BC Shipping News - April 2013 by McIvor Communications

INSIDE: 2013 CRUISE SCHEDULE AND VESSEL GUIDE

BC SHIPPING NEWS

Volume 3 Issue 3

www.bcshippingnews.com

April 2013

Commercial Marine News for Canadaâ&#x20AC;&#x2122;s West Coast.

Industry Insight West Coast cruise: 2013 outlook

Passenger Vessels

The evolution of passenger carriage at sea

Ports

Port Metro Vancouver: Positive 2012 with an even stronger 2013 forecast

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Volume 3 Issue 3

On the cover: Holland America’s Volendam at Canada Place. Photo courtesy of Port Metro Vancouver. Below: Victoria’s Ogden Point. Photo courtesy of Greater Victoria Harbour Authority.

Cover Story

Contents

The evolution of passenger carriage at sea by Nigel S. Greenwood

10 Industry insight 2013 outlook Darryl Anderson looks at the industry that contributes over a billion dollars each year to British Columbia’s economy.

22 Cruise season kick-off

Cruise schedule and vessel guide The 2013 cruise season is about to begin and BCSN has an updated schedule for vessels in the Pacific Northwest/Alaska cruise theatre plus a handy vessel reference guide with ship details.

Company profiles 20 52

D E P A R T M E N T S

F E A T U R E S

West Coast cruise

News briefs/industry traffic

History lesson

Ports

Environment

Natural resources

Legal affairs

Vessel traffic

Events

Stevedoring

Hail those reluctant heroes of ship servicing in B.C. — by Ray Dykes

Waste management

Waste not, want not: a look at the enginuity of Tervita

Letters to the editor and news

Scrimshaw: Souvenirs of maritime tradition — by Lisa Glandt Port Metro Vancouver: Positive 2012 with an even stronger 2013 forecast

Impressive line-up of speakers at GreenTech 2013 The coming avalanche — by Syd Heal Violent acts against whalie ships to protect whales: Piracy? — by David K.Jones Delivering the optimum result — from BMT Isis and BMT Fleet Technology

Ottawa Marine Technical Symposium builds a strong foundation for marine community April 2013 BC Shipping News 3

Subscribe today! Providing a voice for the West Coast maritime industry... April 2013 Volume 3/Issue 3

BC Shipping News is as much a business journal as it is a forum for the industry. With informative, educational and entertaining articles, BCSN is a vehicle for discussion on local, national and international maritime issues.

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4 BC Shipping News April 2013

The opinions expressed by contributing writers are not necessarily those of the Publisher. No part of this magazine may be reproduced in any form without written permission of the publisher.

Photos by Dave Roels, www.daveroels.com

EDITOR’S NOTE

Cruise season: a chance for the local industry to shine

...the skill and expertise of the local shipping community should not go unnoticed. In the end, this is what will really keep the ships coming back.

look forward to the cruise issue of BC Shipping News, mostly because there is so much to choose from for subject material. Cruise has it all — innovative technology; best practices in environmental sustainability; safety and security; crew training; the logistics of supplying services and products needed to run a small city; energy and efficiency; fuel availability; revenue generation and economic impact; ship designs; port infrastructure…the list is endless. I hope you’ll find we’ve done a decent job covering some of the most important issues. Darryl Anderson takes over on the Industry Insight this month to provide a comprehensive review of West Coast cruise, extending down Member of:

to the southern U.S. ports to provide that extra perspective of the industry as a whole. Nigel Greenwood has again demonstrated his skillful research and writing capabilities to provide us with the evolution of the passenger carrier at sea and, of course, we have again produced the 2013 cruise ship schedule and vessel guide for quick reference of the ships that will shortly be seen in our waters. More than just looking at the ships and the lines, we have a couple of stories that focus on our local industry and the capabilities that make B.C. so attractive as a destination. Ray Dykes looks at Western Stevedoring, the ‘reluctant heroes’ that provide stevedoring services for the ships (not just cruise); and

Tervita — perhaps more commonly known by their former name, PWWS— that demonstrates the kind of enginuity amply found right here on our coast. The efforts of the local marine industry to provide top-notch service, products and expertise to visiting cruise ships cannot be understated. Whether it be a new initiative that sees cooking oil from the cruise ships used to run the tour buses taking passengers to downtown Victoria, or a Port that takes extra steps to offer exceptional service (to both cruise lines and their passengers), the skill and enginuity of the local shipping community should not go unnoticed. In the end, this is what will really keep the ships coming back. — Jane McIvor

Local traffic...

Thanks to Robert Etchell for submitting this photo of the bulker, Co-op Phoenix being escorted into Vancouver Harbour by Cates tugs #6 and #1 this past October. The Co-op Phoenix is 224 metres in length with a 32-metre beam and a draft of 14 metres. It was built in 1999.

International Sailor’s Society Canada

Got a great photo? Send it to jane@bcshippingnews.com to be included in our new feature on ships visiting our local waters. April 2013 BC Shipping News 5

news briefs Nanaimo welcomes MV Island Spirit on maiden voyage. Photo credit: PR Plus

anaimo is a rare venue for a maiden voyage ceremony, but the MV Island Spirit was worth every bit of the fuss on a sunny late winter’s day. The Handymax self-loading vessel looked pristine on February 19 as she loaded logs for Island Timberlands Limited Partnership at the company’s Duke Point dock in the Port of Nanaimo. In actual fact, it was the vessel’s second port of call on its maiden voyage — it had called earlier in Port Alberni for logs — but Island Timberlands chose to celebrate the event in Nanaimo as the vessel topped up its load. A beaming Island Timberlands President, Darshan Sihota, told those gathered that he was delighted to have involved his team in naming the vessel when invited by its owner, NYK Global Bulk Corporation. “We made it a competition and our staff voted on the name.” His wife, Shalene Brailsford, was the official ship sponsor and did the christening honours in Japan last December at the Hakodate Dock Company shipyard. That event is something she is still excited about today. “The ship was so big and we were so small in front of it,” she recalls of the launch day with her husband in Japan. Darshan adds that Island Timberlands was “fortunate” to be able to charter the

The shipping industry came out to celebrate Island Spirit’s maiden voyage. Island Spirit on its maiden voyage and considered it an honour. At 32,000 deadweight tonnes, the vessel is not huge among bulk carriers on the West Coast, but is designed and custom built for the log trade — NYK has 20 similar-sized ships for a variety of cargoes. The newest member of the company’s 110-vessel bulk fleet was due to take 15 days to reach Tokushima, Japan and Pusan, South Korea to offload its B.C. cargo. The vessel’s skipper, Captain Roland Galabo, told the maiden voyage ceremony that with his crew, “we try our best, we work together for excellence.” Others gathered included Erich Billung-Meyer, Senior Vice-President Operations, and Kim Christensen,

The MV Island Spirit, a Handymax self-loading vessel 6 BC Shipping News April 2013

General Manager, Operations, from port agents ACGI Shipping Inc.; Nanaimo Port Authority System Manager of Terminal Facilities, Jason Michell; NYK’s Seattle Port Captain, John Suficiencia; and Chamber of Shipping of B.C. President Captain Stephen Brown. Island Timberlands was created in 2005 through the acquisition of Weyerhaeuser’s private land assets on Vancouver Island. In 2012, Island Timberlands produced over two million cubic metres of logs, up slightly and was an indication, Sihota says, that forestry is coming out of the recession. The company employs a total of 500 workers on the Island, including outside contractors.

Photo credit: PR Plus

letters to the editor

Re: April 2012 article: Just how safe is our coast for supertankers? By Ray Dykes Dear Ray, I just came across your article in the April 2012 issue of BC Shipping News. I thought you covered the topic extremely well — it is certainly the most positive thing I have read on the topic.

It seems that the ‘WE ARE AGAINST EVERYTHING’ crowd get most of the coverage in the press and I suspect most of the protesters are ignorant of the facts. If one goes on www.marinetraffic. com, one can see the very large numbers of tankers moving every day around the world. Probably a hundred in Singapore Harbour at any time; dozens transiting the English Channel at any time; likewise in the Panama Canal, the Straits of Gibraltar and the Greek Islands. Rarely is there a problem with those ships. Here, we are talking about three or four ships a week. A look at the charts for Douglas Channel show that it is not significantly more narrow than Haro Strait. Thanks for the article. I am directing many of my boating friends to the link. Regards, Terrence Murphy, Parksville, B.C. Something to say? Send a letter to jane@bcshippingnews.com. BCSN

B.C.’s Largest Database of Used Boats DERBI Thunderbird Marina UN (West Vancouver): 604.921.7457

T S AL

Reed Point Marina (Port Moody): 604.939.0499

Dear Jane, I fully agree with Michael Davis. He has raised some alarming issues which may cost the shipping community dearly if they are not noted and discussed. I have been a strong supporter of the pipeline projects as it was clearly pointed out in my letter to BCSN in September 2011. However, the events of the past few months have made me change my mind as I have noticed how the public’s sentiment has been misread or ignored completely. The saddest part is that I got the feeling that the pipeline company didn’t even care for anybody’s support. The worst consequence of the pipeline wars is that the shipping industry may become the biggest loser in this battle. Caught in between the powerful pipeline industry, who want our unconditional support, and the public, who are losing trust and confidence in us. I noticed this fact clearly at Kinder Morgan’s public consultation session. So what should the shipping industry do? There is no doubt in anybody’s mind that the B.C. shipping industry is quite capable and experienced to handle any any increase in traffic volume to the highest safety standard, but the pipeline industry’s denial of the public’s

sentiment has driven the situation to a stage where the shipping industry’s image has been put at great risk. Stakes are very high for the shipping industry and to have a sustainable and reliable future, the public’s confidence must be regained, particularly in a region like B.C. where the environment plays such an important role in people’s lives. The pipeline industry’s public relations have failed. The shipping industry must learn from their mistakes and avoid falling down the same path. Best regards, Captain Ardeshir Yousefi, West Vancouver, B.C.

Re: February 2013 article: Pipeline wars: Who speaks for shipping? By Michael Davis Good afternoon, I was just sent your recent article in BC Shipping News on the pipeline wars and wanted to send you a comment. I found your article thought-provoking and relevant. Even more important, perhaps, I think you’ve raised points that rarely get addressed in this industry (or if they do get addressed, they get addressed poorly). I used to work for an environmental non-profit and have worked on both sides of the fence, so to speak. I think it’s important that we all realize where we can work together, and that there is a lot of mis-understanding by all parties involved in these debates. In any case, I just wanted to thank you for the interesting article. I will be sure to share it around my company. Cheers, Hilary Miller, Vancouver, B.C.

Westport Marina (Sidney): 250.656.5832

www.thundermarine.com April 2013 BC Shipping News 7

industry traffic Tokyo MOU will introduce a New Inspection Regime (NIR) from January 1, 2014.

t the 23rd meeting of the Port State Control Committee in Singapore in January, the Memorandum of Understanding on Port State Control in the Asia-Pacific Region (Tokyo MOU) decided to introduce a New Inspection Regime (NIR) for selection of ships from January 1, 2014. Bearing in mind the request by the Ministers at the Second Joint Ministerial Conference of the Paris and Tokyo Memoranda to harmonize PSC procedures to the highest level between the two regions, the Tokyo MOU NIR was developed by taking advantage of the one introduced in the Paris MOU a couple of years ago. Tokyo MOU will adopt related instruments in the next meeting held in October 2013 in Tokyo, Japan. Under the NIR, ships would be identified into three categories (i.e. high risk ships-HRS, standard risk ships-SRS and low risk ships-LRS) based on ship risk profile, which will be calculated automatically in the PSC database system (APCIS). Under the NIR, different time windows/inspection intervals would be

applied to the corresponding categories of ships in accordance with the risk levels so that high risk ships would be subject to more frequent inspections while the quality/low risk ships would be awarded with a wider time window for inspections. Ship Risk Profile The existing ship targeting factors will be replaced by the Ship Risk Profile. The Ship Risk Profile will be calculated based on the following elements and using historical data of inspections in the region during a three-year period: • Performance of the flag of the ship (e.g. Black or White List of flags, status on completion of the Voluntary IMO Member State Audit Scheme (VIMSAS)) • Type of ship • Age of ship • Performance of the recognized organizations (RO) • Performance of the company responsible for ISM management • Number of deficiencies • Number of detentions

Time Window and Selection Scheme The following time windows are assigned to ships based on the risk levels: Ship Risk Profile

Time Window since previous inspection Low Risk Ships 9 to 18 months Standard Risk Ships 5 to 8 months High Risk Ships 2 to 4 months The cycle of time window will be restarted for the ship after an inspection. There are two categories of priority for inspections, which are defined in accordance with the following criteria: Priority I: The ship should be inspected, time window for which has been closed. Priority II: The ship could be inspected, which is within the time window. Should any over-riding factors (e.g. under-performing ship) be identified, the ship would have over-riding priority rather than the above NIR for inspection.

Nigel S. Greenwood

MA, BSc, Master Mariner, FRIN, MNI Rear-Admiral, RCN (Ret’d)

www.greenwoodmaritime.com nsg@greenwoodmaritime.com / 250-507-8445

Located at Vancouver Waterfront and Roberts Bank

www.flyingangel.ca 8 BC Shipping News April 2013

news briefs ClassNK earns authorization from German flag

lassNK has earned authorization from Germany’s BG Verkehr to carry out surveys on behalf of the German Government, and will be further expanding its operations to accommodate the increased responsibility. As the notified body for Germanflagged vessels under the EU Maritime Equipment Directive, BG Verkehr oversees all aspects of the German flag, including determining which classification societies can act on its behalf. Speaking on the occasion, Mr. Ueda offered his deepest thanks and appreciation to BG Verkehr and the entire German maritime community, saying: “This recognition is an important step forward in our ongoing expansion here in Germany. We are deeply honoured to be able to serve on behalf of the German flag administration, and will dedicate our full resources to supporting the needs of the German maritime community in the days and years to come.”

Since re-organizing its operations in 2011 and placing top survey experts in ClassNK’s Hamburg Office, German owners have transferred roughly 50 vessels totalling 1.5 million gross tons to the ClassNK register. Transfers from German owners further accounted for roughly one-fifth of all vessels transferred to ClassNK in 2012, helping the world’s largest class society set a new record for vessels registrations of more than 25 million gross tons in a single year. In addition to the authorization announcement, ClassNK announced that they would be further expanding their human resources and operations in Hamburg in order to better serve German shipowners. ClassNK has promoted Dr. Sergej Dalberg to serve as the new General Manager of ClassNK’s Hamburg Operations and has doubled the number of expert staff in ClassNK’s Survey Department in Hamburg.

