00

VESSEL GUIDE Norwegian Cruise Line

NYK Cruises

www.ncl.com

Norwegian Jewel Inaugural cruise - 2005 LOA - 965’ Draft - 28’ / Beam - 105’ Tonnage - 93,502 Passenger Decks - 12 Total staterooms - 1,188 Passenger capacity - 2,376 Total crew - 1,100

Norwegian Pearl Inaugural cruise - 2006 LOA - 965’ Draft - 27’ / Beam - 106’ Tonnage - 93,000 Passenger Decks - 12 Total staterooms - 1,195 Passenger capacity - 2,394 Total crew - 1,084

www.beyondships.com

Norwegian Sun Inaugural cruise - 2001 Refurbished - 2011 LOA - 848’ / Draft - 26’ / Beam - 108’ Tonnage - 78,309 Passenger Decks - 10 Total staterooms - 968 Passenger capacity - 1,936 Total crew - 916

Asuka II Inaugural cruise - 2006 (Previous: Crystal Cruises - 1990) LOA - 790.8’ / Draft - 25.7’ / Beam - 97.1’ Tonnage - 50,142 Passenger Decks - 8 Total staterooms - 480 Passenger capacity - 960 Total crew - 545

Vessel Guide Information provided is current at time of printing, for updated cruise schedule information, please visit: Greater Victoria Harbour Authority:

Royal Caribbean

www.royalcaribbean.com Radiance of the Seas Jewel of the Seas

Inaugural cruise - 2001 / Refurbished - 2006 LOA - 962’ / Draft - 28’ / Beam - 105.6’ Tonnage - 90,090 Passenger Decks - 12 / Total staterooms - 1,056 Passenger capacity - 2,112 Total crew - 857

Inaugural cruise - 2004 LOA - 962’ / Draft - 26’.7 / Beam - 105.6’ Tonnage - 90,090 Passenger Decks - 12 / Total staterooms - 1,055 Passenger capacity - 2,501 Total crew - 859

www.victoriaharbour.org Vancouver: www.portmetrovancouver.com Nanaimo: www.npa.ca Prince Rupert: www.rupertport.com Seattle: www.portseattle.org

March 2015 BC Shipping News 29

2015 CRUISE SCHEDULE Greater Victoria Harbour Authority — Ogden Point DATE Aug 13, Thu Aug 14, Fri Aug 14, Fri Aug 14, Fri Aug 15, Sat Aug 15, Sat Aug 15, Sat Aug 17, Mon Aug 18, Tue Aug 20, Thu Aug 20, Thu Aug 21, Fri Aug 21, Fri Aug 21, Fri Aug 22, Sat Aug 22, Sat Aug 22, Sat Aug 22, Sat Aug 23, Sun Aug 24, Mon Aug 27, Thu Aug 27, Thu Aug 28, Fri Aug 28, Fri Aug 28, Fri Aug 28, Fri Aug 29, Sat Aug 29, Sat Aug 29, Sat Aug 30, Sun Aug 31, Mon Sep 01, Tue Sep 02, Wed Sep 03, Thu Sep 03, Thu Sep 04, Fri Sep 04, Fri Sep 04, Fri Sep 05, Sat

VESSEL CELEBRITY SOLSTICE NORWEGIAN JEWEL WESTERDAM CROWN PRINCESS NORWEGIAN PEARL AMSTERDAM RUBY PRINCESS CARNIVAL LEGEND GOLDEN PRINCESS JEWEL OF THE SEAS CELEBRITY SOLSTICE NORWEGIAN JEWEL WESTERDAM CROWN PRINCESS REGATTA NORWEGIAN PEARL AMSTERDAM RUBY PRINCESS STATENDAM CARNIVAL LEGEND JEWEL OF THE SEAS CELEBRITY SOLSTICE GOLDEN PRINCESS NORWEGIAN JEWEL WESTERDAM CROWN PRINCESS NORWEGIAN PEARL AMSTERDAM RUBY PRINCESS REGATTA CARNIVAL LEGEND CELEBRITY INFINITY SEVEN SEAS NAVIGATOR JEWEL OF THE SEAS CELEBRITY SOLSTICE NORWEGIAN JEWEL WESTERDAM CROWN PRINCESS NORWEGIAN PEARL

PIER North B South A North B South B North B South A South B North B South B South B North B South A North B South B South B North B South A South B South B North B South B North B South B South A North B South B North B South A South B South B North B South B South B South B North B South A North B South B North B

Arr Dep 18:00 23:59 14:30 21:30 18:00 23:59 19:00 23:59 18:00 23:59 18:00 23:59 19:00 23:59 19:30 23:59 7:00 14:00 9:00 18:00 18:00 23:59 14:30 21:30 18:00 23:59 19:00 23:59 9:00 18:00 18:00 23:59 18:00 23:59 19:00 23:59 13:00 23:00 19:30 23:59 9:00 18:00 18:00 23:59 7:00 14:00 14:30 21:30 18:00 23:59 19:00 23:59 18:00 23:59 18:00 23:59 19:00 23:59 12:00 18:00 19:30 23:59 8:00 17:00 12:00 18:00 9:00 18:00 18:00 23:59 14:30 21:30 18:00 23:59 19:00 23:59 18:00 23:59

DATE Sep 05, Sat Sep 05, Sat Sep 06, Sun Sep 07, Mon Sep 07, Mon Sep 10, Thu Sep 10, Thu Sep 11, Fri Sep 11, Fri Sep 11, Fri Sep 12, Sat Sep 12, Sat Sep 12, Sat Sep 13, Sun Sep 17, Thu Sep 17, Thu Sep 17, Thu Sep 18, Fri Sep 18, Fri Sep 18, Fri Sep 19, Sat Sep 19, Sat Sep 19, Sat Sep 20, Sun Sep 20, Sun Sep 25, Fri Sep 26, Sat Sep 26, Sat Sep 28, Mon Sep 28, Mon Sep 28, Mon Sep 29, Tue Sep 30, Wed Nov 09, Mon

VESSEL AMSTERDAM RUBY PRINCESS STATENDAM GOLDEN PRINCESS CARNIVAL LEGEND JEWEL OF THE SEAS CELEBRITY SOLSTICE NORWEGIAN JEWEL WESTERDAM CROWN PRINCESS NORWEGIAN PEARL AMSTERDAM RUBY PRINCESS GRAND PRINCESS GOLDEN PRINCESS CORAL PRINCESS JEWEL OF THE SEAS NORWEGIAN JEWEL WESTERDAM CROWN PRINCESS JEWEL OF THE SEAS NORWEGIAN PEARL AMSTERDAM CELEBRITY SOLSTICE STATENDAM WESTERDAM AMSTERDAM NORWEGIAN PEARL DISNEY WONDER NOORDAM NORWEGIAN JEWEL NORWEGIAN SUN NORWEGIAN JEWEL STAR PRINCESS

PIER South A South B South B South B North B South B North B South A North B South B North B South A South B South B South B North B South A South A North B South B South B North B South A North B South B South B South B North B North B South B South A North B North B South B

Arr Dep 18:00 23:59 19:00 23:59 13:00 23:00 7:00 14:00 19:30 23:59 9:00 18:00 18:00 23:59 14:30 21:30 18:00 23:59 19:00 23:59 18:00 23:59 18:00 23:59 19:00 23:59 7:00 13:00 7:00 14:00 8:00 22:00 9:00 18:00 14:30 21:30 18:00 23:59 19:00 23:59 7:00 19:00 18:00 23:59 18:00 23:59 7:00 17:00 13:00 23:00 18:00 23:59 18:00 23:59 18:00 23:59 7:00 15:00 7:00 23:59 12:00 23:59 8:00 16:00 8:00 17:00 7:00 14:00

VESSEL GUIDE Princess Cruises

www.princess.com

Coral Princess

Crown Princess

Golden Princess

Grand Princess

Inaugural cruise - 2003 / Refurbished - 2013 LOA - 965’ / Draft - 26’ / Beam - 106’ Tonnage - 91,627 Passenger Decks - 11 Total staterooms - 1,000 Passenger capacity - 1,974 Total crew - 895

Inaugural cruise - 2006 / Refurbished - 2008 LOA - 952’ / Draft - 27.9’ / Beam - 159’ Tonnage - 113,561 Passenger Decks - 15 Total staterooms - 1,541 Passenger capacity - 3,082 Total crew - 1,200

Inaugural cruise - 2001 / Refurbished - 2012 LOA - 950’ / Draft - 26’.2 / Beam - 118’ Tonnage - 108,865 Passenger Decks - 14 Total staterooms - 1,318 Passenger capacity - 2,600 Total crew - 1,100

Inaugural cruise - 1998 / Refurbished - 2011 LOA - 949’ / Draft - 26’ / Beam - 118’ Tonnage - 107,517 Passenger Decks - 14 Total staterooms - 1,301 Passenger capacity - 2,600 Total crew - 1,150

30 BC Shipping News March 2015

2015 CRUISE SCHEDULE Nanaimo Port Authority New Cruise Terminal

DATE VESSEL

Jun 05, Fri CELEBRITY INFINITY Jul 15, Wed SILVER SHADOW Sep 21, Mon CELEBRITY SOLSTICE

Arr. Dep. 07:00 17:00 12:00 23:00 07:00 17:00

Prince Rupert Port Authority Northland Terminal DATE May 31, Sun Jun 13, Sat Jul 12, Sun Aug 10, Mon Aug 24, Mon Sep 06, Sun Sep 22, Mon

VESSEL SEVEN SEAS NAVIGATOR REGATTA REGATTA SEVEN SEAS NAVIGATOR SEVEN SEAS NAVIGATOR L’AUSTRAL LE BOREAL

Arr Dep 13:00 21:00 08:00 18:00 08:00 17:00 12:00 20:00 12:00 20:00 14:00 19:00 14:30 04:30

Port Metro Vancouver Canada Place DATE Mar 22, Sun Apr 6, Mon Apr 21, Mon Apr 29, Wed May 01, Fri May 01, Fri May 01, Fri May 02, Sat May 02, Sat May 02, Sat May 03, Sun May 04, Mon May 05, Tue May 06, Wed

VESSEL GRAND PRINCESS GRAND PRINCESS GRAND PRINCESS RUBY PRINCESS CELEBRITY SOLSTICE GRAND PRINCESS WESTERDAM CROWN PRINCESS GRAND PRINCESS CORAL PRINCESS GRAND PRINCESS GRAND PRINCESS GRAND PRINCESS CORAL PRINCESS

BERTH East East East East East North West East North West North North North East

Arr Dep 07:00 16:30 07:00 16:30 07:00 16:30 07:00 16:30 07:00 17:00 07:00 23:59 07:00 17:00 07:00 17:00 00:01 23:59 07:00 16:30 00:01 23:59 00:01 23:59 00:01 23:59 07:00 16:30

Port Metro Vancouver —Canada Place DATE May 06, Wed May 07, Thu May 07, Thu May 08, Fri May 08, Fri May 09, Sat May 09, Sat May 09, Sat May 10, Sun May 10, Sun May 11, Mon May 12, Tue May 13, Wed May 13, Wed May 14, Thu May 15, Fri May 16, Sat May 16, Sat May 17, Sun May 17, Sun May 18, Mon May 18, Mon May 19, Tue May 19, Tue May 20, Wed May 20, Wed May 22, Fri May 22, Fri May 23, Sat May 23, Sat May 24, Sun May 25, Mon May 25, Mon May 27, Wed May 27, Wed May 28, Thu May 29, Fri

VESSEL GRAND PRINCESS NORWEGIAN PEARL GRAND PRINCESS NORWEGIAN SUN GRAND PRINCESS GOLDEN PRINCESS GRAND PRINCESS NOORDAM SEVEN SEAS NAVIGATOR OOSTERDAM CRYSTAL SYMPHONY CELEBRITY MILLENNIUM CORAL PRINCESS VOLENDAM SILVER SHADOW RADIANCE OF THE SEAS STAR PRINCESS NOORDAM STATENDAM ZAANDAM NORWEGIAN SUN CARNIVAL LEGEND PACIFIC PRINCESS REGATTA SEVEN SEAS NAVIGATOR VOLENDAM JEWEL OF THE SEAS CELEBRITY MILLENNIUM GRAND PRINCESS NOORDAM OOSTERDAM NORWEGIAN SUN DISNEY WONDER CORAL PRINCESS VOLENDAM SILVER SHADOW RADIANCE OF THE SEAS