ClassNK Chairman and President Mr. Noboru Ueda (right) with Mr. Kai Krüger, BG Verkehr (left).

April 2013 BC Shipping News 9

INDUSTRY INSIGHT

West Coast cruise: 2013 outlook By Darryl Anderson, Managing Director, Wave Point Consulting

ritish Columbia represents more than 50 per cent of Canada’s entire cruise business with cruises to Alaska through B.C. ports ranked as one of the most popular itineraries in the world. The British Columbia economy, seeing over a billion dollars in economic impact each year, continues to enjoy significant benefits from the cruise industry. The 2012 cruise season increased by more than 13,000 passengers over 2011, for a total of 1.2 million passengers visiting the B.C. port communities of Nanaimo, Prince Rupert, Vancouver and Victoria on a total of 427 calls. The estimated total economic impact of the cruise industry on the B.C. economy was $1.3 billion. Carmen Ortega, Chair of Cruise BC stated: “Consistent passenger volumes through our province demonstrate the strength of our excellent cruise product.” It has been almost five years since the start of the 2008 recession. Given the importance of the cruise sector to the Pacific Northwest regional economy, this article explores cruise industry changes that have occurred since the recession and features the homeport and port-of-call highlights for the 2013 season. With Cruise3sixty (a travel agent trade show) returning to Vancouver in June, we will also look ahead to gain industry leaders’ insights

10 BC Shipping News April 2013

Photo courtesy of Namaimo Port Authority

It remains to be seen how long it will take for the volume of cruise traffic on the West Coast of North America to bounce back to previous levels.

on the issues driving future growth in our region. Impact of the recession The chart in Figure 1 summarizes the cruise capacity that is deployed by the members of the Cruise Lines International Association in the top six markets. The chart clearly shows that, in the immediate aftermath of the 2008 recession, cruise lines allocated ship capacity away from the West Coast of North America (Alaska through to Western Mexico). The charts in Figures 2 and 3 reveal the impact of cruise line decisions regarding where to deploy their vessels. They show the trend in terms of the number of vessel calls and passenger traffic volume for the homeports of Vancouver, Seattle and California (Los Angeles, San Diego and San Francisco), and British Columbia’s ports of call. It remains to be seen how long it will take for the volume of cruise traffic on the West Coast of North America to bounce back to previous levels. Chris Chase, Business Development Manager, Port of Los Angeles, stated that: “our issues revolve around the

weak market for ships going to Mexico with the perceived security issues there. Most cruise lines have limited their sailing to Mexico. We have seen positive results in cruises to Hawaii and California coastal cruises from Los Angeles to Santa Barbara, San Francisco overnight, Ensenada Mexico to Los Angeles.” He added that, “longer term we can see things improving but the short term is still a big challenge”. Adam Deaton from the Port of San Diego offered his perspective when he said: “Over the last three years, the trend in Southern California has been a continual decline in cruise business. The decline has slowed from 2012 to 2013, but we are still seeing a downward trend. The primary reason for this is continuing violence and drugrelated crime in Mexico. The crime has been so extensive that the Mexican authorities have failed to keep the violence out of the tourist areas in major marquee destinations like Acapulco, Mazatlan, and Puerto Vallarta. The only good news on the West Coast of Mexico has been that Cabo San Lucas has, for the most part, escaped the violence.”

INDUSTRY INSIGHT It’s useful to take stock of the level of cruise activity in 2013 to see which ports and destinations have been able to adapt their business model and position themselves to grow further as the North American economy recovers in the years ahead. 2013 season highlights The prevailing paradigm has the Pacific Northwest duo of Port Metro Vancouver and the Port of Seattle as the perennial cruise homeport combatants engaged in a sea-saw battle for homeport supremacy. Yet, a more nuanced examination reveals that the California Port of San Francisco plays an important role for B.C.’s cruise ports and with a continued weak southern California marketplace, San Francisco may play a more important role in the future. Port Metro Vancouver anticipates 820,000 revenue passengers, with a variety of ships making 230 calls during the 2013 cruise season. Surprisingly, Vancouver’s season started on February 25 with the MS Amadea and ends in late September. Since the recession, the port has experienced modest growth after reaching a low point during the 2010 cruise season, however the cruise traffic number in 2013 represents a 20 per cent surge over 2012. Higher passenger volumes are coming from larger ships and additional ship visits. Carmen Ortega, Manager, Business Development for Port Metro Vancouver also attributes the growth to Vancouver’s many advantages that result in the “best experience for cruise passengers”. Advantages of a Vancouver-based cruise itinerary, said Carmen, “include a great destination, more time spent sailing the actual Inside Passage, the port’s customer service and delivery”. Ortega also cited the new ships for the 2013 cruise season as being a reason for Vancouver’s robust growth outlook. Two vessels, the Disney Wonder and Amsterdam, will be making round trips from Vancouver; and two ships, the Norwegian Sun and Regatta, will have some combination of open and closed-jaw itineraries. Ortega further noted that Port Metro Vancouver is undertaking investments to enhance the cruise ship shore power options at Canada Place. Further details can be expected from the Port Authority along with Holland America and Princess Cruises later this spring but at the time BC Shipping News went to press it had been confirmed that when the shore project is completed, the west berth will have two plug-ins and an additional one for the east berth. “The shore power investment will provide more operating flexibility for the port’s customers and allow for a different class of cruise ship to use this environmental friendly option,” said Ortega. Seattle anticipates 851,900 revenue passengers from 188 vessel calls in 2013 according to Peter McGraw, Media Relations Officer for the Port of Seattle. Thus, Seattle will maintain a slight homeport lead over Vancouver in 2013. Yet for Seattle, while the total number of cruise ships will fall slightly, the remaining cruise ships that visit that port in 2013 will be larger in size. When asked about the highlight of the upcoming cruise season, Port of Seattle officials note that they have new itineraries in the luxury sector with the MS Regatta and the innovative Celebrity Solstice, the largest ship to homeport out of Seattle. The Regatta will call at

Bell Street Terminal at Pier 66 and the Celebrity Solstice will depart from Smith Cove Cruise Terminal at Pier 91. Michael Nerney, Maritime Marketing Manager for the Port of San Francisco, said that the port “expects 66 ship calls and 200,000 passengers in 2013 — this is comparable to our volumes in 2012 (65 ship calls, 195,000 passengers)’. Unlike their southern California-based homeport cousins of Los Angeles and San Diego, cruise traffic at the Port of San Francisco has rebounded nicely from the depths of the recession in 2010. At that point in time, cruise traffic had dropped

Figure 1. Cruise capacity in the top six markets.

Figure 2. Tracking cruise vessel calls.

Figure 3. Tracking cruise passengers. April 2013 BC Shipping News 11

INDUSTRY INSIGHT

A British Columbia benefactor of San Francisco’s cruise growth and resiliency is the Greater Victoria Harbour Authority...

to 41 vessels calls and 112,175 passengers. Reasons for San Francisco’s rebound in cruise traffic include the diversification of itineraries offered by the port. The cruise destinations include Hawaii, Alaska, Mexico, and the California coast. A British Columbia benefactor of San Francisco’s cruise growth and resiliency is the Greater Victoria Harbour Authority where a number of itineraries serving that community have a San Francisco component. Highlights for the upcoming cruise season include the Grand Princess beginning yearround homeport calls at San Francisco on March 16, 2013. The extensively renovated Grand Princess will first offer a series of Alaska cruises during the summer months from the “City by the Bay,” followed by a schedule of Hawaiian Islands, Mexico and California Coast sailings between fall 2013 and spring 2014. While the recent pattern for southern California homeports (Los Angeles and San Diego) will hold for 2013, significant upward momentum will be felt in 2014. San Diego port official Adam Deaton note that a highlight this year was the fact that “this spring, Celebrity Cruises will have a number of Pacific Coast cruises including wine cruises that depart from San Diego, visit Santa Barbara, Monterey, San Francisco, Astoria, Victoria, and disembark in Vancouver”. Deaton felt this was a great offering from Celebrity, giving guests a tour of the West Coast’s extensive wine country. Victoria has emerged at the strongest cruise port-of-call of the Pacific Coast. It could be argued that good geography and United States cabotage shipping regulations are sole reasons behind the destination’s success yet a closer look reveals a

number of factors at play including serving customers from each of the cruise homeports mentioned earlier in this article. Curtis Grad, President and Chief Executive Office of the Greater Victoria Harbour Authority commented that “211 ship calls are scheduled, bringing approximately 466,000 passengers and close to 200,000 crew members” in 2013. This represents a decrease in ship calls from the record year experienced in 2012 but only a nominal reduction in passenger numbers due to larger ships in the market. GVHA officials confirm that highlights of the upcoming cruise season include welcoming the Celebrity Solstice as a regular weekly caller. This newer-generation ship carries 2,850 passengers at 100 per cent occupancy. Another reasons for Victoria’s resiliency and cruise growth during the recession has been their focus on improving the guest experience. Grad said: “There will be some major changes in transportation serving the terminal. The installation of a float at Ogden Point will allow marine-based shore excursions to pick-up directly at Ogden Point. It may also serve a marine shuttle from Ogden Point to downtown.” Equally important, Grad noted, was that the Harbour Authority “was also advancing a multi-year terminal upgrade plan. For 2013, improvements in front of Pier A will provide more staging area and enhance the walking routes off the site. Future improvements include reconfiguring and enhancing the customs area at Pier A, reconfiguration of the ground transportation staging, a new customs facility at Pier B and opportunities for commercial kiosks”. Local residents will also be pleased to learn that a new walking webpage will be launched off the www.victoriacruise.ca website to provide routing information and points of interest for those visitors wishing to enjoy a walk to downtown, Fisherman’s Wharf or Beacon Hill Park. The results of the recession have perhaps had their most significant impacts on British Columbia’s small cruise ports with the Wei Wai Kum Cruise Terminal in Campbell River

Photo courtesy of Port Metro Vancouver

12 BC Shipping News April 2013

INDUSTRY INSIGHT effectively sitting on the sidelines awaiting further market developments. Yet, three other B.C. ports of call are all adjusting their cruise business development efforts. Doug Peterson, Manager of Marketing & Sales at the Nanaimo Port Authority, said that “we will have seven cruise visits this year from large ships for an estimated 15,000 passenger visits”. With a brand new cruise facility that came online in 2011, infrastructure investments are not a major requirement so port officials and their community partners are continuing to focus on providing a very special welcome to cruise visitors to make their visits unique. The Nanaimo Port Authority is taking a prudent approach to managing local expectations regarding cruise traffic growth but have stated publicly that 20 large ships by 2015 would be a most welcome target. This would appear to be a reasonable growth target since cruise passenger volume peaked at 36 vessel visits in 2007 with 30,418 passengers arriving on either small pocket cruise ships or being tendered ashore from large cruise ships anchored in the harbour. Prince Rupert has been one of British Columbia’s hardest hit cruise destinations since the recession. In 2008, cruise traffic peaked at 103,635 passengers from 63 vessel calls. Perhaps the low point for Prince Rupert came in 2012 when only four ship calls were on the schedule. The main reason for the decline is the loss of the weekly stop from Norwegian Cruise lines that occurred between the middle of May and the end of September last year. Numbers for 2013 improve however with nine ship visits carrying 4,856 passengers. This remains well short though of past years. David McCormick, Manager of Property and Community Relations for the Port Alberni Port Authority, said: “We’re a small, niche destination that we do hope grows but are at the early stages of re-examining the business model and where we may fit as the industry is evolving”. The Holland America ship, the Statendam, is expected for a visit to Port Alberni on May 22, 2013. Of note is that this year’s April 2013 BC Shipping News 13

INDUSTRY INSIGHT

Photo courtesy of Prince Rupert Port Authority

cruise visit will inaugurate the use of the new breakwater at Harbour Quay, located in the city centre, as the reception point for cruise passengers using the ship’s tenders.

Prince Rupert expects nine cruise ship calls this year, bringing almost 5,000 passengers to the community.

NORTH WEST & CANADA CRUISE ASSOCIATION

Representing eleven major cruise lines operating in the Pacific Northwest, Canada, Alaska and Hawaii. NWCCA member lines are at the forefront of environment, security and safety initiatives. NWCCA provides community and government relations and representation for development of local opportunities.

Members:

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

www.nwcruiseship.com 14 BC Shipping News April 2013

North American Emission Control Area (NA-ECA) The North American Emission Control Area (NA-ECA) regulations are one issue on the immediate horizon that is having an impact on the Pacific coast cruise industry. NA-ECA was adopted under Annex VI to the International Convention for the Prevention of Pollution from Ships (MARPOL). While the NA-ECA entered into force on August 1, 2012 in the U.S. — and set a one per cent limit on the sulphur content of marine fuel (to be followed by a 0.1 per cent limit in 2015) — Canada has yet to follow suit. The proposed Regulations Amending the Vessel Pollution and Dangerous Chemicals Regulations were published by Transport Canada on July 21, 2012, and the public comment period ended on October 4, 2012. Although not yet enforced in Canada, Transport Canada issued interim measures in July 2012 and encouraged operators of vessels to voluntarily comply. According to TC representatives: “The official regulation will be published in due time.” Outstanding issues, such as fuel availability and whether alternative equivalency models that achieve the same goal of reduced air emissions would be accepted, remain unanswered. Regardless of whether the government accepts the proposals put forth by cruise industry representatives, including the North West and Canada Cruise Association, the cost of operating in North America is bound to put pressure on the lines to be able to continue to operate a viable industry without passing some costs on to consumers. A look ahead A review of homeport, cruise port-of-call traffic and passenger volumes sheds some interesting light on how the respective ports and destinations have fared since the recession. Based on the 2013 season highlights, industry leaders have indeed been making adjustments to reflect the new realities in the cruise marketplace. One of the most important trends to emerge since the start of the recession has been the intense price competition experienced in the industry. Cruise Lines International Association data from the 2010 Cruise Destination Analysis shows important trends in average per diem rates achieved by their member lines. From a British Columbia perspective, it is encouraging to see that the Alaska cruise market remains among the top in terms of average per diems. The U.S. coastal west has also strongly rebounded. The Mexican west market however remains subdued with average per diems significantly below other markets. This pricing trend no doubt is one of the reasons why cruise lines have been eager to redeploy vessels to other cruise markets and thereby reduce the number of ships that might be more readily available to be repositioned in the B.C. and Alaskan cruise marketplace. For consumers, cruise industry price trends for 2013 are expected to move slightly upward. In late December 2012, Carnival Corporation announced that, since September 2012,