BERTH North East North East North East North West East West West East East West North East East West East West East West East North East West East West East West West East West East West North East

Arr Dep 00:01 23:59 07:00 16:00 00:01 23:59 07:00 16:00 00:01 23:59 07:00 16:30 00:01 16:30 07:00 17:00 07:00 17:00 08:00 17:00 06:00 23:59 07:00 16:30 07:00 16:30 07:00 16:00 07:00 18:00 07:00 16:30 12:00 18:00 07:00 17:00 07:00 16:45 07:00 17:00 07:00 16:00 08:00 16:00 07:00 16:30 07:00 17:00 07:00 17:00 07:00 16:00 07:00 16:00 07:00 16:30 07:00 16:30 07:00 17:00 07:00 17:00 07:00 16:00 05:45 17:00 07:00 16:30 07:00 16:00 08:00 18:00 07:00 16:30

VESSEL GUIDE Princess Cruises

Useful sites

www.princess.com

Pacific Princess Inaugural cruise - 1999 / Refurbished - 2010 LOA - 592’ / Draft - 19’ / Beam - 83.6’ Tonnage - 30,277 Passenger Decks -11 Total staterooms - 338 Passenger capacity - 672 Total crew - 375

Ruby Princess Inaugural cruise - 2008 LOA - 951’ / Draft - 26’ / Beam - 118’ Tonnage - 113,000 Passenger Decks - 15 Total staterooms - 1,540 Passenger capacity - 3,080 Total crew - 1,200

To find out more about the cruise industry in British Columbia, the following sites are recommended: Cruise Lines International Association - North West and Canada: www.clia-nwc.com

Star Princess Inaugural cruise - 2002 / Refurbished - 2011 LOA - 951’ / Draft - 27.7’ / Beam - 118’ Tonnage - 108,977 Passenger Decks - 14 Total staterooms - 1,297 Passenger capacity - 2,600 Total crew - 1,100

Cruise BC: www.cruisebc.ca and AllAboard.CruiseBC.ca Cruise Industry Association of British Columbia: www.ciabc.ca

March 2015 BC Shipping News 31

2015 CRUISE SCHEDULE Port Metro Vancouver —Canada Place DATE May 30, Sat May 30, Sat May 30, Sat May 31, Sun Jun 01, Mon Jun 01, Mon Jun 03, Wed Jun 03, Wed Jun 05, Fri Jun 06, Sat Jun 06, Sat Jun 07, Sun Jun 07, Sun Jun 08, Mon Jun 08, Mon Jun 10, Wed Jun 10, Wed Jun 11, Thu Jun 12, Fri Jun 13, Sat Jun 13, Sat Jun 13, Sat Jun 14, Sun Jun 14, Sun Jun 15, Mon Jun 15, Mon Jun 17, Wed Jun 17, Wed Jun 19, Fri Jun 20, Sat Jun 20, Sat Jun 21, Sun Jun 21, Sun Jun 22, Mon Jun 22, Mon Jun 24, Wed Jun 24, Wed Jun 25, Thu Jun 26, Fri Jun 27, Sat

VESSEL BERTH STAR PRINCESS East AMSTERDAM North NOORDAM West ZAANDAM West PACIFIC PRINCESS East DISNEY WONDER West SEVEN SEAS NAVIGATOR East VOLENDAM West CELEBRITY MILLENNIUM West GRAND PRINCESS East NOORDAM West CELEBRITY INFINITY East OOSTERDAM West NORWEGIAN SUN East DISNEY WONDER West CORAL PRINCESS East VOLENDAM West SILVER SHADOW North RADIANCE OF THE SEAS East L’AUSTRAL STAR PRINCESS East NOORDAM West CELEBRITY INFINITY East ZAANDAM West PACIFIC PRINCESS East DISNEY WONDER West SEVEN SEAS NAVIGATOR East VOLENDAM West CELEBRITY MILLENNIUM West GRAND PRINCESS East NOORDAM West CELEBRITY INFINITY East OOSTERDAM West NORWEGIAN SUN East DISNEY WONDER West CORAL PRINCESS East VOLENDAM West SILVER SHADOW North RADIANCE OF THE SEAS East L’AUSTRAL

Arr Dep 07:00 16:30 07:00 16:00 07:00 17:00 07:00 17:00 07:00 16:00 05:45 17:00 07:00 17:00 07:00 17:00 07:00 16:30 07:00 16:30 07:00 17:00 07:00 16:30 07:00 17:00 07:00 16:00 05:45 17:00 07:00 16:30 07:00 17:00 08:00 18:00 07:00 16:30 09:00 16:00 07:00 16:30 07:00 17:00 07:00 16:30 07:00 17:00 07:00 16:00 05:45 17:00 07:00 17:00 07:00 17:00 07:00 16:30 07:00 16:30 07:00 17:00 07:00 16:30 07:00 17:00 07:00 16:00 05:45 17:00 07:00 16:30 07:00 17:00 08:00 18:00 07:00 16:30 09:00 16:00

DATE Jun 27, Sat Jun 27, Sat Jun 28, Sun Jun 28, Sun Jun 29, Mon Jun 29, Mon Jun 30, Tue Jul 01, Wed Jul 01, Wed Jul 03, Fri Jul 04, Sat Jul 04, Sat Jul 05, Sun Jul 05, Sun Jul 05, Sun Jul 06, Mon Jul 06, Mon Jul 08, Wed Jul 08, Wed Jul 09, Thu Jul 10, Fri Jul 11, Sat Jul 11, Sat Jul 11, Sat Jul 12, Sun Jul 12, Sun Jul 13, Mon Jul 13, Mon Jul 15, Wed Jul 15, Wed Jul 16, Thu Jul 17, Fri Jul 18, Sat Jul 18, Sat Jul 19, Sun Jul 19, Sun Jul 20, Mon Jul 20, Mon Jul 20, Mon Jul 22, Wed

VESSEL BERTH STAR PRINCESS East NOORDAM West CELEBRITY INFINITY East ZAANDAM West PACIFIC PRINCESS East DISNEY WONDER West ASUKA II North SEVEN SEAS NAVIGATOR East VOLENDAM West CELEBRITY MILLENNIUM West GRAND PRINCESS East NOORDAM West CELEBRITY INFINITY East REGATTA North OOSTERDAM West NORWEGIAN SUN East DISNEY WONDER West CORAL PRINCESS East VOLENDAM West SILVER SHADOW North RADIANCE OF THE SEAS East L’AUSTRAL STAR PRINCESS East NOORDAM West CELEBRITY INFINITY East ZAANDAM West PACIFIC PRINCESS East DISNEY WONDER West SEVEN SEAS NAVIGATOR East VOLENDAM West SILVER SHADOW North CELEBRITY MILLENNIUM West GRAND PRINCESS East NOORDAM West CELEBRITY INFINITY East OOSTERDAM West SILVER DISCOVERER NORWEGIAN SUN East DISNEY WONDER West CORAL PRINCESS East

Arr Dep 07:00 16:30 07:00 17:00 07:00 16:30 07:00 17:00 07:00 16:00 05:45 17:00 07:00 21:00 07:00 17:00 07:00 17:00 07:00 16:30 07:00 16:30 07:00 17:00 07:00 16:30 12:00 23:59 07:00 17:00 07:00 16:00 05:45 17:00 07:00 16:30 07:00 17:00 08:00 18:00 07:00 16:30 09:00 16:00 07:00 16:30 07:00 17:00 07:00 16:30 07:00 17:00 07:00 16:00 05:45 17:00 07:00 17:00 07:00 17:00 07:00 17:00 07:00 16:30 07:00 16:30 07:00 17:00 07:00 16:30 07:00 17:00 09:30 17:00 07:00 16:00 05:45 17:00 07:00 16:30

VESSEL GUIDE Regent Seven Seas

Silversea Cruises

www.rssc.com

Seven Seas Navigator Inaugural cruise - 1999 / Refurbished - 2012 LOA - 560’ / Draft - 24’ / Beam - 81’ Tonnage - 28,550 Passenger Decks - 8 / Total staterooms - 245 Passenger capacity - 490 Total crew - 345

32 BC Shipping News March 2015

www.silversea.com

Silver Discoverer Inaugural cruise - 2014 / Refurbished 2014 (Previous - Oceania Cruises - 1989) LOA - 337.8’ / Draft - 13.5’ / Beam - 50.6’ Tonnage - 5,218 Passenger Decks - 5 / Total staterooms - 62 Passenger capacity - 120 / Total crew - 96

Silver Shadow Inaugural cruise - 2000 / Refurbished 2011 LOA - 610’ / Draft - 19.8’ / Beam - 81.8’ Tonnage - 28,258 Passenger Decks - 7 / Total staterooms - 194 Passenger capacity - 382 Total crew - 302

2015 CRUISE SCHEDULE Port Metro Vancouver —Canada Place DATE Jul 22, Wed Jul 24, Fri Jul 25, Sat Jul 25, Sat Jul 26, Sun Jul 26, Sun Jul 27, Mon Jul 27, Mon Jul 29, Wed Jul 29, Wed Jul 30, Thu Jul 31, Fri Aug 01, Sat Aug 01, Sat Aug 02, Sun Aug 02, Sun Aug 03, Mon Aug 03, Mon Aug 05, Wed Aug 05, Wed Aug 07, Fri Aug 08, Sat Aug 08, Sat Aug 09, Sun Aug 09, Sun Aug 10, Mon Aug 10, Mon Aug 12, Wed Aug 12, Wed Aug 13, Thu Aug 14, Fri Aug 15, Sat Aug 15, Sat Aug 16, Sun Aug 16, Sun Aug 17, Mon Aug 17, Mon Aug 19, Wed Aug 19, Wed Aug 21, Fri Aug 22, Sat Aug 22, Sat Aug 23, Sun Aug 23, Sun Aug 23, Sun Aug 24, Mon Aug 24, Mon Aug 26, Wed Aug 26, Wed Aug 27, Thu Aug 28, Fri Aug 29, Sat Aug 29, Sat Aug 30, Sun Aug 31, Mon Aug 31, Mon Sep 02, Wed Sep 02, Wed Sep 04, Fri Sep 05, Sat Sep 05, Sat

VESSEL VOLENDAM RADIANCE OF THE SEAS STAR PRINCESS NOORDAM CELEBRITY INFINITY ZAANDAM PACIFIC PRINCESS DISNEY WONDER SEVEN SEAS NAVIGATOR VOLENDAM SILVER SHADOW CELEBRITY MILLENNIUM GRAND PRINCESS NOORDAM CELEBRITY INFINITY OOSTERDAM NORWEGIAN SUN DISNEY WONDER CORAL PRINCESS VOLENDAM RADIANCE OF THE SEAS STAR PRINCESS NOORDAM CELEBRITY INFINITY ZAANDAM PACIFIC PRINCESS DISNEY WONDER SEVEN SEAS NAVIGATOR VOLENDAM SILVER SHADOW CELEBRITY MILLENNIUM GRAND PRINCESS NOORDAM CELEBRITY INFINITY OOSTERDAM NORWEGIAN SUN DISNEY WONDER CORAL PRINCESS VOLENDAM RADIANCE OF THE SEAS STAR PRINCESS NOORDAM CELEBRITY INFINITY REGATTA ZAANDAM PACIFIC PRINCESS DISNEY WONDER SEVEN SEAS NAVIGATOR VOLENDAM SILVER SHADOW CELEBRITY MILLENNIUM GRAND PRINCESS NOORDAM OOSTERDAM NORWEGIAN SUN DISNEY WONDER CORAL PRINCESS VOLENDAM RADIANCE OF THE SEAS STAR PRINCESS NOORDAM

BERTH West East East West East West East West East West North West East West East West East West East West East East West East West East West East West North West East West East West East West East West East East West East North West East West East West North West East West West East West East West East East West