INDUSTRY INSIGHT booking volumes for the first three quarters, including Costa, were running in line with the strong volumes experienced last year at slightly lower prices. However, cumulative advance bookings for 2013 continue to be behind the prior year at slightly lower prices. The importance of the tourism consumer is not lost on British Columbia’s cruise industry leaders. Industry officials are thrilled that the leading cruise travel agent trade show, Cruise3sixty, is coming to Vancouver this June. This is only the second time in the nine-year history of the show that it has ventured away from it’s home in Fort Lauderdale. Cruise3sixty offers access to 1,400plus travel agents, senior management of every major cruise line and hundreds of travel industry executives. In total, over 2,200 attendees are expected, generating a strong economic impact in its own right. Joel Tkach, Chair of the Pacific Rim Cruise Association observed: “Cruise3sixty is a critical element of Vancouver’s success as a home port of the Alaska fleet. Everyone involved in this event—organizers, educators, suppliers, and most importantly, agents— are top calibre and committed to the industry.” Cruise3sixty is also important to the Port of Seattle. Media representative Peter McGraw noted that it “is always an excellent opportunity to promote Seattle as a destination. Since the show is close to home, we were able to confirm several of our partners from hotels, attractions and transportation to represent Seattle with us in the booth.” The Greater Victoria Harbour Authority’s Curtis Grad provided his own thoughts on Cruise3sixty stating that it “provides a great opportunity for all of the Victoria stakeholders in the cruise industry to position Victoria as a destination of choice, not just a necessary port-of-call on the Alaska run. The cruise specialist travel agents can be a great asset in promoting Victoria to cruise passengers and encouraging an itinerary that includes Victoria.” It is now commonly understood that the unilateral imposition of onerous new taxes on the cruise industry in Alaska, just prior to the recession, had negative ripple effects on the

Figure 4. Average daily expenditures of cruise passengers. entire Pacific Northwest cruise industry. It is encouraging to hear Carmen Ortega, Chair of the Cruise British Columbia Association acknowledge that: “our business is the result of an Alaska cruise product”. For this reason, Cruise BC has worked with the Alaska Travel Industry Association over the past couple of years to leverage the

natural connection. Collaboration has included adjacent booths and co-hosting an industry reception at Seatrade, the Cruise Ship Conference in Miami, Florida. Equally important in terms of destination development was the fact that, last year, Cruise BC completed a business case for three-to-five-day itineraries featuring B.C.’s cruise-ready

Vancouver Island’s full-service marine facility • Vessel cleaning • Berthage for ship repairs • 45,000 2 warehouse space, accessible from pier • Yard storage and materials handling • Providing labour, security and supervisors www.victoriaharbour.org April 2013 BC Shipping News 15

INDUSTRY INSIGHT Online...Dave Roels’ Photo Essay Cruise industry services: Photographer Dave Roels rode along with Tymac staff and caught the day’s activities while servicing the MS Amadea, Vancouver’s first cruise ship to call in February. Visit www.bcshippingnews.com/photo to see the results.

Photos by Dave Roels, www.daveroels.com

16 BC Shipping News April 2013

destinations and ports. The results of the business case will be used in the Association’s marketing efforts. When industry leaders were asked if they were concerned that the southern California homeports of Los Angeles and San Diego continued to struggle, we received a variety of responses. Michael Nerney of the Port of San Francisco observed that “the sooner the situation improves in southern California, the better it will be for San Francisco, which is also a homeport for Mexico cruises”. And Peter McGraw noted that: “Seattle continues to see a full complement of the major brands and had a record year in 2012 however it is beneficial for the cruise lines to keep ships on one coast all year so we would like to see more ships depart Seattle for Alaska in the summer and then to Mexico in the winter.” Curtis Grad offered this perspective: “The proximity to an off-season market used to be key to an itinerary’s viability however, with the Panama Canal expansion and the speed of the newer ships, the industry is able to move assets with ease throughout the globe. Alaska continues to be a sought after destination for passengers and remains highly profitable for the lines. As long as that remains the case, the ships will continue to come to this market.” When industry leaders were asked about major cruise trends impacting their destination, both Port Metro Vancouver and Port of Seattle officials pointed to the expansion in the international market with destinations such as Asia and Australia. Introducing these travellers to cruising is increasing the internationally sourced cruise passengers for North America and officials from both ports thought they were well positioned to serve the international traveller. The fact that more and more lines are introducing shorter cruises, attractive to time-strapped working professionals, first-time cruisers who want a shorter alternative, and travellers who like to combine a cruise with a land-side vacation was also a trend noted by cruise industry leaders. They cited the fact that the Pacific Northwest offers alternatives to the seven-day Alaska itinerary with shorter cruises that would include popular destinations such as Seattle, Victoria and Vancouver. Looking forward, Doug Peterson “believed we will begin to see the gradual deployment of larger ships to the West Coast, and, as the cruise market softens in other parts of the world, we will see more ships deployed into the West Coast theatre”. Conclusion Our tour of Pacific Coast cruise ports revealed that industry officials in the Pacific Northwest have been hard at work dealing with changes that have occurred in the marketplace as result of the 2008/2009 recession. Not only have some destinations been able to grow their business, others have undertaken important investments to improve the quality of the guest experience or contribute to enhanced sustainability. This bodes well for the communities that rely on cruise traffic to generate an important economic contribution, whether it is the homeport passenger spending of an average of over $260 in Vancouver, or the smaller amounts spent in B.C.’s ports-of-call.

INDUSTRY INSIGHT Like other destinations, cruise industry leaders and our province have found new ways to collaborate and in fact improve on the resiliency of the industry. We can only hope that after the provincial election in May our newly elected officials in British Columbia will fully appreciate and understand the importance and interdependency of the cruise industry to our neighbours and ourselves. While tourism industry collaboration and cruise destination development are important, so too is a competitive business and investment climate. Perhaps we can all take lessons from the Port of New Orleans where cruise traffic in 2012 surpassed the pre-Hurricane Katrina levels and the homeports of southern California where industry recovery is a few years off. We cannot take our success for granted. Only by working together can we successfully chart a course for the sea conditions that lie ahead. Darryl Anderson is a Victoria-based consultant. He maintains an active independent research practice focusing exclusively on maritime transportation and policy issues. He is a former Chair of the Cruise British Columbia Association. www.wavepointconsulting.ca.

Cruise associations in British Columbia With cruise being such a significant component of the marine industry in B.C., a number of associations have been established to deal with specific aspects of the business. For additional information on each, please visit the websites noted. Cruise British Columbia Association (www.cruisebc.ca) — Cruise BC is a consortium of four ports: Greater Victoria Harbour Authority, Nanaimo Port Authority, Port Metro Vancouver and Prince Rupert Port Authority. The Association facilitates further development of a B.C.-destination cruise theatre; provides a vehicle for co-operative initiatives of further developing B.C. ports and communities as viable cruise ship destinations; and compliments the efforts of existing organizations in marketing and promoting the cruise industry in British Columbia. Cruise Industry Association of B.C. (www.ciabc.ca) — Representing the suppliers of services and product to the cruise industry, CIABC’s goals are to foster the economic growth of the B.C. cruise industry; to co-ordinate the marketing activities and enhance business opportunities for its members; to act a centre for aggregating and disseminating information to its membership; and to serve as a single point of contact to the cruise industry in raising their awareness of services and products available in B.C.

North West and Canada Cruise Association (www.nwcruiseship.org) — NWCCA represents the major cruise lines operating in the Pacific Northwest — British Columbia, Washington State, Alaska and Hawaii — and in Atlantic Canada and Quebec. Their role includes the development of strong partnerships with the communities where its member lines are based and those they visit. The association is at the forefront of initiatives related to government, security and safety, as well as community and government relations. Pacific Rim Cruise Association (www.tourismvancouver. com and www.hellobc.com) — PRCA provides a collaborative platform for Port Metro Vancouver, Tourism British Columbia, Tourism Vancouver and the Vancouver International Airport to market Vancouver to the cruise lines as a premier destination in the Pacific Northwest. Over the years, PRCA has played an integral role in initiatives such as co-operative advertising with cruise lines and strategies aimed at raising awareness within the global travel industry of the appeal of cruising out of Vancouver. April 2013 BC Shipping News 17

HISTORY LESSON

Scrimshaw: Souvenirs of maritime tradition By Lisa Glandt

Librarian/Archivist, Vancouver Maritime Museum

taff at the Vancouver Maritime Museum are busy preparing for our upcoming exhibit “Tattoos and Scrimshaw: The Art of the Sailor” that reveals the history of nautical tattoos and sailor art with the cultural traditions of scrimshaw. The museum has a beautiful collection of scrimshaw — a unique art form whereby imagery is carved onto whale ivory or bone. American whalers are perhaps the most famously known

form whereby imagery is carved onto whale ivory or bone.

for scrimshaw, with records dating its occurrence to more than 200 years ago by crew aboard whaling ships in the Pacific Ocean. However, long before whales were seen by western eyes as a source for precious oil and commercial products, they were revered by South Pacific peoples. A beached whale was seen as a gift from the sea that offered the community food and materials and was often woven into the aural

Photos credit: Gary Feigehen

18 BC Shipping News April 2013

The museum has a beautiful collection of scrimshaw — a unique art

histories passed down to each generation. Whalebones and teeth were considered to be the most important pieces from the animal and held as high status items. In Fiji, the polished tooth of a sperm whale was known as a “tabua” and was used as a traditional gift for marriage, death or birth ceremonies or during chiefly installation. They were considered so valuable that chiefs were buried with them. As the whale fishery expanded, crews heard stories of these traditions and recognized the value in providing whale teeth and bones, considered a by-product of their activities. Thus, at the start of the 19th century, whalers

VANCOUVER MARITIME MUSEUM Photo credit: Gary Feigehen

began trading whale teeth and bones in the South Pacific. An average sperm whale had approximately forty-two teeth and this prized commodity was sought in places like Tahiti, Fiji and Tonga. Over time, the influx of whale teeth (and fake teeth made from walrus or ivory) drove down their trade value in the South Pacific. This left whalers with an abundance of whale teeth which they now saw with fresh perspective. Sperm whale teeth were of high-density and extremely workable — they provided the perfect medium to be carved. Examples of early scrimshaw are seen in the creation of practical tools and domestic items such as ladle handles, pie crimpers and needles. Whale teeth also provided a medium for crew to etch designs of women, whaling or marine scenes. Soot from candles or tobacco juice was used to bring colour and definition to the image. A typical mid-19th century whaling voyage could last two to five years so scrimshaw served both as an activity for idle crew and as a souvenir of their

travels for loved ones back home. As the whaling industry faced modernization in the 20th century, turning to the use of steam and diesel boats and factory ships equipped to efficiently process a whale, crew no longer had long stretches of free time that they could dedicate to scrimshaw. The overall reduction of whale populations further led to a decline in the industry and the art of scrimshaw became a maritime tradition, little more than an artifact on the shelf.

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

John M. Horton, Marine Artist

“Tattoos and Scrimshaw” is on exhibit until October 13, 2013. The museum is pleased to extend Late Night Thursdays when we are open late from 5pm-8pm with admission by donation. Lisa Glandt has been the Librarian/ Archivist for the Vancouver Maritime Museum since 2007. She started volunteering at the museum in 1999 sharing maritime stories with school children and now she preserves the stories. She can be contacted at archives@vancouvermaritimemuseum. com.

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)

“He captures the feel and energy of sailors doing sailor things — a rare talent indeed, and evidence of his true understanding of life at sea as well as a mastery of his craft.” — Rear Admiral Roger Girouard

Art is an investment. Call or email us to obtain that special painting. (604) 943-4399 / john@johnhorton.ca www.johnhorton.ca

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April 2013 BC Shipping News 19

2/7/2013 1:14:42 PM

Hail these reluctant heroes of ship servicing in B.C. By Ray Dykes

ome companies do a great job and rarely receive accolades or even seek publicity of any sort. One of the leading marine businesses in British Columbia is just like that. Let me introduce you to Western Stevedoring — the largest provider of stevedoring services up and down the coast in the province. Most will already know them — they’ve been around for 64 years, starting out as the McKay Stevedoring & Contracting Company — and today, after an identity change in 1950, they are the local name when it comes to providing stevedoring services to a broad spectrum of worldwide customers through B.C. ports. Western Stevedoring is the largest and most diversified cargo-handling stevedore in B.C. with services offered in the cruise ship industry, the break bulk industry (forest products such as logs, lumber, pulp and paper, steel products, and project cargoes), the bulk industry (grain, salt and wood pellets), and other cargoes such as autos, containers and general cargo. The company represents the Canadian division of Carrix, of Seattle, which has 130 operations worldwide. Daily, Western goes head-to-head with the global giants of the industry such as Dubai Ports World and its vast operations in over 60 terminals across six continents. Western Stevedoring are the B.C. guys and they do well — owning two terminals (Lynnterm and Coastal 2000), a tour bus company, and handling over 13 million tonnes of cargo a year. 20 BC Shipping News April 2013

Western Stevedoring is the largest and most diversified cargo handling stevedore in B.C. with services offered in the cruise ship industry, the break bulk industry...the bulk industry...and other cargoes...

In Victoria, for example, Western Stevedoring has the contract to handle and service cruise ship movements for the Greater Victoria Harbour Authority at its Ogden Point facility. With up to five large cruise ships a day at times — there are six days in the 2013 cruise season calendar with four ship calls — life can be hectic. The responsibility of overseeing security, disembarking, embarking and shuttling passengers and crew to and from the city and a wide variety of shore excursions, from Butchart Gardens to city tours, belongs to Western Stevedoring. Western’s General Manager, John Briant, says he finds the build-up to the cruise season the most demanding as repositioning cruises come in May and every service is gearing up for the busy season ahead. Once the season is underway, everyone knows their roles and the line crews, commissionaires for security, and up to 10 workers from the International Longshore & Warehouse Union get the job done. Briant also has responsibility for ground transport, contracted tour buses, pedi-cabs, limousines, taxis and shuttle buses to and from Ogden Point and downtown city attractions. GVHA President & CEO, Curtis Grad, says in 2012 there was a record 225 large

cruise ship calls in Victoria, bringing 503,000 passengers ashore and over 200,000 crew. The 2013 season, about to begin, will be down slightly with 211 scheduled cruise ship calls at the fourberth Ogden Point facility and 466,000 passengers plus 200,000 or so crew. This season, says Grad, the largest cruise ship to ever call on Victoria will take advantage of pier expansions at Ogden Point that were completed in 2012. The Celebrity Solstice, at 315 metres long and with a 2,850-passenger capacity, will be the first vessel of its class to call starting May 14 and the big ship will be back another 17 times before the season ends late in September. Grad sees the major challenge as managing ground traffic to and from Ogden Point without upsetting local residents. “Western Stevedoring has had a lot of experience managing that traffic on our large site and are quite adept at managing demand,” adds Grad of his terminal contract managers. “The community definitely benefits from this economic activity, but it is also impacted by it.” Victoria is “an industrial port in an urban setting” and Grad says “it is a very different working harbour than it was 40 years ago.”

stevedoring Western Stevedoring, which acquired previous stevedores Westcan in 2003, says reviews of Victoria by visiting cruise passengers are “glowing” and Briant is determined to keep it that way through well-managed stevedore services. In an interesting sidelight, Western owns CVS (Cruise Victoria Services), a sightseeing company that employs about 20 for a variety of Victoria city tours. The bus line also provides guest and crew shuttle bus services from the cruise terminal to downtown and return on behalf of the GVHA. Western’s CVS Manager, Gary Gale, says he gets used soy cooking oil from the visiting cruise ships and run the buses on it as a soy bio-diesel fuel blend. It’s a boon that reduces particulate matter, greenhouse gases, sulphur dioxide and many other environmental pollutants by as much as 80 per cent when compared to ultra-low sulphur diesel. But the Victoria operations are not all that Western does on Vancouver Island where it is the largest stevedore

of logs through ports such as Nanaimo, Crofton, Kultus Cove, Gold River and Port Alberni. Once, Cowichan Bay was in that mix, but the dock facility needs work and with the struggling forest products industry still battling back to respectability, the volume just isn’t there yet to restart the terminal. It is hoped that, with the recovery of the U.S. housing market, cargo handling at Cowichan Bay will spring back to life. In Victoria, Western Stevedoring is also promoting its non-cruise services such as yacht transloads — three ships in the past few months — and the increasing business of cleaning ships to meet stringent Australian agricultural regulations for cargo holds. Ship cleaning has grown from the first vessel in 2007 to about 10 a year. As well, there is meeting the continuing needs of Joides Resolution, a science vessel using Victoria as a base for its ocean floor drilling and exploration activities. One Ogden Point berth is also the frequent home of the cable laying ship Wave Venture, which has a five-year

contract to use the facility. The vessel often has to move from its dock to accommodate cruise ships in season and Briant says there’s a search on to find another more permanent home for the cable layer in Victoria waters. Briant says Ogden Point is also attracting more permanent residents such as Seaspan, which has moved its tugs from Point Hope in the Inner Harbour to the cruise ship facility. BC Coastal Pilots Ltd. also has its two launches at Ogden Point and last year did 6,231 pilot assignments on or off vessels from that base. Life for Western Stevedoring and its team can be busy. It can even be hectic and that’s how Briant likes it. “We’re a big company with lots of facilities and expertise in different areas,” he says. “It’s just that when it comes to publicity we would normally prefer to keep a low profile.” 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.

A challenging world Westshore Terminals has just completed one of the

biggest equipment upgrades in its history. This fiveyear, $110 million work has lifted capacity from 23.5 to 33 million tonnes a year; streamlined the way we handle coal; improved our carbon footprint; and greatly enhanced efficiency. But, no world is without its challenges. The early December breach of the main causeway to our deep-sea Berth One dock by a Capesize vessel is one such challenge. Westshore quickly had most of the rebuild completed and the first ship was loading within two months. Without challenges, it wouldn’t be the coal world we know.

ww w. w e s t s ho re . co m

We’re growing to meet demand April 2013 BC Shipping News 21

2013 cruise schedule Greater Victoria Harbour Authority Ogden Point Date Apr 17, Wed Apr 30, Tue May 04, Sat May 04, Sat May 04, Sat May 09, Thu May 10, Fri May 10, Fri May 11, Sat May 11, Sat May 13, Mon May 13, Mon May 14, Tue May 17, Fri May 17, Fri May 17, Fri May 17, Fri May 18, Sat May 18, Sat May 18, Sat May 18, Sat May 20, Mon May 20, Mon May 21, Tue May 23, Thu May 23, Thu May 24, Fri May 24, Fri May 24, Fri May 25, Sat May 25, Sat May 25, Sat May 26, Sun May 27, Mon May 28, Tue May 30, Thu May 31, Fri May 31, Fri May 31, Fri Jun 01, Sat Jun 01, Sat Jun 01, Sat Jun 03, Mon Jun 03, Mon Jun 06, Thu Jun 06, Thu Jun 07, Fri Jun 07, Fri Jun 07, Fri Jun 07, Fri Jun 08, Sat Jun 08, Sat Jun 08, Sat Jun 10, Mon Jun 13, Thu Jun 13, Thu

Vessel ZAANDAM CRYSTAL SYMPHONY CELEBRITY CENTURY ZAANDAM STATENDAM WESTERDAM NORWEGIAN PEARL ZUIDERDAM NORWEGIAN SUN OOSTERDAM NORWEGIAN JEWEL CARNIVAL MIRACLE CELEBRITY SOLSTICE SAPPHIRE PRINCESS NORWEGIAN JEWEL STAR PRINCESS WESTERDAM GRAND PRINCESS NORWEGIAN PEARL OOSTERDAM GOLDEN PRINCESS AMSTERDAM CARNIVAL MIRACLE SEVEN SEAS NAVIGATOR RHAPSODY OF THE SEAS CELEBRITY SOLSTICE NORWEGIAN JEWEL STAR PRINCESS WESTERDAM NORWEGIAN PEARL OOSTERDAM GOLDEN PRINCESS DISNEY WONDER CARNIVAL MIRACLE GRAND PRINCESS CELEBRITY SOLSTICE NORWEGIAN JEWEL STAR PRINCESS WESTERDAM NORWEGIAN PEARL OOSTERDAM GOLDEN PRINCESS REGATTA CARNIVAL MIRACLE RHAPSODY OF THE SEAS CELEBRITY SOLSTICE GRAND PRINCESS NORWEGIAN JEWEL STAR PRINCESS WESTERDAM NORWEGIAN PEARL OOSTERDAM GOLDEN PRINCESS CARNIVAL MIRACLE RHAPSODY OF THE SEAS CELEBRITY SOLSTICE

22 BC Shipping News April 2013

From/To San Diego/Vancouver Vancouver/Seattle Astoria/Vancouver Nawilliwili, Kau/Vancouver San Diego/Vancouver San Diego/Vancouver Astoria/Nanaimo San Diego/Vancouver Astoria/Nanaimo Ketchikan/Seattle Astoria/Nanaimo Ketchikan/Seattle Astoria/Seattle Seattle/San Francisco Nanaimo/Seattle Ketchikan/Seattle Ketchikan/Seattle Skagway/San Francisco Ketchikan/Seattle Ketchikan/Seattle Skagway/Seattle San Diego/Vancouver Ketchikan/Seattle Ketchikan/Vancouver Hilo, HI/Vancouver Skagway/Seattle Skagway/Seattle Ketchikan/Seattle Ketchikan/Seattle Ketchikan/Seattle Ketchikan/Seattle Skagway/Seattle San Francisco/Vancouver Ketchikan/Seattle Ketchikan/San Francisco Skagway/Seattle Skagway/Seattle Ketchikan/Seattle Ketchikan/Seattle Ketchikan/Seattle Ketchikan/Seattle Skagway/Seattle Ketchikan/Seattle Ketchikan/Seattle Skagway/Vancouver Skagway/Seattle Ketchikan/San Francisco Skagway/Seattle Ketchikan/Seattle Ketchikan/Seattle Ketchikan/Seattle Ketchikan/Seattle Skagway/Seattle Ketchikan/Seattle Skagway/Seattle Skagway/Seattle

Arrival Departure 14:00 23:00 08:00 23:59 09:00 18:00 12:00 23:00 18:00 23:59 17:00 22:00 08:00 17:00 14:00 23:00 08:00 17:00 18:00 23:59 08:00 17:00 19:30 23:59 08:00 18:00 08:00 17:30 08:00 20:00 18:00 23:59 18:00 23:59 07:00 14:00 18:00 23:59 18:00 23:59 19:00 23:59 14:00 23:59 19:30 23:59 08:00 23:59 08:00 18:00 18:00 23:59 14:30 21:30 18:00 23:59 18:00 23:59 18:00 23:59 18:00 23:59 19:00 23:59 08:00 17:00 19:30 23:59 07:00 14:00 18:00 23:59 14:30 21:30 18:00 23:59 18:00 23:59 18:00 23:59 18:00 23:59 19:00 23:59 12:00 23:00 19:30 23:59 09:00 18:00 18:00 23:59 07:00 14:00 14:30 21:30 18:00 23:59 18:00 23:59 18:00 23:59 18:00 23:59 19:00 23:59 19:30 23:59 09:00 18:00 18:00 23:59

Vessel Guide Carnival Cruise Line www.carnival.com

Carnival Miracle Inaugural cruise - 2004 Refurbished - 2009 Length (LOA) - 963’ Draft - 26’ / Beam - 106’ Tonnage - 88,500 Passenger Decks - 12 Total staterooms - 1,062 Passenger capacity - 2,124 Total crew - 930

Celebrity Cruises www.celebritycruises.com

Celebrity Century Inaugural cruise - 1995 Refurbished - 2006 Length (LOA) - 815’ Draft - 25’ / Beam - 105.6’ Tonnage - 71,545 Passenger Decks - 12 Total staterooms - 907 Passenger capacity - 1,814 Total crew - 843

Celebrity Millennium Inaugural cruise - 2000 Refurbished - 2012 Length (LOA) - 965’ Draft - 26’ / Beam - 105’ Tonnage - 91,000 Passenger Decks - 11 Total staterooms - 1,019 Passenger capacity - 2,038 Total crew - 999

Vessel Guide Celebrity Cruises www.celebritycruises.com

Celebrity Solstice Inaugural cruise - 2008 Length (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

Crystal Cruises

www.crystalcruises.com

2013 cruise schedule Greater Victoria Harbour Authority Ogden Point Jun 14, Fri Jun 14, Fri Jun 14, Fri Jun 15, Sat Jun 15, Sat Jun 15, Sat Jun 17, Mon Jun 17, Mon Jun 17, Mon Jun 20, Thu Jun 20, Thu Jun 21, Fri Jun 21, Fri Jun 21, Fri Jun 22, Sat Jun 22, Sat Jun 22, Sat Jun 24, Mon Jun 27, Thu Jun 27, Thu Jun 27, Thu Jun 27, Thu Jun 28, Fri Jun 28, Fri

NORWEGIAN JEWEL STAR PRINCESS WESTERDAM NORWEGIAN PEARL OOSTERDAM GOLDEN PRINCESS GRAND PRINCESS REGATTA CARNIVAL MIRACLE RHAPSODY OF THE SEAS CELEBRITY SOLSTICE NORWEGIAN JEWEL STAR PRINCESS WESTERDAM NORWEGIAN PEARL OOSTERDAM GOLDEN PRINCESS CARNIVAL MIRACLE GRAND PRINCESS RHAPSODY OF THE SEAS REGATTA CELEBRITY SOLSTICE NORWEGIAN JEWEL STAR PRINCESS

Skagway/Seattle Ketchikan/Seattle Ketchikan/Seattle Ketchikan/Seattle Ketchikan/Seattle Skagway/Seattle Skagway/San Francisco Prince Rupert/Seattle Ketchikan/Seattle Skagway/Seattle Skagway/Seattle Skagway/Seattle Ketchikan/Seattle Ketchikan/Seattle Ketchikan/Seattle Ketchikan/Seattle Skagway/Seattle Ketchikan/Seattle Ketchikan/San Francisco Skagway/Seattle Sitka/Seattle Skagway/Seattle Skagway/Seattle Ketchikan/Seattle

14:30 18:00 18:00 18:00 18:00 19:00 07:00 08:00 19:30 09:00 18:00 14:30 18:00 18:00 18:00 18:00 19:00 19:30 07:00 09:00 12:00 18:00 14:30 18:00

21:30 23:59 23:59 23:59 23:59 23:59 14:00 23:59 23:59 18:00 23:59 21:30 23:59 23:59 23:59 23:59 23:59 23:59 14:00 18:00 23:00 23:59 21:30 23:59

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

Disney Cruise Line www.disneycruise.com

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Disney Wonder Inaugural cruise - 1999 Length (LOA) - 964’ Draft - 26’ / Beam - 106’ Tonnage - 83,000 Passenger Decks - 11 Total staterooms - 877 Passenger capacity - 2,700 Total crew - 950

Contact: Louise Kawaler ACTM, Director Canada Mobile: 604.329.1143 Email: Louise.Kawaler@atpi.com

www.atpi.com April 2013 BC Shipping News 23

2013 cruise schedule

Vessel Guide

Greater Victoria Harbour Authority Ogden Point Jun 28, Fri Jun 29, Sat Jun 29, Sat Jun 29, Sat Jul 01, Mon Jul 04, Thu Jul 04, Thu Jul 05, Fri Jul 05, Fri Jul 05, Fri Jul 06, Sat Jul 06, Sat Jul 06, Sat Jul 07, Sun Jul 08, Mon Jul 11, Thu Jul 11, Thu Jul 12, Fri Jul 12, Fri Jul 12, Fri Jul 13, Sat Jul 13, Sat Jul 13, Sat Jul 15, Mon Jul 17, Wed Jul 18, Thu Jul 18, Thu Jul 19, Fri Jul 19, Fri Jul 19, Fri Jul 20, Sat Jul 20, Sat Jul 20, Sat Jul 21, Sun Jul 21, Sun Jul 21, Sun Jul 22, Mon Jul 25, Thu Jul 25, Thu Jul 26, Fri Jul 26, Fri Jul 26, Fri Jul 27, Sat Jul 27, Sat Jul 27, Sat Jul 29, Mon