Arr Dep 07:00 17:00 07:00 16:30 07:00 16:30 07:00 17:00 07:00 16:30 07:00 17:00 07:00 16:00 05:45 17:00 07:00 17:00 07:00 17:00 08:00 18:00 07:00 16:30 07:00 16:30 07:00 17:00 07:00 16:30 07:00 17:00 07:00 16:00 05:45 17:00 07:00 16:30 07:00 17:00 07:00 16:30 07:00 16:30 07:00 17:00 07:00 16:30 07:00 17:00 07:00 16:00 05:45 17:00 07:00 17:00 07:00 17:00 08:00 18:00 07:00 16:30 07:00 16:30 07:00 17:00 07:00 16:30 07:00 17:00 07:00 16:00 05:45 17:00 07:00 16:30 07:00 17:00 07:00 16:30 07:00 16:30 07:00 17:00 07:00 16:30 07:00 18:00 07:00 17:00 07:00 16:00 05:45 17:00 07:00 18:00 07:00 17:00 08:00 18:00 07:00 16:30 07:00 16:30 07:00 17:00 07:00 17:00 07:00 16:00 05:45 17:00 07:00 16:30 07:00 17:00 07:00 16:30 07:00 16:30 07:00 17:00

DATE Sep 06, Sun Sep 07, Mon Sep 07, Mon Sep 09, Wed Sep 09, Wed Sep 10, Thu Sep 11, Fri Sep 11, Fri Sep 12, Sat Sep 12, Sat Sep 13, Sun Sep 14, Mon Sep 14, Mon Sep 15, Tue Sep 16, Wed Sep 16, Wed Sep 18, Fri Sep 19, Sat Sep 19, Sat Sep 20, Sun Sep 20, Sun Sep 20, Sun Sep 20, Sun Sep 21, Mon Sep 22, Tue Sep 22, Tue Sep 23, Wed Sep 25, Fri Sep 26, Sat Sep 27, Sun Sep 27, Sun Sep 28, Mon Sep 28, Mon Sep 29, Tue Sep 29, Tue Oct 04, Sun Oct 14, Wed Oct 29, Thu Nov 08, Sun Dec 03, Thu Dec 15, Tue

VESSEL BERTH ZAANDAM West PACIFIC PRINCESS East DISNEY WONDER West L’AUSTRAL VOLENDAM West SILVER SHADOW North CELEBRITY MILLENNIUM East RADIANCE OF THE SEAS West GRAND PRINCESS East NOORDAM West OOSTERDAM West RUBY PRINCESS East NORWEGIAN SUN West CARNIVAL LEGEND East CORAL PRINCESS East VOLENDAM West JEWEL OF THE SEAS East STAR PRINCESS East NOORDAM West CROWN PRINCESS STAR PRINCESS East ZAANDAM North OOSTERDAM West NORWEGIAN SUN East CELEBRITY SOLSTICE East STATENDAM West VOLENDAM West LE BOREAL East NOORDAM West OOSTERDAM East DISNEY WONDER West NORWEGIAN SUN East NORWEGIAN PEARL West NORWEGIAN JEWEL East NOORDAM West STAR PRINCESS East STAR PRINCESS East STAR PRINCESS East STAR PRINCESS East RUBY PRINCESS East RUBY PRINCESS East

Arr Dep 07:00 17:00 07:00 16:00 05:45 17:00 07:30 11:00 07:00 17:00 08:00 18:00 07:00 16:30 07:00 17:00 07:00 16:30 07:00 17:00 07:00 17:00 07:00 16:00 07:00 16:00 07:00 17:00 07:00 16:30 07:00 17:00 07:00 16:00 07:00 16:30 07:00 17:00 07:00 16:30 07:00 16:30 07:00 17:00 07:00 17:00 07:00 16:00 07:00 17:00 07:00 17:00 07:00 17:00 07:00 18:00 07:00 17:00 07:00 17:00 05:45 17:00 07:00 16:00 07:00 16:00 07:00 16:00 07:00 17:00 07:00 16:30 07:00 16:30 07:00 16:30 07:00 16:30 07:00 14:00 07:00 16:30

Port of Seattle Pier 91 / Pier 66

DATE VESSEL May 02, Sat WESTERDAM May 03, Sun RUBY PRINCESS May 07, Thu NORWEGIAN JEWEL May 08, Fri CELEBRITY SOLSTICE May 09, Sat WESTERDAM May 10, Sun RUBY PRINCESS May 13, Wed CRYSTAL SYMPHONY May 15, Fri CROWN PRINCESS May 15, Fri CELEBRITY SOLSTICE May 16, Sat WESTERDAM May 16, Sat NORWEGIAN JEWEL May 17, Sun RUBY PRINCESS May 17, Sun NORWEGIAN PEARL May 18, Mon STATENDAM May 22, Fri CELEBRITY SOLSTICE

PIER 91-I 91-E 66-2 91-I 91-I 91-E 66-2 91-E 91-I 91-I 66-2 91-E 66-2 91-I 91-I

March 2015 BC Shipping News 33

2015 CRUISE SCHEDULE Port of Seattle — Pier 91 / Pier 66 DATE VESSEL May 23, Sat WESTERDAM May 23, Sat CROWN PRINCESS May 23, Sat NORWEGIAN JEWEL May 24, Sun NORWEGIAN PEARL May 24, Sun RUBY PRINCESS May 26, Tue CARNIVAL LEGEND May 29, Fri JEWEL OF THE SEAS May 29, Fri REGATTA May 29, Fri CELEBRITY SOLSTICE May 30, Sat CROWN PRINCESS May 30, Sat WESTERDAM May 30, Sat NORWEGIAN JEWEL May 31, Sun NORWEGIAN PEARL May 31, Sun RUBY PRINCESS May 31, Sun AMSTERDAM Jun 01, Mon STATENDAM Jun 02, Tue CARNIVAL LEGEND Jun 05, Fri JEWEL OF THE SEAS Jun 05, Fri CELEBRITY SOLSTICE Jun 06, Sat NORWEGIAN JEWEL Jun 06, Sat CROWN PRINCESS Jun 06, Sat WESTERDAM Jun 07, Sun RUBY PRINCESS Jun 07, Sun AMSTERDAM Jun 07, Sun NORWEGIAN PEARL Jun 08, Mon REGATTA Jun 09, Tue CARNIVAL LEGEND Jun 12, Fri JEWEL OF THE SEAS Jun 12, Fri CELEBRITY SOLSTICE Jun 13, Sat NORWEGIAN JEWEL Jun 13, Sat CROWN PRINCESS Jun 13, Sat WESTERDAM Jun 14, Sun RUBY PRINCESS Jun 14, Sun NORWEGIAN PEARL Jun 14, Sun AMSTERDAM Jun 15, Mon STATENDAM Jun 15, Mon REGATTA Jun 16, Tue CARNIVAL LEGEND Jun 19, Fri CELEBRITY SOLSTICE Jun 19, Fri JEWEL OF THE SEAS Jun 20, Sat NORWEGIAN JEWEL Jun 20, Sat WESTERDAM Jun 20, Sat CROWN PRINCESS Jun 21, Sun NORWEGIAN PEARL Jun 21, Sun AMSTERDAM Jun 21, Sun RUBY PRINCESS Jun 23, Tue CARNIVAL LEGEND Jun 25, Thu REGATTA Jun 26, Fri JEWEL OF THE SEAS Jun 26, Fri CELEBRITY SOLSTICE Jun 27, Sat CROWN PRINCESS Jun 27, Sat WESTERDAM Jun 27, Sat NORWEGIAN JEWEL Jun 28, Sun NORWEGIAN PEARL Jun 28, Sun AMSTERDAM Jun 28, Sun RUBY PRINCESS Jun 29, Mon STATENDAM Jun 30, Tue CARNIVAL LEGEND Jul 03, Fri CELEBRITY SOLSTICE

34 BC Shipping News March 2015

PIER 91-I 91-E 66-2 66-2 91-E 91-I 91-E 66-2 91-I 91-3 91-I 66-2 66-2 91-E 91-I 91-I 91-I 91-E 91-I 66-2 91-E 91-I 91-E 91-I 66-2 66-2 91-1 91-E 91-I 66-2 91-E 91-I 91-E 66-2 91-I 91-I 66-2 91-I 91-I 91-E 66-2 91-I 91-E 66-2 91-I 91-E 91-I 66-2 91-E 91-I 91-E 91-I 66-2 66-2 91-I 91-E 91-I 91-I 91-I

DATE VESSEL Jul 03, Fri JEWEL OF THE SEAS Jul 04, Sat CROWN PRINCESS Jul 04, Sat NORWEGIAN JEWEL Jul 04, Sat WESTERDAM Jul 05, Sun AMSTERDAM Jul 05, Sun RUBY PRINCESS Jul 05, Sun NORWEGIAN PEARL Jul 07, Tue REGATTA Jul 07, Tue CARNIVAL LEGEND Jul 10, Fri CELEBRITY SOLSTICE Jul 10, Fri JEWEL OF THE SEAS Jul 11, Sat WESTERDAM Jul 11, Sat CROWN PRINCESS Jul 11, Sat NORWEGIAN JEWEL Jul 12, Sun AMSTERDAM Jul 12, Sun RUBY PRINCESS Jul 12, Sun NORWEGIAN PEARL Jul 13, Mon STATENDAM Jul 14, Tue REGATTA Jul 14, Tue CARNIVAL LEGEND Jul 17, Fri JEWEL OF THE SEAS Jul 17, Fri CELEBRITY SOLSTICE Jul 18, Sat WESTERDAM Jul 18, Sat NORWEGIAN JEWEL Jul 18, Sat CROWN PRINCESS Jul 19, Sun NORWEGIAN PEARL Jul 19, Sun AMSTERDAM Jul 19, Sun RUBY PRINCESS Jul 21, Tue CARNIVAL LEGEND Jul 24, Fri REGATTA Jul 24, Fri CELEBRITY SOLSTICE Jul 24, Fri JEWEL OF THE SEAS Jul 25, Sat WESTERDAM Jul 25, Sat CROWN PRINCESS Jul 25, Sat NORWEGIAN JEWEL Jul 26, Sun NORWEGIAN PEARL Jul 26, Sun AMSTERDAM Jul 26, Sun RUBY PRINCESS Jul 27, Mon STATENDAM Jul 28, Tue CARNIVAL LEGEND Jul 31, Fri JEWEL OF THE SEAS Jul 31, Fri CELEBRITY SOLSTICE Aug 01, Sat NORWEGIAN JEWEL Aug 01, Sat CROWN PRINCESS Aug 01, Sat WESTERDAM Aug 02, Sun RUBY PRINCESS Aug 02, Sun AMSTERDAM Aug 02, Sun NORWEGIAN PEARL Aug 03, Mon REGATTA Aug 04, Tue CARNIVAL LEGEND Aug 07, Fri CELEBRITY SOLSTICE Aug 07, Fri JEWEL OF THE SEAS Aug 08, Sat WESTERDAM Aug 08, Sat NORWEGIAN JEWEL Aug 08, Sat CROWN PRINCESS Aug 09, Sun NORWEGIAN PEARL Aug 09, Sun AMSTERDAM Aug 09, Sun RUBY PRINCESS Aug 10, Mon STATENDAM

PIER 91-E 91-E 66-2 91-I 91-I 91-E 66-2 66-2 91-I 91-I 91-E 91-I 91-E 66-2 91-I 91-E 66-2 91-I 66-2 91-I 91-E 91-I 91-I 66-2 91-E 66-2 91-I 91-E 91-I 66-2 91-I 91-E 91-I 91-E 66-2 66-2 91-I 91-E 91-I 91-I 91-E 91-I 66-2 91-E 91-I 91-E 91-I 66-2 66-2 91-I 91-I 91-E 91-I 66-2 91-E 66-2 91-I 91-E 91-I