WESTERDAM Ketchikan/Seattle NORWEGIAN PEARL Ketchikan/Seattle OOSTERDAM Ketchikan/Seattle GOLDEN PRINCESS Skagway/Seattle CARNIVAL MIRACLE Ketchikan/Seattle RHAPSODY OF THE SEAS Skagway/Seattle CELEBRITY SOLSTICE Skagway/Seattle NORWEGIAN JEWEL Skagway/Seattle STAR PRINCESS Ketchikan/Seattle WESTERDAM Ketchikan/Seattle NORWEGIAN PEARL Ketchikan/Seattle OOSTERDAM Ketchikan/Seattle GOLDEN PRINCESS Skagway/Seattle GRAND PRINCESS Juneau/San Francisco CARNIVAL MIRACLE Ketchikan/Seattle RHAPSODY OF THE SEAS Skagway/Seattle CELEBRITY SOLSTICE Skagway/Seattle NORWEGIAN JEWEL Skagway/Seattle STAR PRINCESS Ketchikan/Seattle WESTERDAM Ketchikan/Seattle NORWEGIAN PEARL Ketchikan/Seattle OOSTERDAM Ketchikan/Seattle GOLDEN PRINCESS Skagway/Seattle CARNIVAL MIRACLE Ketchikan/Seattle GRAND PRINCESS Ketchikan/San Francisco RHAPSODY OF THE SEAS Skagway/Seattle CELEBRITY SOLSTICE Skagway/Seattle NORWEGIAN JEWEL Skagway/Seattle STAR PRINCESS Ketchikan/Seattle WESTERDAM Ketchikan/Seattle NORWEGIAN PEARL Ketchikan/Seattle OOSTERDAM Ketchikan/Seattle GOLDEN PRINCESS Skagway/Seattle SILVER SHADOW (Inside Pass) Prince Rupert/Vancouver GRAND PRINCESS San Francisco/Ketchikan REGATTA Wrangell/Seattle CARNIVAL MIRACLE Ketchikan/Seattle RHAPSODY OF THE SEAS Skagway/Seattle CELEBRITY SOLSTICE Skagway/Seattle NORWEGIAN JEWEL Skagway/Seattle STAR PRINCESS Ketchikan/Seattle WESTERDAM Ketchikan/Seattle NORWEGIAN PEARL Ketchikan/Seattle OOSTERDAM Ketchikan/Seattle GOLDEN PRINCESS Skagway/Seattle CARNIVAL MIRACLE Ketchikan/Seattle

18:00 18:00 18:00 19:00 19:30 09:00 18:00 14:30 18:00 18:00 18:00 18:00 19:00 07:00 19:30 09:00 18:00 14:30 18:00 18:00 18:00 18:00 19:00 19:30 07:00 09:00 18:00 14:30 18:00 18:00 18:00 18:00 19:00 08:00 12:00 12:00 19:30 09:00 18:00 14:30 18:00 18:00 18:00 18:00 19:00 19:30

23:59 23:59 23:59 23:59 23:59 18:00 23:59 21:30 23:59 23:59 23:59 23:59 23:59 14:00 23:59 18:00 23:59 21:30 23:59 23:59 23:59 23:59 23:59 23:59 14:00 18:00 23:59 21:30 23:59 23:59 23:59 23:59 23:59 23:59 19:00 23:00 23:59 18:00 23:59 21:30 23:59 23:59 23:59 23:59 23:59 23:59

Hapag-Lloyd Cruises www.hl-cruises.com

MS Bremen Inaugural cruise - 1990 Length (LOA) - 364’ Draft - 15.75’ / Beam - 55.8’ Tonnage - 6,752 Passenger Decks - 6 Total staterooms - 80 Passenger capacity - 164 Total crew - 100

Holland America Line www.hollandamerica.com

Amsterdam Inaugural cruise - 2000 Length (LOA) - 780’ Draft - 25’ / Beam - 105.8’ Tonnage - 62,735 Passenger Decks - 10 Total staterooms - 690 Passenger capacity - 1,380 Total crew - 647

Oosterdam

Customs Brokers • Steamship Agents Complete Import & Export Services Quality Service Since 1911 401-1208 Wharf St., Victoria, B.C. V8W 3B9 Tel: 250-384-1653 • Fax: 250-382-3231 E-mail: kingbros@kibro.com

24 BC Shipping News April 2013

Inaugural cruise - 2003 Length (LOA) - 936’ Draft - 24’ / Beam - 105.8’ Tonnage - 82,305 Passenger Decks - 11 Total staterooms - 958 Passenger capacity - 1,916 Total crew - 817

Vessel Guide Holland America Line www.hollandamerica.com

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

Volendam Inaugural cruise - 1999 Length (LOA) - 784’ 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 Length (LOA) - 936’ Draft - 24’ / Beam - 105.8’ Tonnage - 82,348 Passenger Decks - 11 Total staterooms - 958 Passenger capacity - 1,916 Total crew - 817

2013 cruise schedule Greater Victoria Harbour Authority Ogden Point Jul 31, Wed Aug 01, Thu Aug 01, Thu Aug 02, Fri Aug 02, Fri Aug 02, Fri Aug 03, Sat Aug 03, Sat Aug 03, Sat Aug 05, Mon Aug 06, Tue Aug 08, Thu Aug 08, Thu Aug 09, Fri Aug 09, Fri Aug 09, Fri Aug 10, Sat Aug 10, Sat Aug 10, Sat Aug 12, Mon Aug 15, Thu Aug 15, Thu Aug 16, Fri Aug 16, Fri Aug 16, Fri Aug 16, Fri Aug 17, Sat Aug 17, Sat Aug 17, Sat Aug 19, Mon Aug 19, Mon Aug 22, Thu Aug 22, Thu Aug 23, Fri Aug 23, Fri Aug 23, Fri Aug 24, Sat Aug 24, Sat Aug 24, Sat Aug 26, Mon Aug 26, Mon Aug 29, Thu Aug 29, Thu Aug 30, Fri

SILVER SHADOW (Inside Pass) Prince Rupert/Vancouver RHAPSODY OF THE SEAS Skagway/Seattle CELEBRITY SOLSTICE Skagway/Seattle NORWEGIAN JEWEL Skagway/Seattle STAR PRINCESS Ketchikan/Seattle WESTERDAM Ketchikan/Seattle NORWEGIAN PEARL Ketchikan/Seattle OOSTERDAM Ketchikan/Seattle GOLDEN PRINCESS Skagway/Seattle CARNIVAL MIRACLE Ketchikan/Seattle GRAND PRINCESS Ketchikan/San Francisco RHAPSODY OF THE SEAS Skagway/Seattle CELEBRITY SOLSTICE Skagway/Seattle NORWEGIAN JEWEL Skagway/Seattle STAR PRINCESS Ketchikan/Seattle WESTERDAM Ketchikan/Seattle NORWEGIAN PEARL Ketchikan/Seattle OOSTERDAM Ketchikan/Seattle GOLDEN PRINCESS Skagway/Seattle CARNIVAL MIRACLE Ketchikan/Seattle RHAPSODY OF THE SEAS Skagway/Seattle CELEBRITY SOLSTICE Skagway/Seattle GRAND PRINCESS Juneau/San Francisco NORWEGIAN JEWEL Skagway/Seattle STAR PRINCESS Ketchikan/Seattle WESTERDAM Ketchikan/Seattle NORWEGIAN PEARL Ketchikan/Seattle OOSTERDAM Ketchikan/Seattle GOLDEN PRINCESS Skagway/Seattle REGATTA Sitka/Astoria CARNIVAL MIRACLE Ketchikan/Seattle RHAPSODY OF THE SEAS Skagway/Seattle CELEBRITY SOLSTICE Skagway/Seattle NORWEGIAN JEWEL Skagway/Seattle STAR PRINCESS Ketchikan/Seattle WESTERDAM Ketchikan/Seattle NORWEGIAN PEARL Ketchikan/Seattle OOSTERDAM Ketchikan/Seattle GOLDEN PRINCESS Skagway/Seattle GRAND PRINCESS Skagway/San Francisco CARNIVAL MIRACLE Ketchikan/Seattle RHAPSODY OF THE SEAS Skagway/Seattle CELEBRITY SOLSTICE Skagway/Seattle SEVEN SEAS NAVIGATOR Sitka/Astoria

08:00 09:00 18:00 14:30 18:00 18:00 18:00 18:00 19:00 19:30 07:00 09:00 18:00 14:30 18:00 18:00 18:00 18:00 19:00 19:30 09:00 18:00 07:00 14:30 18:00 18:00 18:00 18:00 19:00 12:00 19:30 09:00 18:00 14:30 18:00 18:00 18:00 18:00 19:00 07:00 19:30 09:00 18:00 11:30

23:59 18:00 23:59 21:30 23:59 23:59 23:59 23:59 23:59 23:59 14:00 18:00 23:59 21:30 23:59 23:59 23:59 23:59 23:59 23:59 18:00 23:59 14:00 21:30 23:59 23:59 23:59 23:59 23:59 18:00 23:59 18:00 23:59 21:30 23:59 23:59 23:59 23:59 23:59 14:00 23:59 18:00 23:59 17:30

EARTH MATTERs A leading environmental and energy services company, Tervita is a key service provider to the marine industry, specializing in: Bilge water & sludge • Waste fuel & oil • Hazardous waste Recycling & disposal of solid waste & garbage Victoria, B.C. (250)-380-0436 24hrs: 1-800-327-7455

tervita.com

April 2013 BC Shipping News 25

2013 cruise schedule

Vessel Guide

Greater Victoria Harbour Authority Ogden Point Aug 30, Fri Aug 30, Fri Aug 30, Fri Aug 31, Sat Aug 31, Sat Aug 31, Sat Sep 02, Mon Sep 05, Thu Sep 05, Thu Sep 06, Fri Sep 06, Fri Sep 06, Fri Sep 07, Sat Sep 07, Sat Sep 07, Sat Sep 09, Mon Sep 12, Thu Sep 13, Fri Sep 13, Fri Sep 13, Fri Sep 14, Sat Sep 14, Sat Sep 14, Sat Sep 14, Sat Sep 15, Sun Sep 18, Wed Sep 20, Fri Sep 20, Fri Sep 20, Fri Sep 21, Sat Sep 21, Sat Sep 21, Sat Sep 22, Sun Sep 23, Mon Sep 25, Wed Sep 27, Fri Sep 28, Sat Sep 28, Sat Sep 28, Sat Sep 29, Sun

NORWEGIAN JEWEL STAR PRINCESS WESTERDAM NORWEGIAN PEARL OOSTERDAM GOLDEN PRINCESS CARNIVAL MIRACLE GRAND PRINCESS CELEBRITY SOLSTICE NORWEGIAN JEWEL STAR PRINCESS WESTERDAM NORWEGIAN PEARL OOSTERDAM GOLDEN PRINCESS CARNIVAL MIRACLE CELEBRITY SOLSTICE NORWEGIAN JEWEL STAR PRINCESS WESTERDAM CELEBRITY MILLENNIUM NORWEGIAN PEARL OOSTERDAM GOLDEN PRINCESS GRAND PRINCESS NORWEGIAN SUN NORWEGIAN JEWEL STAR PRINCESS WESTERDAM NORWEGIAN PEARL OOSTERDAM GOLDEN PRINCESS NORWEGIAN JEWEL STAR PRINCESS CELEBRITY CENTURY WESTERDAM CELEBRITY CENTURY OOSTERDAM NORWEGIAN PEARL SAPPHIRE PRINCESS

26 BC Shipping News April 2013

Skagway/Seattle Ketchikan/Seattle Ketchikan/Seattle Ketchikan/Seattle Ketchikan/Seattle Skagway/Seattle Ketchikan/Seattle Ketchikan/San Francisco Skagway/Seattle Skagway/Seattle Ketchikan/Seattle Ketchikan/Seattle Ketchikan/Seattle Ketchikan/Seattle Skagway/Seattle Ketchikan/Seattle Skagway/Seattle Skagway/Seattle Ketchikan/Seattle Ketchikan/Seattle Vancouver/Nanaimo Ketchikan/Seattle Ketchikan/Seattle Skagway/Seattle Skagway/San Francisco Nanaimo/Astoria Skagway/Vancouver Ketchikan/Seattle Ketchikan/Seattle Ketchikan/Seattle Ketchikan/Seattle Skagway/Seattle Vancouver/Astoria Vancouver/Seattle Inside Pass /Vancouver Ketchikan/Seattle Nanaimo/Seattle Ketchikan/Seattle Ketchikan/Seattle Vancouver/Seattle

14:30 18:00 18:00 18:00 18:00 19:00 19:30 07:00 18:00 14:30 18:00 18:00 18:00 18:00 19:00 19:30 18:00 14:30 18:00 18:00 08:00 18:00 18:00 19:00 07:00 08:00 14:30 18:00 18:00 18:00 18:00 19:00 08:00 08:00 08:00 18:00 08:00 18:00 18:00 08:00

21:30 23:59 23:59 23:59 23:59 23:59 23:59 14:00 23:59 21:30 23:59 23:59 23:59 23:59 23:59 23:59 23:59 21:30 23:59 23:59 17:00 23:59 23:59 23:59 14:00 17:00 21:30 23:59 23:59 23:59 23:59 23:59 17:00 22:00 17:00 23:59 18:00 23:59 23:59 22:00

Holland America Line www.hollandamerica.com

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

Zuiderdam Inaugural cruise - 2002 Length (LOA) - 936’ Draft - 24’ / Beam - 105.8’ Tonnage - 82,305 Passenger Decks - 11 Total staterooms - 958 Passenger capacity - 1,916 Total crew - 817

2013 cruise schedule

Vessel Guide Linblad Expeditions www.expeditions.com

National Geographic Sea Bird Inaugural cruise - 1982 Length (LOA) - 164’ Draft - 10.8’ / Beam - 32.8’ Tonnage - 630 Passenger Decks - 3 Total staterooms - 31 Passenger capacity - 62 Total crew - n/a

National Geographic Sea Lion Inaugural cruise - 2001 Length (LOA) - 164’ Draft - 10.8’ / Beam - 32.8’ Tonnage - 630 Passenger Decks - 3 Total staterooms - 31 Passenger capacity - 62 Total crew - n/a

Nanaimo Port Authority New Cruise Terminal Date May 11, Sat May 12, Sun May 14, Tue May 16, Thu Sep 15, Sun Sep 17, Tue Sep 27, Fri

Vessel NORWEGIAN PEARL NORWEGIAN SUN NORWEGIAN JEWEL NORWEGIAN JEWEL CELEBRITY MILLENNIUM NORWEGIAN SUN CELEBRITY CENTURY

Port Alberni May 22, Wed

AMSTERDAM

Arrival 07:00 07:00 07:00 08:00 07:00 08:00 07:00

Departure 17:00 17:00 17:00 17:00 17:00 17:00 17:00

Vancouver/Seattle

Coming from Victoria Victoria Victoria Vancouver Victoria Vancouver Vancouver

07:00

17:00

Port Metro Vancouver Canada Place / Ballantyne Pier

Date Apr 18, Thu Apr 29, Mon Apr 29, Mon May 01, Wed May 04, Sat May 05, Sun May 05, Sun May 05, Sun May 08, Wed May 10, Fri May 10, Fri May 11, Sat May 11, Sat May 12, Sun May 12, Sun May 12, Sun

Vessel ZAANDAM CARNIVAL MIRACLE CRYSTAL SYMPHONY VOLENDAM OOSTERDAM CELEBRITY CENTURY STATENDAM ZAANDAM VOLENDAM STAR PRINCESS WESTERDAM GOLDEN PRINCESS ZUIDERDAM CELEBRITY CENTURY STATENDAM ZAANDAM

Berth Canada Place West Canada Place East Canada Place West Canada Place West Canada Place West Canada Place East Canada Place North Canada Place West Canada Place West Canada Place East Canada Place West Canada Place East Canada Place West Canada Place East Canada Place North Canada Place West

Arrival Departure 07:00 17:00 08:00 14:00 17:00 23:59 08:00 17:00 07:00 17:00 07:00 16:30 07:00 17:00 07:00 17:00 07:00 17:00 07:30 16:30 07:00 17:00 07:30 16:30 07:00 17:00 07:00 16:30 07:00 17:00 07:00 17:00

Noble Caledonia

www.noble-caledonia.co.uk

com m ercia l a nd ma ritime law on ca na da 's we s t coa s t.

Caledonia Sky Inaugural cruise - 1991 Length (LOA) - 295’ Draft - 13.8’ / Beam - 55.8’ Tonnage - 4,200 Passenger Decks Total staterooms - 57 Passenger capacity - 114 Total crew - 100

W. Gary Wharton Mark W. Hilton Katherine A. Arnold David S. Jarrett

Nevin L. Fishman David K. Jones Catherine A. Hofmann Mark Tinmouth

Peter Swanson Neo J. Tuytel Connie Risi

associate counsel:

Lorna Pawluk

Joan Rush

Thomas S. Hawkins Tom Beasley Paul D. Mooney

Peter G. Bernard, QC (retired) tel: 6 0 4 .6 81 . 1 700 fax: 604. 681 . 1 788 emergency response: 604. 681 . 1 700 address: 1500–570 Granville Street, Vancouver, BC, Canada, V6C 3P1 website: www.bernardpartners.com

April 2013 BC Shipping News 27

2013 cruise schedule

Vessel Guide

Port Metro Vancouver

Norwegian Cruise Line www.ncl.com

Canada Place / Ballantyne Pier May 12, Sun May 13, Mon May 13, Mon May 15, Wed May 15, Wed May 17, Fri May 17, Fri May 18, Sat May 18, Sat May 18, Sat May 19, Sun May 19, Sun May 20, Mon May 21, Tue May 22, Wed May 22, Wed May 22, Wed May 24, Fri May 24, Fri May 24, Fri May 25, Sat May 25, Sat May 25, Sat May 26, Sun May 26, Sun May 27, Mon May 27, Mon May 29, Wed May 29, Wed May 30, Thu May 31, Fri May 31, Fri Jun 01, Sat Jun 01, Sat Jun 02, Sun Jun 02, Sun Jun 03, Mon Jun 03, Mon Jun 05, Wed Jun 05, Wed Jun 07, Fri Jun 07, Fri Jun 08, Sat Jun 08, Sat Jun 09, Sun Jun 09, Sun Jun 10, Mon Jun 10, Mon Jun 12, Wed Jun 12, Wed Jun 13, Thu Jun 14, Fri Jun 14, Fri Jun 15, Sat Jun 15, Sat Jun 16, Sun Jun 16, Sun

NORWEGIAN PEARL ISLAND PRINCESS NORWEGIAN SUN NORWEGIAN JEWEL VOLENDAM CELEBRITY MILLENNIUM RADIANCE OF THE SEAS SAPPHIRE PRINCESS REGATTA ZUIDERDAM CELEBRITY CENTURY STATENDAM NORWEGIAN SUN AMSTERDAM CORAL PRINCESS SEVEN SEAS NAVIGATOR VOLENDAM CELEBRITY MILLENNIUM RHAPSODY OF THE SEAS AMSTERDAM DIAMOND PRINCESS REGATTA ZUIDERDAM CELEBRITY CENTURY STATENDAM ISLAND PRINCESS DISNEY WONDER SEVEN SEAS NAVIGATOR VOLENDAM SILVER SHADOW RADIANCE OF THE SEAS AMSTERDAM SAPPHIRE PRINCESS ZUIDERDAM CELEBRITY CENTURY STATENDAM NORWEGIAN SUN DISNEY WONDER CORAL PRINCESS VOLENDAM CELEBRITY MILLENNIUM AMSTERDAM DIAMOND PRINCESS ZUIDERDAM CELEBRITY CENTURY ZAANDAM ISLAND PRINCESS DISNEY WONDER SEVEN SEAS NAVIGATOR VOLENDAM SILVER SHADOW RADIANCE OF THE SEAS AMSTERDAM SAPPHIRE PRINCESS ZUIDERDAM CELEBRITY CENTURY STATENDAM

28 BC Shipping News April 2013

Ballantyne East Canada Place East Canada Place West Canada Place East Canada Place West Canada Place East Canada Place West Canada Place East Canada Place North Canada Place West Canada Place East Canada Place North Canada Place East Canada Place West Canada Place East Canada Place North Canada Place West Canada Place East Canada Place North Canada Place West Canada Place East Canada Place North Canada Place West Canada Place East Canada Place West Canada Place East Canada Place West Canada Place East Canada Place West Canada Place North Canada Place East Canada Place West Canada Place East Canada Place West Canada Place East Canada Place West Canada Place East Canada Place West Canada Place East Canada Place West Canada Place East Canada Place West Canada Place East Canada Place West Canada Place East Canada Place West Canada Place East Canada Place West Canada Place East Canada Place West Canada Place North Canada Place East Canada Place West Canada Place East Canada Place West Canada Place East Canada Place West

08:00 07:00 08:00 07:00 07:00 07:00 07:00 07:00 07:00 07:00 07:00 07:00 08:00 07:00 07:00 07:00 07:00 07:00 07:00 07:00 07:00 07:00 07:00 07:00 07:00 07:00 07:00 07:00 07:00 08:00 07:00 07:00 07:00 07:00 07:00 07:00 07:00 07:00 07:00 07:00 07:00 07:00 07:00 07:00 07:00 07:00 07:00 07:00 07:00 07:00 08:00 07:00 07:00 07:00 07:00 07:00 07:00

16:30 16:30 16:00 17:00 17:00 16:30 18:00 16:30 17:00 17:00 16:30 17:00 16:00 16:00 16:30 18:00 17:00 16:30 16:30 17:00 16:30 17:00 17:00 16:30 17:00 16:30 17:00 17:00 17:00 18:00 16:30 16:00 16:30 17:00 16:30 17:00 16:00 17:00 16:30 17:00 16:30 16:00 16:30 17:00 16:30 17:00 16:30 17:00 17:00 17:00 18:00 16:30 16:00 16:30 17:00 16:30 17:00

Norwegian Jewel Inaugural cruise - 2005 Length (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 Length (LOA) - 965’ Draft - 27’ / Beam - 105’ Tonnage - 93,000 Passenger Decks - 12 Total staterooms - 1,190 Passenger capacity - 2,380 Total crew - 1,154

Norwegian Sun Inaugural cruise - 2001 Refurbished - 2011 Length (LOA) - 848’ Draft - 28’ / Beam - 105’ Tonnage - 78,309 Passenger Decks - 10 Total staterooms - 968 Passenger capacity - 1,936 Total crew - 953

2013 cruise schedule

Vessel Guide Oceania Cruises www.princess.com

MS Regatta Inaugural cruise - 1998 Length (LOA) - 593.7’ Draft - 19.5’ / Beam - 83.5’ Tonnage - 30,277 Passenger Decks - 9 Total staterooms - 343 Passenger capacity - 824 Total crew - 386

Princess Cruises www.princess.com

Coral Princess Inaugural cruise - 2003 Length (LOA) - 965’ Draft - 26’ / Beam - 203’ Tonnage - 92,000 Passenger Decks - 11 Total staterooms - 987 Passenger capacity - 1,970 Total crew - 900

Diamond Princess Inaugural cruise - 2004 Length (LOA) - 951’ Draft - 27’ / Beam - 205’ Tonnage - 116,000 Passenger Decks - 14 Total staterooms - 1,337 Passenger capacity - 2,670 Total crew - 1,100

Port Metro Vancouver Canada Place / Ballantyne Pier Jun 17, Mon Jun 17, Mon Jun 19, Wed Jun 19, Wed Jun 21, Fri Jun 21, Fri Jun 22, Sat Jun 22, Sat Jun 23, Sun Jun 23, Sun Jun 24, Mon Jun 24, Mon Jun 26, Wed Jun 26, Wed Jun 27, Thu Jun 28, Fri Jun 28, Fri Jun 29, Sat Jun 29, Sat Jun 30, Sun Jun 30, Sun Jul 01, Mon Jul 01, Mon Jul 03, Wed Jul 03, Wed Jul 05, Fri Jul 05, Fri Jul 05, Fri Jul 06, Sat Jul 06, Sat Jul 06, Sat Jul 07, Sun Jul 07, Sun Jul 08, Mon Jul 08, Mon Jul 10, Wed Jul 10, Wed Jul 11, Thu Jul 12, Fri Jul 12, Fri Jul 13, Sat Jul 13, Sat Jul 14, Sun Jul 14, Sun Jul 15, Mon Jul 15, Mon Jul 17, Wed Jul 17, Wed Jul 19, Fri Jul 19, Fri Jul 20, Sat Jul 20, Sat Jul 21, Sun Jul 21, Sun Jul 22, Mon Jul 22, Mon Jul 22, Mon

NORWEGIAN SUN DISNEY WONDER CORAL PRINCESS VOLENDAM CELEBRITY MILLENNIUM AMSTERDAM DIAMOND PRINCESS ZUIDERDAM CELEBRITY CENTURY ZAANDAM ISLAND PRINCESS DISNEY WONDER SEVEN SEAS NAVIGATOR VOLENDAM SILVER SHADOW RADIANCE OF THE SEAS AMSTERDAM SAPPHIRE PRINCESS ZUIDERDAM CELEBRITY CENTURY STATENDAM NORWEGIAN SUN DISNEY WONDER CORAL PRINCESS VOLENDAM CELEBRITY MILLENNIUM BREMEN AMSTERDAM DIAMOND PRINCESS BREMEN ZUIDERDAM CELEBRITY CENTURY ZAANDAM ISLAND PRINCESS DISNEY WONDER SEVEN SEAS NAVIGATOR VOLENDAM SILVER SHADOW RADIANCE OF THE SEAS AMSTERDAM SAPPHIRE PRINCESS ZUIDERDAM CELEBRITY CENTURY STATENDAM NORWEGIAN SUN DISNEY WONDER CORAL PRINCESS VOLENDAM CELEBRITY MILLENNIUM AMSTERDAM DIAMOND PRINCESS ZUIDERDAM CELEBRITY CENTURY ZAANDAM ISLAND PRINCESS SILVER SHADOW DISNEY WONDER

Canada Place East Canada Place West Canada Place East Canada Place West Canada Place East Canada Place West Canada Place East Canada Place West Canada Place East Canada Place West Canada Place East Canada Place West Canada Place East Canada Place West Canada Place North Canada Place East Canada Place West Canada Place East Canada Place West Canada Place East Canada Place West Canada Place East Canada Place West Canada Place East Canada Place West Canada Place East Canada Place North Canada Place West Canada Place East Canada Place North Canada Place West Canada Place East Canada Place West Canada Place East Canada Place West Canada Place East Canada Place West Canada Place North Canada Place East Canada Place West Canada Place East Canada Place West Canada Place East Canada Place West Canada Place East Canada Place West Canada Place East Canada Place West Canada Place East Canada Place West Canada Place East Canada Place West Canada Place East Canada Place West Canada Place East Canada Place North Canada Place West

07:00 07:00 07:00 07:00 07:00 07:00 07:00 07:00 07:00 07:00 07:00 07:00 07:00 07:00 08:00 07:00 07:00 07:00 07:00 07:00 07:00 07:00 07:00 07:00 07:00 07:00 20:00 07:00 07:00 00:01 07:00 07:00 07:00 07:00 07:00 07:00 07:00 08:00 07:00 07:00 07:00 07:00 07:00 07:00 07:00 07:00 07:00 07:00 07:00 07:00 07:00 07:00 07:00 07:00 07:00 08:00 07:00

16:00 17:00 16:30 17:00 16:30 16:00 16:30 17:00 16:30 17:00 16:30 17:00 17:00 17:00 18:00 16:30 16:00 16:30 17:00 16:30 17:00 16:00 17:00 16:30 17:00 16:30 23:50 17:00 16:30 22:00 17:00 16:30 17:00 16:30 17:00 17:00 17:00 18:00 16:30 17:00 16:30 17:00 16:30 17:00 16:00 17:00 16:30 17:00 16:30 17:00 16:30 17:00 16:30 17:00 16:30 18:00 17:00

April 2013 BC Shipping News 29

2013 cruise schedule

Vessel Guide

Port Metro Vancouver

Princess Cruises www.princess.com

Canada Place / Ballantyne Pier Jul 24, Wed Jul 24, Wed Jul 25, Thu Jul 26, Fri Jul 26, Fri Jul 27, Sat Jul 27, Sat Jul 28, Sun Jul 28, Sun Jul 29, Mon Jul 29, Mon Jul 29, Mon Jul 31, Wed Jul 31, Wed Aug 01, Thu Aug 02, Fri Aug 02, Fri Aug 03, Sat Aug 03, Sat Aug 04, Sun Aug 04, Sun Aug 05, Mon Aug 05, Mon Aug 07, Wed Aug 07, Wed Aug 09, Fri Aug 09, Fri Aug 10, Sat Aug 10, Sat Aug 11, Sun Aug 11, Sun Aug 12, Mon Aug 12, Mon Aug 12, Mon Aug 14, Wed Aug 14, Wed Aug 15, Thu Aug 16, Fri Aug 16, Fri Aug 17, Sat Aug 17, Sat Aug 18, Sun Aug 18, Sun Aug 19, Mon Aug 19, Mon Aug 21, Wed Aug 21, Wed Aug 23, Fri Aug 23, Fri Aug 24, Sat Aug 24, Sat Aug 25, Sun Aug 25, Sun Aug 26, Mon Aug 26, Mon Aug 28, Wed Aug 28, Wed