DATE VESSEL Aug 11, Tue CARNIVAL LEGEND Aug 14, Fri CELEBRITY SOLSTICE Aug 14, Fri JEWEL OF THE SEAS Aug 15, Sat WESTERDAM Aug 15, Sat CROWN PRINCESS Aug 15, Sat NORWEGIAN JEWEL Aug 16, Sun NORWEGIAN PEARL Aug 16, Sun AMSTERDAM Aug 16, Sun RUBY PRINCESS Aug 18, Tue CARNIVAL LEGEND Aug 21, Fri CELEBRITY SOLSTICE Aug 21, Fri JEWEL OF THE SEAS Aug 22, Sat CROWN PRINCESS Aug 22, Sat NORWEGIAN JEWEL Aug 22, Sat WESTERDAM Aug 23, Sun RUBY PRINCESS Aug 23, Sun AMSTERDAM Aug 23, Sun NORWEGIAN PEARL Aug 24, Mon STATENDAM Aug 25, Tue CARNIVAL LEGEND Aug 28, Fri JEWEL OF THE SEAS Aug 28, Fri CELEBRITY SOLSTICE Aug 29, Sat NORWEGIAN JEWEL Aug 29, Sat CROWN PRINCESS Aug 29, Sat WESTERDAM Aug 30, Sun AMSTERDAM Aug 30, Sun RUBY PRINCESS Aug 30, Sun NORWEGIAN PEARL Sep 01, Tue CARNIVAL LEGEND Sep 04, Fri CELEBRITY SOLSTICE Sep 04, Fri JEWEL OF THE SEAS Sep 05, Sat NORWEGIAN JEWEL Sep 05, Sat WESTERDAM Sep 05, Sat CROWN PRINCESS Sep 06, Sun NORWEGIAN PEARL Sep 06, Sun AMSTERDAM Sep 06, Sun RUBY PRINCESS Sep 07, Mon STATENDAM Sep 08, Tue CARNIVAL LEGEND Sep 11, Fri CELEBRITY SOLSTICE Sep 11, Fri JEWEL OF THE SEAS Sep 12, Sat NORWEGIAN JEWEL Sep 12, Sat CROWN PRINCESS Sep 12, Sat WESTERDAM Sep 13, Sun AMSTERDAM Sep 13, Sun RUBY PRINCESS Sep 13, Sun NORWEGIAN PEARL Sep 18, Fri CORAL PRINCESS Sep 19, Sat CROWN PRINCESS Sep 19, Sat NORWEGIAN JEWEL Sep 19, Sat WESTERDAM Sep 20, Sun NORWEGIAN PEARL Sep 20, Sun AMSTERDAM Sep 21, Mon STATENDAM Sep 24, Thu VOLENDAM Sep 26, Sat WESTERDAM Sep 27, Sun AMSTERDAM Sep 27, Sun NORWEGIAN PEARL Sep 27, Sun NOORDAM

PIER 91-I 91-I 91-E 91-I 91-E 66-2 66-2 91-I 91-E 91-I 91-I 91-E 91-E 66-2 91-I 91-E 91-I 66-2 91-I 91-I 91-E 91-I 66-2 91-E 91-I 91-I 91-E 66-2 91-I 91-I 91-E 66-2 91-I 91-E 66-2 91-I 91-E 91-I 91-I 91-I 91-E 66-2 91-E 91-I 91-I 91-E 66-2 66-1 91-E 66-2 91-I 66-2 91-I 91-I 91-I 91-I 91-I 66-2 91-E

COMPANY PROFILE

Photo by Dave Roels, www.daveroels.com

Now here’s a marine mix that’s doing well

By Ray Dykes

H

Happy

Today, the Amix Group employs 140 and is growing, although not rapidly, says President and part owner Clarke Longmuir, but “we are profitable and we are happy.”

About 75 per cent of the business today is tug or tow boat related, but the salvage projects and heavy lifts make up about 25 per cent of the revenues. These big jobs tend to be the headline grabbers and more spectacular thanks to using a ringer crane Amix bought in 2005 and mounted on its barge the Arctic Tuk. This purchase has opened the doors on a wide variety of high-profile work.

>>> “We have the ability to look at any type of situation or problem and see if we can help and we act immediately.

And we’re not afraid. If we see an option better than Amix then we suggest it.”

Photo credit: Dave Roels (www.daveroles.com)

aving been around in one form or another since 1971, the Amix Group has managed to carve out its own distinctive niche on the waterfront. Not many businesses span the breadth of operations found in the New Westminster group of companies that come together under the Amix Group umbrella — everything from barges to tug boats, heavy lift cranes to marine salvage, break bulk cargoes to transloading yachts and reloading cargoes.

The marine-based companies are Amix Marine Services, Amix Marine Salvage, and Amix Heavy Lift. Between them, they have eight tug boats, 18 barges, and 10 cranes or crane barges.

The group was founded by Ed Jackson 44 years ago, when he started moving scrap metal from the Interior of British Columbia to the West Coast and a spot on the Fraser River. Jackson and Peter Brown had previously been partners in Sea Link Marine; Brown and the Sea Link companies were bought out in 2011. A regrouping of ownership followed and the business plan was aimed at marine transportation. Ed’s son Willie is now majority owner and CEO.

For example, Amix was front and centre doing vital salvage work at Roberts Bank late in 2012 after the Capesize Cape Apricot sliced through the causeway heading to Berth One. It had been on the Westshore site earlier in 2009 unloading segments of a new, $25-million stackerreclaimer, which was then assembled on site.

Amix was on hand at the Queensborough Rail Bridge in 2011, helping lift the structure back onto its pedestal after it had been knocked off by an errant gravel barge.

The heavy lifters were also on hand in 2013 at Neptune Bulk Terminals for its potash and coal capacity boost — lifting, transporting and positioning their large hoppers. And Amix removed and dismantled two dock cranes from the Port of Olympia, Washington, in 2014.

You’ll also see Amix working at Richardson Grain in the Inner Harbour as part of that $120 million expansion by hoisting hoppers into silos along with some elevated conveyors. Other heavy lifts have ranged from yachts to small BC Ferries vessels.

Amix’ Arctic Tuk with ringer crane is put to good use helping Richardson Terminals with their upgrades.

March 2015 BC Shipping News 35

COMPANY PROFILE While the heavy lifters tend to get the headlines, it is the tug and tow boat fleet that, day-in day-out, swells the coffers the most for the Amix Group. While the fleet is old — the average age of the eight tugs could be as high as 50 years — no new builds are currently planned. The vessels remain reliable and Longmuir says the company takes pride in maintaining them, keeping them freshly painted and out there earning their keep.

Three of the tug fleet is part of a long-term charter to Seaspan Ferries and its drop trailer service to and from Vancouver Island.

Photo courtesy of Amix

Headlines

Safety first

Photo: Dave Roels

Amix is also proud of its record in health and safety and has earned a BC Construction Safety Alliance Certificate of Recognition for both health and safety and safety and injury management.

Longmuir thinks the approach by Amix is different from many companies in the marine world as its workforce is given a clear message that safety comes before anything else.

“Over the last three years, it has been easier to get our people to buy-in on wearing correct safety gear and following our written safety rules,” he says. “You are out there working against the elements in a demanding climate and people could put themselves at risk. We drive it home that we don’t want them to take risks.

This is not always easy as our people want to get the job done and we respect that diligence. However, we feel we have a really good attitude in our workforce about safety,” says Longmuir.

A bucket wheel for Westshore Terminals.

Far afield

Amix doesn’t mind taking the waters less travelled, either, in its search for new business in the industry. Over the past five years, it has found long-haul logging work for its fleet from Haida Gwaii down to the Fraser River as well as into the USA. “We serve the industry providing a reliable service hauling smaller loads with little damage,” Longmuir adds.

The company tags its website with a catchy little slogan, “Real people, true service.” Longmuir says it’s more than just something cute to say. He talks of pride in being honest in business dealings with Amix being quite ready to recommend someone else for a job if it’s felt they could do it more economically.

“What makes us stand out?” Longmuir repeats one of my questions. “We have the ability to look at any type of situation or problem and see if we can help and we act immediately. And we’re not afraid. If we see an option better than Amix then we suggest it.”

Open honesty

Your donation will help us “Save Lives at Sea” Email: info@canadianlifeboatinstitution.org

www. canadianlifeboatinstitution.org Registered Charity #88999 8977 RR0001

36 BC Shipping News March 2015

Amix and its team truly believe that such an attitude and open honesty will pay off for them in the long run. As for the future, Longmuir says “we are happy with the share of the market we have.” He explains that in many respects, Amix “has its own niche of what we can offer.”

While the last couple of years haven’t been extremely lucrative, Amix has been finding new business regularly and Longmuir says it likes to focus on its loyal customers.

And as the website says, “We are best known for our ability to meet tough challenges in a timely manner, on land or on sea.”

That customer base brings business to all points in Canada and the U.S. and as far away as Asia. Not bad for a small company that started out moving scrap metal almost 45 years ago.

Ray Dykes is a journalist who has worked his way around the world as a writer / photographer. Ray can be reached at prplus@ shaw.ca.

AIR EMISSIONS Fuelling improvements and change in maritime transport emissions

By Darryl Anderson

Managing Director, Wave Point Consulting

C

ommercial and regulatory changes are fuelling very significant reductions in the level of maritime transport emissions. This article will explore global and local trends and impacts. It will also explore the regulatory framework and commercial environment to better understand the reasons for the progress made to date and identify lessons learned. It will close by pointing to emerging issues that face the industry.

Vessel emissions in a global context

The International Chamber of Shipping notes in its recent report, Shipping, World Trade and the Reduction of CO2 Emissions (prepared for the United Nations Framework Convention on Climate Change negotiations), that shipping is the only industrial sector already covered by a binding global agreement to reduce its CO2 emissions through technical and operational measures agreed — with full industry support — by its global regulator, the International Maritime Organization (IMO). Thus, the key question to ask is whether this has resulted in any positive outcome at either the global, or local level.

The level of ratification and enforcement of IMO environmental conventions is very high in comparison to international regulations applying to many land-based industries. The IMO’s and industry commitment to environmental sustainability has not only been effective in significantly reducing oil spills, but also the amount of CO2 emissions in the face of an increased volume of international trade. The Third IMO GHG Study 2014 found that, on a global basis, international shipping represented 2.2 per cent of global CO2 emissions in 2012 compared to 2.8 per cent in 2007. The sector emitted 796 million tonnes of CO2 in 2012 and 885 tonnes of CO2 in 2007.

>>> ...shipping is the only industrial sector already covered by a binding global agreement to reduce its CO2 emissions through technical and operational measures agreed — with full industry support...

The IMO regulations allow nation states to create areas for enhanced environmental protection.

In 2013, the North American Emission Control Area (NA-ECA) regulations were adopted under Annex VI to the International Convention for the Prevention of Pollution from Ships (MARPOL). The NA-ECA entered into force on August 1, 2012, and set a one per cent limit on the sulphur content of marine fuel, followed by a 0.1 per cent limit effective January 1, 2015. Outside the emission control areas, the current IMO limit for sulphur content of fuel oil is 3.50 per cent by comparison, falling to 0.50 per cent on and after 1 January 2020.

The 2020 date is subject to a review, to be completed by 2018, as to the availability of the required fuel oil. Depending on the outcome of the review, this date could be deferred to January 1, 2025.

Adapting to the challenge of reduced maritime air emissions

On a global basis, container vessels, bulk carriers, oil tankers, general cargo vessels and chemical tankers are the dominant sectors driving the demand for marine fuel. The cruise, ferry and LNG vessels are amongst the next largest group of ships responsible for emissions.

Given the wide variety of ship types, the maritime industry did not adopt a one-size-fits-all approach to reducing air emissions. Fuel availability and cost, the practicality of retrofitting ships, vessel adaptation costs, mechanical problems

arising from fuel switching and the potential loss of vessel power are just some of the commercial and practical considerations the industry addressed in reducing their emissions.

There are three primary ways the industry has innovated to address the issues of lower air emissions. Ships can continue to use existing marine bunker fuel but have scrubbers installed to remove sulphur from the exhaust combustions; switch to using a new distillate low sulphur fuel; or move to an altogether new fuel source.

Mr. Greg Wirtz, President of the Cruise Line International Association – North West and Canada, provided information that indicates the cruise industry has strongly supported the environmental and public health goals of the Emissions Control Area. Indeed, the cruise industry encouraged the United States Environmental Protection Agency, U.S. Coast Guard, and Transport Canada to fully embrace the range of compliance options under the IMO’s regulations.

The cruise industry has opted to choose scrubber technology — exhaust gas cleaning systems — to reduce ships’ emissions of SOX . For example, Carnival has announced their intentions to retrofit scrubbers on 32 vessels operating within the North American ECA. Installing scrubber technology depends to a significant degree on the size of the engine and the amount of space available on the ship, thus it costs between $2 to $5 million per vessel.

March 2015 BC Shipping News 37

AIR EMISSIONS Some cruise lines have taken to cold ironing while in ports such as Vancouver, Seattle and Juneau. Rather than running engines while moored at berth, a shoreside electrical power source allows the vessel to turn off internal power sources.

Marine gas oil (MGO) and marine diesel fuels are the primary alternatives to heavy fuel oils (HFO). In making an investment decision to either install scrubbers or switch fuels, shipowners consider the price differential between Heavy Fuel Oil (HFO) and Marine Gas Oil (MGO). Based on the Bunkwerworld Index, the 0.1 per cent low sulphur fuel has been, on average, 64 per cent more expensive since April 1, 2014. However, there has been a considerable variation in this price differential. With the significant drop in crude oil prices, Marko Trica, fuel oil editor for Platts, stated in a February 6, 2015 podcast, “MGO appears to be the popular fuel choice with ship owners during the early transition period to 0.1 per cent sulphur content.”

Before the introduction of the low sulphur marine regulations in January 2015, shipping lines warned that they would have to increase bunker surcharges, increase freight rates, or introduce a new low-sulphur surcharge to offset the extra

38 BC Shipping News March 2015

>>> While the global results of the shipping industry are indeed positive, many readers will be interested in knowing what impact...[the]...regime has had at the local level. costs. Overall, industry analysts were anticipating that MGO would rise as much as 20 per cent in 2015 due to increased global demand and tight supply conditions, even though the price of the basic oil feedstock has declined significantly over the past six months. To get a perspective on marine fuel developments in British Columbia, we tried to gather a variety of perspectives. However, due to commercial confidentiality considerations, neither ICS Petroleum Ltd. nor Marine Petrobulk Ltd. were able to offer comment for this article.

Some container shipping lines are now including a low sulphur fuel surcharge as part of their price tariff. Westwood Shipping advised clients the additional cost for low sulphur fuel would account for eight per cent of the total fuel surcharge for a eastbound 40-foot container shipment using a Seattle to Korea trade route. The drop in world crude prices and the subsequent fall in marine bunker

prices means that the cost impact of the low sulphur surcharge fuel is muted for shippers using the containerized maritime logistics. However, the cost impact to shippers and shipowners will increase when fuel prices rise.

Reduced vessel emissions in B.C.

While the global results of the shipping industry are indeed positive, many readers will be interested in knowing what impact international shipping’s regulatory regime has had at the local level.

Under the BC Environmental Management Act, Metro Vancouver has been delegated authority to manage air quality within the Metro Vancouver region. This local responsibility is unique within the Canadian regulatory context and as such, Metro Vancouver officials have a vantage point and perspective of both the International Maritime Organization regulations and local initiatives.

Mr. Roger Quan, Director, Air Quality and Climate Change for Metro Vancouver’s observed that the October 2014 Integrated Air Quality and Greenhouse Gas Management Plan — Progress Report documented the very significant reductions in the pattern of marine emissions that have occurred for sulphur dioxide, diesel particulate matter, and fine particulate matters — they have decreased 95 per cent, 71 per cent and 28 per cent respectively.

However, there has been a 10 per cent increase in nitrogen dioxide. This growth will be mitigated over time with the implementation of the North American Emission Control Area, which is expected to result in steady improvements in NO2 emissions from marine vessels by 2030.

Port Metro Vancouver (PMV) recognized the challenges ship owners and the maritime industry faced in meeting the emissions reduction targets. In 2007, PMV created the innovative Blue Circle Award for the EcoAction Program for Shipping.

The program offers a financial incentive for shipping lines that reduce emissions from their ocean-going vessels. The Blue Circle Awards honour gold, silver or bronze ratings based on efforts to reduce air emissions, depending on the quality of fuel used and overall emission reductions. Vessel operators can apply for the

Source: ABS Exhaust Gas Scrubber Systems

AIR EMISSIONS

Exhaust gas cleaning systems — or scrubbers — like the Alfa Laval model shown above, have become one option considered by the shipping industry to address air emissions.

program at each call or provide an annual declaration for their vessels. By 2013, 16 shipping lines had received a Blue Circle Award: 10 from the container sector, three from cruise, two from general cargo and one from the bulk and break-bulk sectors.

Ms. Julia Ren, Strategic Communications Advisor for Port Metro Vancouver, stated, “While we do not have the final list of recipients for 2014 Blue Circle Award yet, our data does show that the uptake of the program has remained strong and consistent.”

Additional initiatives included the Truck Licence System for the drayage sector in 2008, and the Northwest Ports Clean Air Strategy which was updated in 2013. And PMV just launched a brand new program in 2015 — the Non- Diesel Emissions (NRDE) Program, again, demonstrating industry’s ongoing efforts to

reduce diesel particulate matter emissions associated with nonroad equipment and cargo-handling equipment operating within Port Metro Vancouver’s jurisdiction.

In Victoria’s “Analysis of Sulfur Dioxide Levels — James Bay Neighbourhood 2013,” report findings indicate that the levels of SO2 were lower in 2013 (post-ECA) than in previous years (preECA). Data from the report indicates that no local, provincial or federal air quality regulations were exceeded. Ongoing monitored results demonstrate that this is a continuing trend in line with the changes in ECA-compliant fuels and the significant investment by the cruise industry to install scrubber technology.

Outlook

Paul Greaves, head of Marine Research and Technology for Rolls-Royce, noted in a January 20, 2015 interview with Marine Offshore Technology that, “People often think of shipping as a conservative industry resistant to change. But right now the momentum for new marine technology shows the sector has its sights firmly set on innovation.” As we look ahead here in the Pacific Northwest, BC Ferries is leading the pack locally with the introduction of new LNG fuel powered vessels.

Internationally, during the last half of 2014, new marine fuel products entered the market. It is likely that the price for these new marine fuels will be offered at prices below MGO, although their geographic availability is likely to be limited and uptake slow as long a crude prices remain low. A low sulphur fuel availability study will be conducted by the IMO no later than 2018 with the goal of implementing tougher global standards elsewhere by 2020. The results of this study will no doubt influence the next round of shipping innovation.

On a regional basis, Roger Quan of Metro Vancouver contributes to the work of the BC Marine Vessel Air Quality Workgroup, co-chaired by the Chamber of Shipping of British Columbia and Environment Canada. This workgroup facilitates the practical exchange of information and development of co-ordinated and collaborative policies, programs and actions for air emission inventories related to vessels operating on the coast of B.C. While the commercial environment remains choppy, what it is clear is that the IMO has been effective both globally and locally in reducing CO2 emissions from all sectors of the international shipping industry.

Darryl Anderson is a strategy, trade development, logistics and transportation consultant. His blog Shipper matters focuses exclusively on maritime transportation and policy issues. http://wavepointconsulting.ca/shipping-matters.

March 2015 BC Shipping News 39

ENERGY TRANSPORT ENERGY TRANSPORT Maritime energy transport:

Shore-side lessons

By Captain Duke Snider, FNI Nautical Institute BC Branch

>>> ...the interface between ships and shore is often

T

he Pacific Northwest is not new to supporting and enabling the safe transport of energy at sea. From pipelines to refineries, to port facilities for exporting hydrocarbon and coal, shoreside infrastructure is commonplace from Oregon to Alaska. Some might say that the frequency of transits of coal-carrying bulkers, crude oil and product tankers as well as LNG carriers is so frequent as to become almost invisible. Thousands of vessel movements related to energy transport occur every year in our waters. However, the interface between ships and shore is often forgotten when one thinks of transporting energy in its various forms at sea. This forgotten sector is rising in visibility. Recent focus stemming from hoped-for regional benefits expected to result from opening new

forgotten when one thinks of transporting energy in its various forms at sea. commodity markets, such as the export of LNG, is raising expectations for new employment in this region — throughout Oregon, Washington, British Columbia and right through to Alaska.

Dozens of proposals to develop new, as well as to upgrade present hydrocarbon export terminals and facilities, are on the drawing boards for the Pacific Northwest.

Regardless of the latest cyclical drop in oil and gas prices in recent months, many of the new proposals continue to move ahead. While the commodity price drop has negatively impacted some planned developments, resulting in operational target dates moved to the right, or

maritime and commercial law on canada’s west coast Nevin Fishman Mark W. Hilton Katherine A. Arnold James Vander Woude

W. Gary Wharton David K. Jones Connie Risi Joanna R. Dawson

Peter Swanson Catherine A. Hofmann David S. Jarrett Megan Nicholls

Thomas S. Hawkins Tom Beasley Russell Robertson

associate counsel: Lorna Pawluk tel: 604 . 6 8 1 . 1 7 0 0 fax: 604.681.1788 emergency response: 604.681.1700 address: 1500–570 Granville Street, Vancouver, BC, Canada, V6C 3P1 web: www.bernardllp.ca

40 BC Shipping News March 2015

proposals withdrawn completely, many others are moving ahead through the various approval processes. With interest still high, support ports, communities, and provincial and state governments are looking carefully how to balance support for emerging employment sectors with responsible environmental stewardship. The Nautical Institute British Columbia Branch’s upcoming conference on Maritime Energy Transport will look in part at challenges faced in this regard to hopefully learn lessons from other regions that have previously seen substantive changes in their maritime affairs due to new impacts from energy transportation developments.

Obviously, the Pacific Northwest is not the first coastal region to see advantages in encouraging new markets for energy trade and commerce while ensuring sustainable resource development and protection of the environment. To the north, in the 1970s, Alaska’s emergence from its quiet wilderness economy to a powerhouse of oil export resulted in demonstrative changes in the state’s economic foundation and eventual superiority. Yet again, Alaska is adapting to both a new future of offshore oil exploration and development as well as expected increased energy transport through its shores as Arctic E&D expands. In the late 1960s and early 1970s, the pastoral and remote region of northern Scotland suddenly experienced exponential growth as the wealth of the North Sea oil discoveries spurred on rapid development of massive shore-side and seagoing support for first the exploration and development, then the production phase based on the extensive hydrocarbon reserves just offshore from the pristine Scottish coastline.

ENERGY TRANSPORT The Nautical Institute’s Honourary Secretary, Captain Robbie Middleton, FNI cut his chops in the growing North Sea bonanza four decades ago. Through many years of experience in the Offshore Industry, Captain Middleton will open discussions on “Lessons Learned from Oil Industry Impact in Scottish Waters.”

Scotland today owes a great deal of their present prosperity and strong economic status to the thoughtful management of the industry that supports the North Sea oil and gas industry. Captain Middleton will share some the hard won lessons that allowed for the productive and environmentally aware development to proceed.

Our Alaskan neighbours to the north are also looking at planning for future increases in marine traffic on their doorstep, not only from their own ongoing export of Alaskan offshore oil but from increases in transit traffic expected to result from full-scale LNG exports from the Russian Arctic Yamal gas fields as well as increased interest in oil export from Prirazlomnaya and Varandeyskoe.

Drue Pearce, AFNI, a Senior Policy Advisor from Crowell & Moring LLP will discuss the challenges readying the Alaskan gateway to the Arctic, particularly when timelines are uncertain. Much like British Columbia, hoped-for development in Alaska is moving ahead in fits and spurts as communities and the various levels of government build new collaborative processes of assessment and put in place regulations that will both encourage and ensure the highest levels of safety in not only exploration and development of hydrocarbon assets, but the transport and export from Alaska as well as the cargo carriage along Alaska coastlines from other exporters such as the Russian Arctic gas fields.

These two speakers outlining past lessons as well as ongoing efforts, will lead the way to an informative panel that will discuss preparing and operating port infrastructure in support of maritime energy transport. The Port Infrastructure panel during the conference promises an interesting interaction among the panelists. Gary Paulsen, Harbour Master Port of Prince Rupert, will address management of a port growing to meet emerging maritime energy exports as Prince Rupert looks to a future of potentially frenetic growth in energy export. Most of the export facilities proposed for British Columbia are within or very near to Prince Rupert Port. Captain Dave Kyle AFNI from Pacific Northwest

>>> In the last few decades, specialization of ships has continued at a rapid pace, all with the intent to ensure safe and efficient delivery of cargoes.

LNG will discuss how an LNG port developer collaborates and what faces their efforts to put in place new infrastructure. One of the most advanced LNG export proposals, Pacific Northwest LNG may be the first out the gate in the race to export BC LNG to the rest of the world.

From the Barrow Alaska’s North Slope Borough, Mayor Charlotte Brower will bring the point of view of the small local community dealing with the benefits and fallout of possible rapid development of a marine service sector that is new to many residents and how they must adapt as well as protect traditional lifestyles. To discuss how existing facilities must prepare for new growth necessary to meet changing demands, the panel will look to Mike Davies, Senior Director, Marine Development for Kinder Morgan Canada.

An open discussion will inform and educate on how the complex web of shore

infrastructure works to ensure the highest standards of safety in the sector.