SEVEN SEAS NAVIGATOR VOLENDAM SEVEN SEAS NAVIGATOR RADIANCE OF THE SEAS AMSTERDAM SAPPHIRE PRINCESS ZUIDERDAM CELEBRITY CENTURY STATENDAM NORWEGIAN SUN REGATTA DISNEY WONDER CORAL PRINCESS VOLENDAM SILVER SHADOW CELEBRITY MILLENNIUM AMSTERDAM DIAMOND PRINCESS ZUIDERDAM CELEBRITY CENTURY ZAANDAM ISLAND PRINCESS DISNEY WONDER SEVEN SEAS NAVIGATOR VOLENDAM RADIANCE OF THE SEAS AMSTERDAM SAPPHIRE PRINCESS ZUIDERDAM CELEBRITY CENTURY STATENDAM NORWEGIAN SUN REGATTA DISNEY WONDER CORAL PRINCESS VOLENDAM SILVER SHADOW CELEBRITY MILLENNIUM AMSTERDAM DIAMOND PRINCESS ZUIDERDAM CELEBRITY CENTURY ZAANDAM ISLAND PRINCESS DISNEY WONDER SEVEN SEAS NAVIGATOR VOLENDAM RADIANCE OF THE SEAS AMSTERDAM SAPPHIRE PRINCESS ZUIDERDAM CELEBRITY CENTURY STATENDAM NORWEGIAN SUN DISNEY WONDER CORAL PRINCESS VOLENDAM

30 BC Shipping News April 2013

Canada Place East Canada Place West Canada Place East Canada Place East Canada Place West Canada Place East Canada Place West Canada Place East Canada Place West Canada Place East Canada Place North Canada Place West Canada Place East Canada Place West Canada Place North Canada Place East Canada Place West Canada Place East Canada Place West Canada Place East Canada Place West Canada Place East Canada Place West Canada Place East Canada Place West Canada Place East Canada Place West Canada Place East Canada Place West Canada Place East Canada Place West Canada Place East Canada Place North Canada Place West Canada Place East Canada Place West Canada Place North Canada Place East Canada Place West Canada Place East Canada Place West Canada Place East Canada Place West Canada Place East Canada Place West Canada Place East Canada Place West Canada Place East Canada Place West Canada Place East Canada Place West Canada Place East Canada Place West Canada Place East Canada Place West Canada Place East Canada Place West

07:00 07:00 00:01 07:00 07:00 07:00 07:00 07:00 07:00 07:00 07:00 07:00 07:00 07:00 08:00 07:00 07:00 07:00 07:00 07:00 07:00 07:00 07:00 07:00 07:00 07:00 07:00 07:00 07:00 07:00 07:00 07:00 07:00 07:00 07:00 07:00 08:00 07:00 07:00 07:00 07:00 07:00 07:00 07:00 07:00 07:00 07:00 07:00 07:00 07:00 07:00 07:00 07:00 07:00 07:00 07:00 07:00

23:59 17:00 18:00 16:30 17:00 16:30 17:00 16:30 17:00 16:00 18:00 17:00 16:30 17:00 18:00 16:30 17:00 16:30 17:00 16:30 17:00 16:30 17:00 17:00 17:00 16:30 17:00 16:30 17:00 16:30 17:00 16:00 18:00 17:00 16:30 17:00 18:00 16:30 17:00 16:30 17:00 16:30 17:00 16:30 17:00 18:00 17:00 16:30 16:00 16:30 17:00 16:30 17:00 16:00 17:00 16:30 17:00

Golden Princess Inaugural cruise - 2001 Length (LOA) - 951’ Draft - 26’ / Beam - 118’ Tonnage - 109,000 Passenger Decks - 14 Total staterooms - 1,300 Passenger capacity - 2,600 Total crew - 1,100

Grand Princess Inaugural cruise - 1998 Refurbished - 2011 Length (LOA) - 951’ Draft - 26’ / Beam - 118’ Tonnage - 109,000 Passenger Decks - 14 Total staterooms - 1,300 Passenger capacity - 2,600 Total crew - 1,100

Island Princess Inaugural cruise - 2003 Length (LOA) - 964’ Draft - 26’ / Beam - 203’ Tonnage - 92,000 Passenger Decks - 11 Total staterooms - 987 Passenger capacity - 1,974 Total crew - 900

2013 cruise schedule

Vessel Guide Princess Cruises www.princess.com

Sapphire Princess Inaugural cruise - 2004 Length (LOA) - 970’ Draft - 27’ / Beam - 205’ Tonnage - 116,000 Passenger Decks - 14 Total staterooms - 1,337 Passenger capacity - 2,674 Total crew - 1,100

Port Metro Vancouver Canada Place / Ballantyne Pier Aug 29, Thu Aug 30, Fri Aug 30, Fri Aug 31, Sat Aug 31, Sat Sep 01, Sun Sep 01, Sun Sep 02, Mon Sep 02, Mon Sep 04, Wed Sep 06, Fri Sep 06, Fri Sep 06, Fri Sep 07, Sat Sep 07, Sat Sep 08, Sun Sep 08, Sun Sep 09, Mon Sep 09, Mon Sep 11, Wed Sep 11, Wed Sep 12, Thu Sep 13, Fri Sep 13, Fri Sep 13, Fri

SILVER SHADOW CELEBRITY MILLENNIUM AMSTERDAM DIAMOND PRINCESS ZUIDERDAM CELEBRITY CENTURY ZAANDAM ISLAND PRINCESS DISNEY WONDER VOLENDAM RADIANCE OF THE SEAS RHAPSODY OF THE SEAS AMSTERDAM SAPPHIRE PRINCESS ZUIDERDAM CELEBRITY CENTURY STATENDAM NORWEGIAN SUN DISNEY WONDER CORAL PRINCESS VOLENDAM SILVER SHADOW CELEBRITY MILLENNIUM RADIANCE OF THE SEAS AMSTERDAM

Canada Place North Canada Place East Canada Place West Canada Place East Canada Place West Canada Place East Canada Place West Canada Place East Canada Place West Canada Place West Canada Place East Canada Place North Canada Place West Canada Place East Canada Place West Canada Place East Canada Place West Canada Place East Canada Place West Canada Place East Canada Place West Canada Place North Canada Place East Canada Place North Canada Place West

08:00 07:00 07:00 07:00 07:00 07:00 07:00 07:00 07:00 07:00 07:00 07:00 07:00 07:00 07:00 07:00 07:00 08:00 07:00 07:00 07:00 08:00 07:00 07:00 07:00

18:00 16:30 16:00 16:30 17:00 16:30 17:00 16:30 17:00 17:00 16:30 16:30 16:00 16:30 17:00 16:30 17:00 16:00 17:00 16:30 17:00 18:00 16:30 18:00 16:00

Star Princess Inaugural cruise - 2002 Length (LOA) - 950.2’ Draft - 27.7’ / Beam - 118’ Tonnage - 109,000 Passenger Decks - 14 Total staterooms - 1,301 Passenger capacity - 2,602 Total crew - 1,100

Regent Seven Seas www.rssc.com

Seven Seas Navigator Inaugural cruise - 1999 Length (LOA) - 565’ Draft - 23’ / Beam - 81’ Tonnage - 28,550 Passenger Decks - 8 Total staterooms - 245 Passenger capacity - 490 Total crew - 345

April 2013 BC Shipping News 31

2013 cruise schedule

Vessel Guide

Port Metro Vancouver

Royal Caribbean

www.royalcaribbean.com

Canada Place / Ballantyne Pier Sep 14, Sat Sep 14, Sat Sep 15, Sun Sep 15, Sun Sep 16, Mon Sep 16, Mon Sep 17, Tue Sep 18, Wed Sep 20, Fri Sep 21, Sat Sep 21, Sat Sep 21, Sat Sep 22, Sun Sep 22, Sun Sep 23, Mon Sep 23, Mon Sep 25, Wed Sep 25, Wed Sep 26, Thu Sep 28, Sat Sep 28, Sat Sep 29, Sun Sep 29, Sun Sep 29, Sun

DIAMOND PRINCESS ZUIDERDAM CELEBRITY CENTURY ZAANDAM ISLAND PRINCESS NORWEGIAN SUN CARNIVAL MIRACLE VOLENDAM AMSTERDAM SAPPHIRE PRINCESS ZUIDERDAM NORWEGIAN JEWEL STAR PRINCESS STATENDAM ISLAND PRINCESS GOLDEN PRINCESS CORAL PRINCESS VOLENDAM CELEBRITY CENTURY SAPPHIRE PRINCESS ZUIDERDAM STATENDAM WESTERDAM NORWEGIAN PEARL

Canada Place East Canada Place West Canada Place East Canada Place West Canada Place East Canada Place West Canada Place East Canada Place West Canada Place West Canada Place East Canada Place West Ballantyne East Canada Place East Canada Place West Canada Place East Canada Place West Canada Place East Canada Place West Canada Place East Canada Place East Canada Place West Canada Place East Canada Place West Ballantyne East

07:00 07:00 07:00 07:00 07:00 08:00 07:00 07:00 07:00 07:00 07:00 07:00 07:30 07:00 07:00 07:00 07:00 07:00 07:00 07:00 07:00 07:00 07:00 08:00

16:30 17:00 16:30 17:00 16:30 16:00 17:00 17:00 16:00 16:30 17:00 17:00 16:30 17:00 16:00 16:30 16:30 17:00 17:00 16:30 17:00 17:00 17:00 16:30

Port of Seattle

Pier 91 / Pier 66 (*Denotes Seattle Port of call)

May 01, Wed May 05, Sun May 07, Tue May 11, Sat May 11, Sat May 12, Sun May 12, Sun May 14, Tue May 15, Wed May 16, Thu May 17, Fri May 18, Sat May 18, Sat May 18, Sat May 19, Sun May 19, Sun May 19, Sun May 21, Tue May 23, Thu May 24, Fri May 25, Sat May 25, Sat May 25, Sat May 26, Sun May 26, Sun May 26, Sun May 28, Tue May 31, Fri May 31, Fri Jun 01, Sat

CRYSTAL SYMPHONY P66* OOSTERDAM T91 CARNIVAL MIRACLE T91 STAR PRINCESS T91 WESTERDAM T91 GOLDEN PRINCESS T91 OOSTERDAM T91 CARNIVAL MIRACLE T91 CELEBRITY SOLSTICE T91 SAPPHIRE PRINCESS P66* CELEBRITY SOLSTICE T91 NORWEGIAN JEWEL P66 STAR PRINCESS T91 WESTERDAM T91 GOLDEN PRINCESS T91 NORWEGIAN PEARL P66 OOSTERDAM T91 CARNIVAL MIRACLE T91 AMSTERDAM T91* CELEBRITY SOLSTICE T91 NORWEGIAN JEWEL P66 STAR PRINCESS T91 WESTERDAM T91 GOLDEN PRINCESS T91 NORWEGIAN PEARL P66 OOSTERDAM T91 CARNIVAL MIRACLE T91 CELEBRITY SOLSTICE T91 RHAPSODY OF THE SEAS T91 NORWEGIAN JEWEL P66

32 BC Shipping News April 2013

Jun 01, Sat Jun 01, Sat Jun 02, Sun Jun 02, Sun Jun 02, Sun Jun 04, Tue Jun 04, Tue Jun 07, Fri Jun 07, Fri Jun 08, Sat Jun 08, Sat Jun 08, Sat Jun 09, Sun Jun 09, Sun Jun 09, Sun Jun 11, Tue Jun 14, Fri Jun 14, Fri Jun 15, Sat Jun 15, Sat Jun 15, Sat Jun 16, Sun Jun 16, Sun Jun 16, Sun Jun 18, Tue Jun 18, Tue Jun 21, Fri Jun 21, Fri Jun 22, Sat Jun 22, Sat

STAR PRINCESS T91 WESTERDAM T91 GOLDEN PRINCESS T91 NORWEGIAN PEARL P66 OOSTERDAM T91 CARNIVAL MIRACLE T91 REGATTA P66 CELEBRITY SOLSTICE T91 RHAPSODY OF THE SEAS T91 NORWEGIAN JEWEL P66 STAR PRINCESS T91 WESTERDAM T91 GOLDEN PRINCESS T91 NORWEGIAN PEARL P66 OOSTERDAM T91 CARNIVAL MIRACLE T91 CELEBRITY SOLSTICE T91 RHAPSODY OF THE SEAS T91 NORWEGIAN JEWEL P66 STAR PRINCESS T91 WESTERDAM T91 GOLDEN PRINCESS T91 NORWEGIAN PEARL P66 OOSTERDAM T91 CARNIVAL MIRACLE T91 REGATTA P66 CELEBRITY SOLSTICE T91 RHAPSODY OF THE SEAS T91 NORWEGIAN JEWEL P66 STAR PRINCESS T91

Radiance of the Seas Inaugural cruise - 2001 Length (LOA) - 962’ Draft - 28’ / Beam - 105.6’ Tonnage - 90,090 Passenger Decks - 12 Total staterooms - 1,056 Passenger capacity - 2,114 Total crew - 857

Rhapsody of the Seas Inaugural cruise - 1997 Length (LOA) - 915’ Draft - 25’ / Beam - 105.6’ Tonnage - 78,491 Passenger Decks - 11 Total staterooms - 999 Passenger capacity - 1,958 Total crew - 765

Silversea Cruises www.silversea.com

Silver Shadow Inaugural cruise - 2000 Length (LOA) - 610’ Draft - 19.6’ / Beam - 81.8’ Tonnage - 28,258 Passenger Decks - 7 Total staterooms - 194 Passenger capacity - 382 Total crew - 295

2013 cruise schedule Port of Seattle

Pier 91 / Pier 66 (*Denotes Seattle Port of call) Jun 22, Sat Jun 23, Sun Jun 23, Sun Jun 23, Sun Jun 25, Tue Jun 28, Fri Jun 28, Fri Jun 28, Fri Jun 29, Sat Jun 29, Sat Jun 29, Sat Jun 30, Sun Jun 30, Sun Jun 30, Sun Jul 02, Tue Jul 05, Fri Jul 05, Fri Jul 05, Fri Jul 06, Sat Jul 06, Sat Jul 06, Sat Jul 07, Sun Jul 07, Sun Jul 07, Sun Jul 09, Tue Jul 12, Fri Jul 12, Fri Jul 12, Fri Jul 13, Sat Jul 13, Sat Jul 13, Sat Jul 14, Sun Jul 14, Sun Jul 14, Sun Jul 16, Tue Jul 19, Fri Jul 19, Fri Jul 20, Sat