The transport of energy at sea has been part of maritime commerce for thousands of years. From transport of cut timber to whale oil, to coal and hydrocarbons, ships have loaded, transited and discharged their cargoes around the globe. In the last few decades, specialization of ships has continued at a rapid pace, all with the intent to ensure safe and efficient delivery of cargoes. To enable that safety record to continue, local communities have adapted as well to ensure the shore-to-sea-to-shore energy transport interface is as seamless, safe and efficient.

To learn more about the Nautical Institute BC Branch’s conference — May 7 and 8, 2015 in Victoria, visit: www.nibcconference2015.com.

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www.aarc-west.com/www.awcoatings.com March 2015 BC Shipping News 41

TRAINING Waterfront emergencies

By John Lewis, FNI, CRSP SeaFire Training Ltd.

T

he land/water interface has fascinated us since the first human boarded a log and pushed off from the shore. The port is where we meet other cultures, for trade and recreation.

Emergencies in a harbour may take many forms — fire, release of hazardous materials, confined space incidents, explosion, or criminal activity such as theft, smuggling, or hostage taking or the difficult problem of stowaways. Incidents may occur on land, on water, in the water or on board a vessel — domestic or foreign, manned or unmanned. The variety is endless; the area vast, the vessels and crews ever changing yet ever present.

Planning

The variety is endless; the area vast, the vessels and crews ever changing yet ever present. How do we plan for emergencies in such an environment? affected by language, cultural or other barriers. The population of the port is transient. Cruise ships bring thousands into the cities. Some B.C. marinas in summer may come close to equaling the population of the town. Security measures protect the ports but may reduce access in emergencies.

Pre-incident planning is essential: good planning is detailed enough to provide quick, efficient and effective response; flexible enough to allow changes of direction if required. No one foretold an ice storm as happened in eastern North America in 1998: it would have sounded too fantastic. However, measures taken for other, predicted situations

Photo credit: Terry Schintz/CKNW

How do we plan for emergencies in such an environment? On land, the variables of tide and current are absent and the participants in emergency response are usually local residents — or at least from adjacent areas. In the harbour, access may be hindered by physical or legal means: communications may be

>>> Emergencies in a harbour may take many forms...

Disaster averted as port, terminal, fire, police and other agencies worked together to extinguish a chemical fire at Port Metro Vancouver’s Centerm Terminal in early March.

42 BC Shipping News March 2015

were employed to deal with the results of the storm. In Montreal, the port suffered a brown-out but no black-out, due to planned electrical resources. However, one unexpected problem emerged: vessel movements were curtailed due to overhead wires which hung lower than normal due to ice accumulation.

In B.C., we have had vessel fires, plane crashes in harbours, vessels striking marinas (Queen of Oak Bay, Horseshoe Bay, 2005), and a vessel severing a wharf and conveyor (Westshore Terminal).

Vessel crew have been injured or killed during lifeboat deployment, or during mooring operations (struck by lines).

Vehicles have driven into the harbour or off ramps, with loss of life. Major fires such as in New Westminster, or Kitsilano (1989) have destroyed wharfs and vessels. Containers, with their varied contents not easily ascertained, have been involved in several incidents.

As ports grow, terminals are added.

Each terminal becomes its own port within the greater harbour. Most emergencies may be dealt with by the terminal; some require the involvement of the Harbour Master’s office.

Types of Emergencies

The first step in any planning process is to assess what types of emergencies might occur. Among the more obvious possibilities for a harbour are: collision, grounding, or sinking.

Floods, or unusually high tides or fast currents, may also be causes of

TRAINING emergencies such as broken moorings, or even vessels adrift (without power). Earthquakes and tsunamis are also possible (Port Alberni, 1964).

Situations, which usually involve vessel crews, or terminal workers, then the Fire Department, include fire, explosions, hazardous materials, confined space; and may involve the Ambulance Service for situations such as for a medical emergency, contagious or infectious disease, or contaminated foodstuff.

The emergency may involve medical teams and hospitals, for example with CBRN threats (Chemical/Biological/ Radiological/Nuclear); or involve Fire, Ambulance, Police and possibly Military.

The role of police in many emergencies relates to crowd control but also in cases of stowaways or illegal entrants, hostagetaking incidents, large-scale illegal operations, or smuggling such goods as drugs or other contraband, or even car theft. The police will be the main players. (At one time, we had seven police forces operating in Vancouver port - including railway police).

Industrial action, strikes or lock-outs, may impact the port. A terminal cannot accommodate many trucks before congestion closes the roads.

A long but not exhaustive list of potential participants in a Harbour Emergency follows: • Harbour Authority (such as Port Metro Vancouver) • Coast Guard and Vessel Traffic Services (Marine Communications Traffic Systems - MCTS) • ECOM • Transport Canada Marine Safety (TC) • Transportation Safety Board (TSB) • Small Craft Harbours (DFO-SCH) • Fire Departments • Ambulance Service • Police Departments • Environmental Agencies and Clean-up Services • Western Canada Marine Response (WCMRC) • Federal Agencies, e.g. Environment Canada • Provincial Agencies, e.g. BC Environment • Fish and Wildlife Protection • Industrial Emergency Response Teams • Search and Rescue • Community Groups • Suppliers/Distributors/Chandlers • Insurance Companies, and Protection & Indemnity (P&I) Clubs • Ship’s Agents • Owner’s Representatives • Classification Societies • ILWU and BCMEA • Transport Companies (rail, road, water, air, pipeline) • Vessel traffic (domestic, foreign, military, charter, recreational) Each group has its own mandate, mores, cultural and communications problems. The very operation of the port depends upon good communications, so why not build on existing channels to provide emergency response capabilities?

Harbour Master or his staff usually will so together they have significant communications abilities)?

Information is generally available, if people know who and what to ask and where to look for answers. Are the harbour staff, or terminal security, full-time or casual, regular or contract, aware of what to do, whom to call, in an emergency? Access to the scene of the incident sounds easy, but do the emergency responders know the way? Perhaps terminal managers should establish routes of access so that an incident on, say, one berth does not require closure of the whole facility.

Logistical support and resources such as firefighting agents, food and shelter, interpreters, and staging areas may be required. Plan for them.

Media communications — one voice, with an agreed announcement. Nowadays, so many have cell phones and cameras that nothing is secret and little is private. The best response to rumours is accurate and consistent information.

How to achieve an integrated response

Partnerships, unified responses, co-ordinated dispatches and inter-agency orientations are some methods by which efficiency, effectiveness and economy in resources may be achieved. Often, such initiatives, though worthy and well intentioned, fail to achieve their aim. Why? Failure to integrate a multi-agency response may be caused by: • A paper agreement which has never been implemented by the “rank and file” • Middle management and supervisors not meeting their opposite numbers frequently

Requirements of emergency response

Communications, information, personnel, access, transportation — all are requirements that can be planned in advanced, for example, communications may be established and tested monthly. Ask questions: can Fire Department A communicate with B? If so, how? Can Police and Ambulance speak directly to each other? Does the Fire Department have VHF (because the

March 2015 BC Shipping News 43

TRAINING • Reluctance to exercise emergency response actions or test communications • Lack of personnel trained to an agreed standard.

First, identify the hazard and assess the risk

When all goes well it is often said, “it’s not broken so don’t fix it.” Planning for emergencies may be seen as “tempting fate.” Emergency planners must play “what if?” Each time they identify a potentially hazardous situation the risk is assessed and, if thought serious and likely, measures taken to eliminate the possibility or minimize the effect.

Pre-incident planning, hazard assessment, risk assessment and quantifying risk are long established methods of loss control, but more often talked about than practised. The first step is often the hardest — actually to assess the hazard and degree of risk.

The next step is equally difficult: that is to create an inventory of resources such as trained personnel, equipment and other materials. Check this inventory for all times of day and week. Resources

present during the week are rarely available at night or weekends. When we know what resources we, or other agencies have, we can then identify the gap and take steps to reduce it.

The closer our normal operational procedures are to desirable emergency procedures, the greater the chances of a successful response. For example, if vessel information and details of any hazards, such as hot work, or wharf repairs are well maintained by the terminal, there should be no delay in obtaining such information in an emergency. Some of this information may be held by the port, some by the terminal.

Waterfront emergencies are inevitable. Most events are well managed in well-run ports such as Vancouver. As the port becomes busier, each terminal may be somewhat distant (both geographically and operationally) from port management.

Training

Training is often seen as a “necessary evil” — and the idea of training with others from outside the company may seem somehow to be an admission of weakness.

We all have our areas of specialty and cannot do all things equally well. To function as one organization (which is the goal of Unified Response) we must: Train together to agreed standards — unless we work in complementary (not identical) ways, we cannot hope to work together. This covers equipment, terminology, etc.

Use an Incident Command or Incident Management System for emergency response. The ICS or IMS system involves use of a modular organization, common terminology and a reasonable span of control. It may be used for all incidents, from a small, single-agency response to a multi-agency, multi-jurisdictional response.

Exercise Management Functions — all sections of the organization must know their roles and responsibilities.

Just because a senior manager is a great engineer or accountant does not mean he or she may function well in an emergency.

Skills must be learned and practised.

Exercise Operational Functions — everyone must practise their skills.

This means deploying and operating the response equipment, for example, if you

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TRAINING >>> ...if the process of planning and prevention is on-going, the most likely hazardous occurrences will be reduced. have an oil skimmer, practise using it —don’t just check it and leave it in the shed — it may not work when required.

Test pre-incident planning through drills — at agreed intervals, pull together the above functions and test an identified scenario through a full-scale drill. This will show how feasible the planned response is likely to be. The plan may be unworkable: change it.

Keep large-scale training to a minimum — the above drills, though useful, are contingent for success on the planning and the regular exercise of Management and Operational Functions. Too many large-scale drills are not only costly but unproductive and may generate resentment. Better to have all the parts working smoothly before embarking on a full scale, multi-agency exercise.

Meet frequently with other organizations — all levels should meet with their opposite numbers, not just senior management. It is important to establish lines of communications between organizations, both formally and informally. In an emergency, people will relate better to someone they know and who knows their organization.

Design and offer orientations to other organizations. We cannot expect others to appreciate our needs, concerns and limitations if we do not inform them.

Test communications monthly. This is one of the easiest things to do and it is rarely done. Call. Test the fan out or other procedures. If a number is stated to be a 24-hour number, call it. If you get an answering machine, or there is failure to answer, then it is not a 24-hour number and appropriate actions must be taken. It takes less than 20 minutes (on average) to test communications.

Systems and numbers change, people change: how often have you called someone after a few months and found their number disconnected or changed? It is essential to check communications regularly. Keep your lists of call-out numbers in groups of five to enable swift delegation of calling during an emergency.

Review all procedures annually. As with communications, people and situations change. Plans must be reviewed at least annually. If there is a good system of exercising and drills, the work of review will be minimal.

Conclusion

Of course, if the process of planning and prevention is ongoing, the most likely hazardous occurrences will be reduced.

This in turn leads to a sense of complacency until there is an incident and the cycle begins anew. It may seem trite to say that emergency response may be improved simply by meeting with other agencies: there must be more than just talk. But if we do not meet specifically to plan emergency response actions, to agree and review plans and to train together, how may we expect to respond together?

The exact “how” to achieve all this is left to the individual organizations. Each harbour is different: the answer to “who’s in charge?” will vary from harbour to harbour and from incident to incident. Use of an ICS (Incident Command System) or IMS (Incident Management System) will almost certainly aid in integrating an emergency response — but it must be practised to be effective.

Meeting frequently with other agencies to establish communications is key for emergency planning.

In a world where “doing more with less” has become a slogan, no one agency can or should assume all responsibilities or have all control. In a harbour, more than anywhere else, integration of emergency response makes sense, is achievable and is happening.

John Lewis is a safety and risk management consultant. He has taught marine firefighting for land-based firefighters to many departments in Canada, Ireland and the U.S. and is a Master Mariner with a chemical tanker background. John can be reached at seafire@shaw.ca.

Marine Fire and Safety Training and Consulting • Safety and risk management • Safety audits • Offering courses in Marina and Small Craft Harbours Fire Fighting; Confined Spaces Entry and Rescue; Waterfront Hazmat; Initial Emergency Response to Incidents for Terminal and Port Operators; Spill Response; and Basic Fire Fighting

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March 2015 BC Shipping News 45

CARGO LOGISTICS ENVIRONMENT GreenTech 2015

Conference highlights sustainability at work in marine transportation

By Julie Gedeon

G

reen Marine is delighted to hold its annual conference on the U.S. West Coast for the first time. “We had a great experience when the West Coast first welcomed us to Vancouver, B.C., two years ago, and look forward to returning to that side of the continent,” says David Bolduc, Green Marine’s executive director.

“This year’s location is also keeping with the Green Marine goal to hold the conference in different regions every year to enable more of the staff employed by our members to attend GreenTech and to familiarize new people — including the public through the media — with the environmental program,” he adds.

Seattle bound!

It is also an ideal destination because of the stewardship demonstrated by the Port

>>> “We had a great experience when the West Coast first welcomed us to Vancouver, B.C., two years ago, and look forward to returning to that side of the continent...” of Seattle when it comes to sustainability.

The port authority has earned the top Level 5 ranking for demonstrating leadership and excellence for the Community Impacts and the Environmental Leadership performance indicators within the Green Marine program.

“What the Port of Seattle has done on its own and in conjunction with other West Coast is incredibly impressive,” says Bolduc.

An example is the Northwest Ports Clean Air Strategy that Seattle is pursuing

in collaboration with the Port of Tacoma, Port Metro Vancouver, and five government agencies as partners. Launched in 2007, the initiative was extended two years ago with the aim of significantly reducing air pollution with the goals taking into account varying levels of port activity and placing the main focus on increasing efficiency per ton of cargo moved through each port.

The ports are on target to reduce diesel particulate matter emissions per ton of cargo by 75 per cent by December 31,

Green Marine earns Lloyd’s List North American Maritime Award

A

lthough it’s only spring, 2015 already promises to be a landmark year for the Green Marine organization. The environmental certification program received the Lloyd’s List North American Maritime Award for Environmental Excellence on February 18 in Houston.

“This prestigious award is a welcomed recognition of the numerous hours that our participants, partners, supporters and staff have dedicated to making our environmental program a leading example of true industry-driven sustainability in partnership with key stakeholders,” said David Bolduc, Green Marine executive director. “Their commitment has paved the way for the program’s significant recognition.”

The awards are determined by industry experts, such as the presidents of the Chamber of Shipping of America, and the Shipping Federation of Canada. “Having this kind of peer acknowledgement is truly appreciated and will help Green Marine to strengthen its already steadily increasing membership,” added Bolduc. Green Marine has almost tripled the number of the participants in the program since its inception in 2007, with the latest count being 90.

46 BC Shipping News March 2015

Lloyd’s List created the industry-wide awards event for the North American maritime shipping industry last year. The awards complement the Lloyd’s List series of award ceremonies held annually in London (for the global awards), Greece, the Middle East and India Subcontinent, Asia and Australia.

ENVIRONMENT 2015. They are likewise set to reduce greenhouse gas emissions per ton of cargo by 10 per cent by the end of the year.

At the Port of Seattle, new environmental initiatives are regularly added to the myriad of innovation already in place, such as using oyster shells to remove copper from storm water and improve its hardness.

Conference delegates are encouraged to visit the 10 public parks that the Port of Seattle has created to date (with others planned) as part of its community engagement. “We call these the port’s hidden gems,” says Ellen Watson, the port’s environmental program manager. Their location, size and distinguishing features, such as walkways, boat launches, picnic tables and picturesque views, are detailed on the port’s website.

Commercial exhibition

As always, representatives of leading companies, as well as relevant government agencies, will be at the annual exhibition to discuss research, innovation and technology aimed at further increasing the sustainability of the marine transportation industry. The exhibition will be held in the Courtyard Ballroom where everyone will be encouraged to gather before and after sessions to network while having a cup of coffee or tea and snacks.

“We have 20 booths set up on a firstcome first-served basis and they are

quickly filling up,” says Manon Lanthier, Green Marine’s communications manager. “I would encourage booking immediately to avoid disappointment.”

More details and a diagram of the exhibition space is available at www. green-marine.org/greentech/exhibition/ GreenTech 2015 is shaping up to be a premier event within this year’s marine transportation calendar and a fantastic opportunity to reconnect or meet for the first time with numerous people dedicated to improving their industry’s sustainability.

Guiding mariners for over 100 years.

Robust agenda

Building on past success, Green Marine is taking its conference model for GreenTech 2015 a step further by holding more parallel sessions of specific interest to ship owners and operators or to ports and terminals.

“We realize time is money and, therefore, the importance of creating more opportunities for conference delegates to specifically focus on topics directly related to their business with experts who can go deeper in the relevant issues,” says Françoise Quintus, a Green Marine program manager.

Topics for shipowners and operators include a pilot project to reduce fuel consumption, retrofitting of auxiliary engines, ballast water management case studies and experience, increased ship efficiency and reducing underwater noise. For the ports and terminals, discussion will include various strategies for improving air quality, efficient shore powering, as well as creative/proactive community partnerships.

Of course, there will also be general sessions of interest to all that will cover ways to reduce the overall impacts of shipping and minimize risks to marine life. GreenTech 2015 will also welcome Bernice Notenboom, a climate journalist, as its keynote speaker. In 2008, she became the first woman to reach the North, South and Cold Pole (in Siberia) and cross Greenland’s icecap on skis all within one year. She has recorded some of her adventures in the documentary titled, The Arctic March.

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SHIPPING

CARGO LOGISTICS

Middle Eastern and Arabian Gulf shipping

By Syd Heal

I

n more years than I care to remember of reading maritime history and shipping news, both historical and modern, I have yet to find a book or magazine article dealing with Middle Eastern and Arabian Gulf shipping, other than the late K.B. Vaidya’s book The Sailing Vessel Traffic on the West Coast of India. I got to know Mr. Vaidya personally in 1944 when visiting his homeport of Bombay, where he acted as manager in a large Indianowned business that looked after the needs of traders, shipowners and a great variety of agents and merchants engaged in the sailing vessel traffic from South East Asia to East African ports and into the Persian Gulf and Red Sea. One misnomer that the Vaidya book disposed of, was that all vessels in trade in this area with lateen sails are dhows. In truth there may be as many as 20 or more indigenous types with one, two or three masts and each had its own distinctive

48 BC Shipping News March 2015

type name with dhow being one that always identified as Arabian. The equivalent in Indian commerce was the kothia.

In that era, few such vessels had auxiliary engines, but their crews were always agile, capable people, and captains and mates used the common western navigation instruments.

Trade in this area goes back thousands of years and many customs and practices, including vessel designs, are probably almost as old. The Muslim world was slow to adopt Western standards and practices in adapting to modern shipping — probably the first to develop a recognized, modern for its day, merchant marine was Eqypt on an uncertain date in the 19th century. At that time, the company that became relatively famous as the Khedivial Mail Line was established to provide passenger cargo services to Bombay and as far west as New York. It operated continuously until the

1930s when most of its passenger ships were acquired by British companies and became troopships in time for the Second World War. After the war and renamed as Pharaonic Mail Line, it operated two exU.S. Victory type ships until the company was nationalized by President Nasser in the 1960s, along with all other Egyptian deep-sea shipping.

The other sizable Egyptian company was Societe Misr de Navigation Maritime, usually identified as Misr LIne. It owned freighters and some passenger tonnage.

After the Second World War, Misr made a fresh start with post-war tonnage at about the same time that the new state of Israel was making its early moves in developing the Zim Israel Line as a state-sponsored enterprise, owned 50/50 by the Israeli government and the Ofer Brothers, a partnership of Sammy and Yuli Ofer. One of the first routes developed by Zim in the 1950s was from the Mediterranean to Northwest Pacific and British Columbia ports employing new German-built diesel freighters provided through war reparations. Zim moved rapidly with the times and was a pioneer container liner company on this route as it remains today, except that Zim is being rebranded to XT to reflect a new ownership regime.

The Ofer brothers were Rumanian Jews who had moved to Israel after the war.

They typified the large Israeli entrepreneur class, with interests in many primary industries including a large fleet of mixed shipping and container ships which they leased to major liner companies. They also provided a contrast with most of the Arab countries that surround them, in that in the hands of the Israelis, the desert has been made to bloom.

Israeli agriculture gave a huge initial boost to the Israeli economy and hightech industrialization followed, for which Israel ranks high among the nations of the

SHIPPING One of the most interesting developments has been the establishment and growth of United Arab Shipping Corporation (UASC) which started in Kuwait, as Kuwait Shipping Company, in 1976. This company became the vehicle which was incubated into UASC when Kuwait agreed with its wealthy neighbours to go into the container industry in co-operation with each other. The end result has been that Kuwait, Qatar, Iraq, Bahrein, Saudi Arabia and the UAE came together as co-investors. The current state of Iraq’s participation cannot be determined in light of that state’s difficulties.

UASC is in the midst of a huge building program that is planned to expand beyond its status as a regional to a global carrier. The shipping world was no doubt surprised when the company ordered six 18,800 TEU and 11 x 15,000 TEU ships, with deliveries so far of three of the 15,000 TEU ships. These ships are to join nine 13,500 TEU, eight 6,921 TEU and 10 x 4,101 TEU ships, for a total with new buildings of 44 which constitute the UASC-owned fleet. In addition, its chartered in fleet totals 29 ships ranging from 10,036 TEU down to 1015 TEU classes. Some of these ships may be the container ships listed above under individual state numbers, but others, particulatrly in the larger sizes, come from China Shipping Container Lines (CSCL) with which UASC is closely allied as noted below. It should be mentioned that the new 18,800 TEU ships are the first in the international fleet to be powered by LNG/diesel alternative fuels.

The management team of six executives is an Arab/Danish combination with three, probably Kuwaiti citizens, holding the key financial positions and operational management. The Danes are

the CEO, originally with the Danish East Asiatic Company, plus two ex-Maersk men in charge of commercial and sales functions. It seems to be a winning combination of Arab capital and Danish management skills.

Prior to mid-2014 it looked as though the three biggest companies in the international container liner business were coming together in what some might have termed an unholy alliance. It was China that blew the whistle on the mammoth combination and accordingly CMA CGM, the French-based participant, dropped out and found itself without the strategic partnership that is the way to do container liner business today. Now we have the Ocean 3 grouping consisting of CSCL, UASC and CMA CGM who have signed several major agreements on vessel sharing, slot exchange and slot charter agreements that cover the following routes and which were announced by CMA and CGM in September 2014: Asia Europe — offering six services per week.

Asia Mediterranean — offering four weekly services with one serving the Adriatic ports and one into the Black Sea. Transpacific — offering four weekly services to California and one weekly service to North West Pacific ports which includes Vancouver, B.C. Asia ECUSA — offering one weekly service via the Suez Canal and one to serve Gulf of Mexico ports.

Transatlantic — not yet finalized, but it is understood that Hamburg-Sud will replace CSCL in the combination on this route.

Syd Heal, a veteran of the marine industry and a prolific writer and publisher of marine books, can be contacted at richbook@telus.net.

Photo source: www.shipspotting.com (Pilot Frans)

world. Possibly because of Israel’s prowess in growing citrus fruit for export to world markets, Maritime Fruit Carriers, an Anglo-Israeli enterprise, took off and quickly became the world leader in shipping citrus and non-citrus fruits and produce. Unfortunately, the first major oil crisis of 1973-1975 brought down a good many traditional shipowners and led to the bankruptcy of Maritime FC. The other country at the northern end of the Middle Eastern zone is Turkey, a country under aggressive political direction which has encouraged Turkish shipbuilding, a Turkish merchant marine and a considerable export trade in small craft including powerful modern tugs. The Vancouver international naval architecture firm of Robert Allan Ltd. has certainly been able to capitalize on its connection to the Turkish maritime sector as Turkish shipbuilders have enthusiastically relied on Allan designs in selling their products to a wide range of international customers including Vancouver-based Seaspan Marine Corporation. Turkey possesses a considerable merchant marine including 281 cargo ships (probably small shortsea types), 102 bulk carriers, 80 chemical tankers, 25 product tankers and six LPG carriers.

Turning to the Gulf States and Saudi Arabia at the southern end of the Middle Eastern range, it seems that Kuwait has 31 ships (plus 45 under offshore registries), Qatar 24(including five tankers and seven container ships), the United Arab Emirates 61 (including 24 product tankers, 13 chemical tankers and seven container ships). UAE also has 213 assorted ships registered under offshore flags.

When Saudi Arabia is factored in, another 72 can be added but as might be expected, tankers predominate among the Saudi fleets owned by Saudi Aramco, Petromin and Vela, a foreign-flag operation. Bahrein and Oman are negligible in terms of numbers. So far as can be determined, all larger ownerships in this region are government owned, probably in alliance with the wealthy ruling families. Private ownership is probably restricted to service industries such as ship agency services, dock and warehouse services and ship chandlers who in many instances have had a long history going back to the start of European passenger and cargo liner services that came with the age of steam.

The Persian Gulf trade was important to the British and European lines, but virtually all retired from the market with the coming of the container age.

The UASC Zamzam — a 9,034 TEU container vessel that is seen on Canada’s West Coast.

March 2015 BC Shipping News 49

LEGAL AFFAIRS

Abandon ship!

By Russell R. Robertson

Vancouver Lawyer with Bernard LLP

A

word of caution to all vessel owners: leaving your vessel on another person’s property without any contract or agreement for storage, could result in a declaration that the boat has been legally abandoned. Many people arrange for the storage of their vessel on another’s property pursuant to some type of storage agreement. Other people have essentially left their vessel on another person’s property without having a proper storage arrangement — perhaps they have assumed the property owner or company does not mind. This may be a major source of annoyance for the property owner, but at a certain point they no longer need to concern themselves with the boat’s owner, as the vessel may have become legally abandoned.

So, just when does a boat or vessel become legally abandoned? Such a case arose recently. On an application to the Federal Court by the property owner, the court ordered that the vessel in question, a 28-foot pleasure craft, was abandoned

50 BC Shipping News March 2015

>>> The law of the abandonment...is very old and is essentially unchanged, but the case sets an interesting precedent for vessel owners because this law had not previously been applied to a vessel. by the owner and that title to the boat vests absolutely in the property owner.

The law of the abandonment of movable personal property (chattels) is very old and is essentially unchanged, but the case sets an interesting precedent for vessel owners because this law had not previously been applied to a vessel.

The factors which may lead a judicial determination that a vessel has been abandoned were considered by the court.

First a definition: Abandonment is said to occur when there is “a giving up, a total desertion, and absolute relinquishment” of private goods by the former owner.

It may arise when the owner with the

specific intent of desertion and relinquishment casts away or leaves behind his property. Abandonment has also been described as the surrender, relinquishment, disclaimer, or cession of property or of rights and the voluntary relinquishment of all right, title, claim and possession, with the intention of not reclaiming it. “Abandonment” includes both the intention to abandon and the external act by which the intention is carried into effect. A leading Canadian scholar has noted that abandonment involves the converse of possession-taking in the sense that there must be an intention to relinquish title, “that is, an indifference

LEGAL AFFAIRS as to the fate of the chattel, coupled with sufficient acts of divestment....”.

Canadian courts have more recently elaborated that the following factors in the appropriate factual context support an inference of intention to abandon: i) passage of time; ii) nature of the transaction; iii) the owner’s conduct; and iv) the nature and value of the property. You will need to examine each of these factors in turn before being able to determine if you are dealing with a true circumstance of abandonment.

The passage of time is clearly an important factor. It would be hard to imagine a court ruling that a vessel that is left somewhere for only one week had been “abandoned.” That said, there is no defined period of time after which a vessel (or any other chattel) may be deemed abandoned. The importance of the amount of time an item is left somewhere is often crucially linked to the fourth factor: the nature and value of the property, described below.

The “nature of the transaction” is an assessment of how the item ended up in its current predicament. For example, if the property owner willingly offers to store someone’s boat in the back corner of their property for an indefinite period (whether for a fee or not), it will be much harder to convince any court that the vessel has been abandoned: the transaction that caused the vessel to arrive there would be inconsistent with an act of abandonment. In the recent case, a tow company was hired to move the boat, but never agreed to store it.

Often it is the owner’s conduct which will be the significant and the deciding factor in any abandonment case involving a vessel. This derives from the fact that abandonment is, at its heart, an act of divestment or disposing by an owner who no longer cares for his property. This often manifests itself in the owner’s failure, despite repeated requests, to come and pick up his items. Documentation of an owner’s failure to adequately respond to such requests will be important evidence if a court is asked to make an abandonment ruling. And if you are the vessel’s owner, it is extremely important not to ignore such requests.

Finally, the nature or value of the property may provide a further basis for inferring an intention to abandon. If the subject chattel is of little value, an inference may be drawn that the owner intended to abandon the same. Nonfunctioning, dilapidated motor vehicles

>>> Although the interesting circumstances of this case may seem utterly unique, there may be a myriad of other circumstances where vessels over stay their welcome on another’s property or marina. left along a roadside or in a parking lot may fall into the same category if it can be demonstrated that the cost of making the same roadworthy far exceeds its market value. As the practical or monetary value of a chattel increases, so does the difficulty of inferring abandonment.

An owner normally would not abandon an expensive item, and this is likely why most vessels worth owning are rarely abandoned.

However, in the recent All-tow Boat Moving case at the Federal Court, the pleasure craft was an expensive item.

The tow company was contracted to transport the vessel from a marina to the owner’s residence. The owner was told to prepare blocks in his yard to receive the vessel, but never did this. Eventually the marina complained and the tow company was forced to take the boat to its yard, whilst still waiting for the owner to make the necessary arrangements to receive the boat. Time after time, when the owner would be called, the owner simply could not be reached or would say that he would call back in a few days when he was “ready.” The owner never called back.

The vessel remained in the tow company’s yard for four years, and when the owner of the tow company finally took

legal action, he learned that the vessel’s owner was now in prison. Despite being duly served with the court proceedings leading to the ruling, the vessel’s owner never filed any response. The Federal court therefore, after considering the above factors, held that as the tow company was owed more than $20,000 for moving and storage charges that remain unsatisfied and, further considering that the vessel owner had made no attempt to respond to the proceedings, the vessel was considered to have been abandoned and all right title interest shall vest in the tow company.

Although the interesting circumstances of this case may seem utterly unique, there may be a myriad of other circumstances where vessels over stay their welcome on another’s property or marina. It is in these circumstances that one must be aware of the possibility that another will, rightly or wrongly, but nonetheless legitimately, take one’s disinterest in their vessel as an act of abandonment, and title to the boat may be transferred as a result.

Russell Robertson is a lawyer with Bernard LLP and can be reached at roberston@bernardllp.ca

March 2015 BC Shipping News 51

TECHNOLOGY sigma S6 radar systems

How to teach an old radar new tricks

F

or the past 50-plus years, marine radars have been the workhorse sensor for vessel navigation and maritime safety requirements. During this time, the basic technology has not changed very much outside of improvements in the physical displays and associated charting applications.

Recently, this has all changed. As a result of the rapid improvements in data processing, newly available systems push the boundaries of commercially available marine radars. One of the technology leaders in this area of radar signal processing and systems is a Canadian company, Rutter Inc. Based in St. John’s Newfoundland & Labrador, Rutter has developed the sigma S6 Radar Data Processor and associated radar applications that are driven from that core technology.

Using common X-Band marine radars, the sigma S6 is designed to maintain the full signal return from the radar and then it interrogates the signal using its proprietary software to extract the target information embedded in the radar return that is ignored by the standard radar processors.

Radar Basics

The history of radar goes back to the early 20th century, however it was not until the development of the basic technology still used today that the US Signal Corps in 1939 adopted the

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Figure 1. sigma S6 12-bit processing compared to other radar processing levels, noting the improvement in detection of small targets in sea clutter. term RADAR being an acronym for Radio Detection And Ranging.

The two most common marine radars used today are the X-band and S-band; referring to the frequency of the microwave radio spectrum that is emitted. X-band radars have a higher resolution than S-band, however they generally have less range and are more attenuated by unfavorable weather conditions (i.e. heavy rain) or sea-clutter. S-band radars usually have a lower resolution with greater range and less attenuation.

Two common uses of marine radars are for avoiding collisions and vessel traffic management. Since the primary objective is the detection of targets, the presence of sea clutter is viewed as a source of interference and is suppressed by the radar processor. When clutter reduction takes place there is generally a reduction in target strength.

Conversely, there are times when the sea clutter is the source of information and therefore suppression is not desired. Wave radars use sea-clutter information to measure wave spectra (wave height, speed, direction, and wavelength) as well as surface current speed and direction.

Radar manufacturers use varying signal processing and imaging technologies to produce the clearest possible image while minimizing signal loss. Standard radars have 3-bit processing which give eight levels of resolution, resulting in images that look like turn of the 20th century photographs. Some advanced radars offer 6-bit processing which improve the resolution to 64 levels, however the Rutter sigma S6 technology uses 12-bit processing which offers 4,096 levels of resolution, an improvement of over 500 times that of standard radars and 64 times other advanced radars. (Fig. 1) The sigma S6 radar system processes and distributes the radar video and track data using multi-layered processing that strips out weather and other forms of clutter that constrain conventional radars, giving superior target detection and tracking capabilities. All of the sigma S6 applications can be combined and used concurrently on a single Radar Data Processor.

TECHNOLOGY Applications

Small target surveillance The Rutter sigma S6 Small Target Surveillance (STS) system detects and tracks multiple target types from persons in the water and small maneuvering craft to large vessels and other sea surface features or anomalies.

Rutter’s STS solutions are used in many applications including interdiction, search and rescue, bird and wildlife detection, ice detection, and searching for lost containers.

The system also supports interfacing with an AIS receiver to maintain an overview of the surrounding traffic, and to track AIS buoys and markers.

sigma S6 Small Target Surveillance radar system detected and tracked small vessels performing high speed maneuvers

Oil spill detection This system combines early detection with tools that produce information about oil spill volume, thickness, deformation, and drift. Rutter’s sigma S6 Oil Spill Detection (OSD) systems provide accurate and reportable current state data and intelligence. sigma S6 systems are installed on fixed platforms, FPSO’s, offshore workboats, patrol vessels and specialty clean-up vessels in Brazil, the North Sea, Gulf of Mexico, Eastern

Canada, China, and Russia. For northern drilling operations, Rutter OSD systems have been integrated with sigma S6 Ice Navigator to provide simultaneous oil and ice detection and tracking capabilities in one display.

WaMoS II™ Wave Monitoring System The WaMoS® II is a radar-based wave and surface current monitoring system developed by OceanWaveS GmbH (wholly owned by Rutter Inc.). In comparison to conventional wave rider buoys and current profiling devices that generate single point measurements, WaMoS® II offers the advantages of presenting this information for a broad area, and in a richer context.

WaMoS® II measures and displays essential wave field parameters including: significant wave height (Hs), peak wave period (Tp), peak wave direction (θp), surface current speed (U) and direction (θu). It operates automatically and unattended from moored platforms, moving vessels and coastal sites.

WaMoS® II provides higher fidelity information with comparable accuracy, at lower lifecycle costs.

The WaMoS® II High Resolution Current (HRC) feature displays detailed current and bathymetry information for the area around a radar site for drift prediction of oil slicks, the planning and monitoring of offshore activities, harbour entry planning, route planning, and coastal protection. The bathymetry information provided by HRC assists in the monitoring of sedimentation and erosion processes.

detects small bergy bits and growlers that can significantly damage a vessel or platform.

These qualities make it an essential component for real time route planning and decision making in ice operations.

Used by many of the world’s ice breaker fleets as well as tankers, bulk carriers, research vessels, and coast guard vessels from countries operating in arctic and subarctic regions, Ice Navigator™ systems have also been selected by oil and gas companies as part of their ice defence and ice management solutions where they are resident on platforms, drill ships and specialty support vessels.

sigma S6 Ice Navigator™ with high definition radar imagery.

The Ocean Networks Canada Innovation Centre at the University of Victoria has recently purchased three WaMoS II® systems and one Oil Spill Detection and Management System for deployment along the coast of BC.

For more information about the Rutter sigma S6 product line contact either Rutter Inc through www.rutter.com or their West Coast agent, Sea-Image Corporation through www.sea-image.com .

WaMoS II™ Wave Monitoring System

sigma S6 Oil Spill Detection radar system with oil slick detected, outlined and tracked.

sigma S6 Ice Navigator™ The sigma S6 Ice Navigator™ Ice Detection and Navigation system enables ships operating in areas prone to ice to differentiate between open water, ice pans, leads in ice fields and the thicker ice ridges. In open water the Ice Navigator

March 2015 BC Shipping News 53

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