WESTERDAM T91 GOLDEN PRINCESS T91 NORWEGIAN PEARL P66 OOSTERDAM T91 CARNIVAL MIRACLE T91 CELEBRITY SOLSTICE T91 REGATTA P66 RHAPSODY OF THE SEAS T91 NORWEGIAN JEWEL P66 STAR PRINCESS T91 WESTERDAM T91 GOLDEN PRINCESS T91 NORWEGIAN PEARL P66 OOSTERDAM T91 CARNIVAL MIRACLE T91 CELEBRITY SOLSTICE T91 REGATTA P66 RHAPSODY OF THE SEAS T91 NORWEGIAN JEWEL P66 STAR PRINCESS T91 WESTERDAM T91 GOLDEN PRINCESS T91 NORWEGIAN PEARL P66 OOSTERDAM T91 CARNIVAL MIRACLE T91 CELEBRITY SOLSTICE T91 REGATTA P66 RHAPSODY OF THE SEAS T91 NORWEGIAN JEWEL P66 STAR PRINCESS T91 WESTERDAM T91 GOLDEN PRINCESS T91 NORWEGIAN PEARL P66 OOSTERDAM T91 CARNIVAL MIRACLE T91 CELEBRITY SOLSTICE T91 RHAPSODY OF THE SEAS T91 NORWEGIAN JEWEL P66

Vessel Guide

Information provided is current at time of printing, for updated cruise schedule information, please visit: Greater Victoria Harbour Authority www.victoriaharbour.org Vancouver: www.portmetrovancouver.com Nanaimo: www.npa.ca Seattle: www.portseattle.org Prince Rupert: www.rupertport.com

Jul 20, Sat Jul 20, Sat Jul 21, Sun Jul 21, Sun Jul 21, Sun Jul 22, Mon Jul 23, Tue Jul 26, Fri Jul 26, Fri Jul 27, Sat Jul 27, Sat Jul 27, Sat Jul 28, Sun Jul 28, Sun Jul 28, Sun Jul 30, Tue Aug 02, Fri Aug 02, Fri Aug 03, Sat Aug 03, Sat Aug 03, Sat Aug 04, Sun Aug 04, Sun Aug 04, Sun Aug 05, Mon Aug 06, Tue Aug 09, Fri Aug 09, Fri Aug 10, Sat Aug 10, Sat Aug 10, Sat Aug 11, Sun Aug 11, Sun Aug 11, Sun Aug 13, Tue Aug 16, Fri Aug 16, Fri Aug 17, Sat Aug 17, Sat Aug 17, Sat Aug 18, Sun Aug 18, Sun Aug 18, Sun Aug 20, Tue

STAR PRINCESS T91 WESTERDAM T91 GOLDEN PRINCESS T91 NORWEGIAN PEARL P66 OOSTERDAM T91 REGATTA P66 CARNIVAL MIRACLE T91 CELEBRITY SOLSTICE T91 RHAPSODY OF THE SEAS T91 NORWEGIAN JEWEL P66 STAR PRINCESS T91 WESTERDAM T91 GOLDEN PRINCESS T91 NORWEGIAN PEARL P66 OOSTERDAM T91 CARNIVAL MIRACLE T91 CELEBRITY SOLSTICE T91 RHAPSODY OF THE SEAS T91 NORWEGIAN JEWEL P66 STAR PRINCESS T91 WESTERDAM T91 GOLDEN PRINCESS T91 NORWEGIAN PEARL P66 OOSTERDAM T91 REGATTA P66 CARNIVAL MIRACLE T91 CELEBRITY SOLSTICE T91 RHAPSODY OF THE SEAS T91 NORWEGIAN JEWEL P66 STAR PRINCESS T91 WESTERDAM T91 GOLDEN PRINCESS T91 NORWEGIAN PEARL P66 OOSTERDAM T91 CARNIVAL MIRACLE T91 CELEBRITY SOLSTICE T91 RHAPSODY OF THE SEAS T91 NORWEGIAN JEWEL P66 STAR PRINCESS T91 WESTERDAM T91 GOLDEN PRINCESS T91 NORWEGIAN PEARL P66 OOSTERDAM T91 CARNIVAL MIRACLE T91

Aug 23, Fri CELEBRITY SOLSTICE T91 Aug 23, Fri RHAPSODY OF THE SEAS T91 Aug 24, Sat NORWEGIAN JEWEL P66 Aug 24, Sat STAR PRINCESS T91 Aug 24, Sat WESTERDAM T91 Aug 25, Sun GOLDEN PRINCESS T91 Aug 25, Sun NORWEGIAN PEARL P66 Aug 25, Sun OOSTERDAM T91 Aug 27, Tue CARNIVAL MIRACLE T91 Aug 30, Fri CELEBRITY SOLSTICE T91 Aug 30, Fri RHAPSODY OF THE SEAS T91 Aug 31, Sat NORWEGIAN JEWEL P66 Aug 31, Sat STAR PRINCESS T91 Aug 31, Sat WESTERDAM T91 Sep 01, Sun GOLDEN PRINCESS T91 Sep 01, Sun NORWEGIAN PEARL P66 Sep 01, Sun OOSTERDAM T91 Sep 03, Tue CARNIVAL MIRACLE T91 Sep 06, Fri CELEBRITY SOLSTICE T91 Sep 07, Sat NORWEGIAN JEWEL P66 Sep 07, Sat STAR PRINCESS T91 Sep 07, Sat WESTERDAM T91 Sep 08, Sun GOLDEN PRINCESS T91 Sep 08, Sun NORWEGIAN PEARL P66 Sep 08, Sun OOSTERDAM T91 Sep 10, Tue CARNIVAL MIRACLE T91 Sep 13, Fri CELEBRITY SOLSTICE T91 Sep 14, Sat NORWEGIAN JEWEL P66 Sep 14, Sat STAR PRINCESS T91 Sep 14, Sat WESTERDAM T91 Sep 15, Sun GOLDEN PRINCESS T91 Sep 15, Sun NORWEGIAN PEARL P66 Sep 15, Sun OOSTERDAM T91 Sep 16, Mon CELEBRITY MILLENNIUM P66* Sep 21, Sat STAR PRINCESS T91 Sep 21, Sat WESTERDAM T91 Sep 22, Sun GOLDEN PRINCESS T91 Sep 22, Sun NORWEGIAN PEARL P66 Sep 22, Sun OOSTERDAM T91 Sep 24, Tue STAR PRINCESS P66* Sep 28, Sat WESTERDAM T91 Sep 29, SMon CELEBRITY CENTURY P66* Sep 29, Sun OOSTERDAM T91 Sep 30, Mon SAPPHIRE PRINCESS T91*

Prince Rupert Port Authority Date Jun 15, Sat Jun 27, Thu Jul 03, Wed Jul 10, Wed Jul 19, Fri Jul 29, Mon Sep 07, Sat Sep 08, Sun Sep 23, Mon

Vessel REGATTA CALEDONIAN SKY REGATTA REGATTA SILVER SHADOW SILVER SHADOW SEA LION SEA BIRD CELEBRITY CENTURY

Arrival Departure 08:00 18:00 08:00 18:00 08:00 18:00 08:00 18:00 08:00 17:00 09:30 18:00 08:00 17:00 08:00 17:00 08:00 17:00

April 2013 BC Shipping News 33

The evolution of passenger carriage at sea.

By Nigel S. Greenwood

Greenwood Maritime Solutions Ltd.

34 BC Shipping News April 2013

One area..which...has not only been changed, but...redefined, has been the carriage of passengers...where the industry, while inventing a new domain of business, has had to innovate new solutions to challenges of their own making.

Invention of the destination ship The true passenger ship has been a relatively recent invention. True, ferries of various description have existed forever, to traverse un-fordable streams from the river Styx onwards. But these were mostly short transits in small craft. Across more substantial bodies, such as harbours, regularized service has only existed in historical times. The

Halifax-Dartmouth ferry service for example, is credited as one of the earliest, continuously running salt-water services dating from 1752. For the most part, passengers were carried on a space-available basis in competition with cargo for which the freight rates might possibly be better, and care easier. Certainly, there was not much preferential treatment

Photo source: Halifax-Dartmouth Ferries

he maritime industry has always been a domain of vigorous change and innovation. This may sound counter-intuitive from several points of view, most notably because the profession of seafaring has long been associated with a conservative, staid outlook. The risking of expensive ships and cargoes relied upon an interlocking structure of tried and true methods, strict discipline, and ancient legal foundations that reinforced prudence above all. In northern Europe, the association of this tendency with dour protestant work-ethics gave rise to such famously austere nautical slogans as “Fear God and Dread Nought”. None of this was conducive to “new-fangled” invention. Accordingly, many important innovations — from the determination of longitude by clock to the introduction of radar to the institution of maritime traffic control — were long resisted. Nonetheless, the last century has seen incredible changes in all facets of the shipping industry. One area in which the trade has not only been changed, but essentially redefined, has been the carriage of passengers by sea. This has resulted in a dynamic where the industry, while inventing a new domain of business, has had to innovate new solutions to challenges of their own making. In this article, I will examine the ways in which this is true, and the implications for the theme of the Nautical Institute’s spring conference on Passenger Vessel Safety.

Halifax-Dartmouth ferries …longevity, efficiency and innovation.

PASSENGER VESSELS for human cargo as early emigrants to North America and Australia discovered. Their carriage was strictly determined by the incentive to maximize the load factors, or under circumstances such that punitive conditions were not to be considered undue. The situation began to improve in the early 1800s with the establishment of scheduled “packet ship” services between Britain and various American or Imperial destinations, carrying high-value and time-sensitive cargoes such as mail and wealthy passengers. With the advent of steam, these evolved into the famous liners of “Blue-Riband” rivalry for the fastest Trans-Atlantic passages. But these also set other records, establishing the trend that endures today: the quest for the perfect optimization of comfort, service and capacity. Throughout most of the 20th century, the evolution of the passenger ship was concerned with fast and comfortable conveyance from one port to the other. A number of different approaches were tried to boost through-put. For long transits it was both speed and capacity — these two factors worked hand in hand to produce the largest, fastest and most opulent ships the world has seen. On short hauls, the search for sheer efficiency and frequency of scheduling led to highly technical solutions of the past 50 years: hovercraft, hydrofoils, and those curious neither-fish-nor-fowl contraptions, the Wing-in-Ground machines which mimic flying fish in their fundamentally aquatic nature married with ability to fly at very low altitude over the wave-tops. Lower-tech

Packet ships married speed and regularity (here the Black Ball Line’s Jacobsen). solutions which had a brief period of popularity included inter-modal passenger arrangements such as the LondonParis sleeper train-ferry. With the introduction of long-range aircraft, the passengervessel trade as long-distance conveyance began to decline. This hit the Trans-Atlantic trade hardest, but the effect has also been felt in the short sea trades. Where this trade has not been devastated, either by the initial competition of flight or the subsequent innovation of high-speed trains in submarine tunnels (eg: the “Chunnel”), it has been sustained by the public’s desire to take their own vehicles across the water. But

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Photo source: Royal Caribbean

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MV Oasis of the Seas …the ship as a holiday destination in its own right?

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April 2013 BC Shipping News 35 Ad.indd 1

05/10/2012 15:59:31

passenger vessels

The age-old routines of uncomfortable captivity at sea...have been augmented by...every conceivable vacation attraction that can be fitted to a mobile platform.

even car ferry (“passenger-RORO cargo” ship) services have had to constantly re-invent themselves to offer the travelling public not just conveyance, but an “experience”. The world’s leading scheduled coastal ferry companies, while setting modern records of efficiency in loading and off-loading, timeliness and affordability, have diversified to provide greater diversions as part of their business model. In the long-haul passenger trade, changes were presaged in the late 1800s by Albert Ballin, General Manager of the Hamburg-America Line, who sent his ships on southern cruises during the lighter-subscribed (worst weather) winter North Atlantic season. Other major oceanic passenger lines were

36 BC Shipping News April 2013

not long in following, and by the mid1980s they had redefined the industry. Passages shifted from scheduled runs between transit destinations (ports of call as an entrée to somewhere else) to itineraries constructed of a succession of attractive (even isolated) destinations, each a travel objective in its own right. With commonly affordable airfares arriving in the 1960s, the passenger liner trade effectively ended in 1986. Today, the only ship operating in such a fashion is Cunard’s RMS Queen Mary 2, which was commissioned in 2004. And while she still conducts regular service between Southampton and New York, this is only part of her annual program. In many ways she

exemplifies the further evolution of the passenger ship business: truly massive ships of extraordinary complexity, immense capacity, profusion of onboard entertainments and diversions, and accommodations rivaling upscale hotels. The age-old routines of uncomfortable captivity at sea — windy walks on promenade decks, reading under wool blankets on deck chairs, card games and formal dining — have been augmented by shows, films, casinos, and every conceivable vacation attraction that can be fitted to a mobile platform. And this is increasingly unconstrained by size. The epitome of this is the newest and largest ship ever, the Royal Caribbean’s MV Oasis of the Seas, of 225,282 GT and having a capacity of over 8,000 passengers and crew, which advertises a vibrant holiday experience of several distinct “neighbourhoods.” In short, the modern cruise ship has become a city-at-sea, the holiday destination itself.

passenger vessels Photo courtesy of Nanaimo Port Authority

Challenges of their own making… The evolution of the cruise ship industry has created challenges that are a function of scale; but while passenger complement has ballooned, the time scale has not changed, thus posing extreme demands for efficiency. With short turnarounds of two weeks or less, large ships entail most of the problems of modern cities, albeit (unlikely) ones in which 70 per cent of the whole population is changed-out on a fort-nightly basis. Thus there is little time to gain a history on the social, medical or demographic issues of the “city.” This has to be managed in a strictly statistical Going ashore…not always a walk-off from the largest ships. sense. Short turnarounds impose signifi- identification techniques. Nor is this in the ship’s voyage. Shore excursion cant challenges to processing (customs just a matter of checking tickets; the disembarkation, usually during a port clearance and inward/outward con- increasing requirement for detailed visit of 12 hours or less, must be accomnections), to baggage handling, and to passenger manifest data in this world plished expeditiously either alongside, re-provisioning at each termination of heightened security means that or in the case of the largest ships in ausport. This requires a degree of auto- much more than names must be avail- tere ports, through the ship’s or contracted tenders. Not just the tracking mation and cross-correlation pre- able for each passenger. The turnaround problem is exacer- of these comings and goings is probviously impossible without digital SCA0019A Ad - BC Shipping News.pdf 1 10/19/2012 8:30:34 AM computing, scanning, and advanced bated in the case of each interim stop lematic; boatwork itself is notoriously

April 2013 BC Shipping News 37

Photo courtesy of Prince of Whales Tours

passenger vessels

New designs for new uses …thrills, comfort and safety. risky, particularly for large numbers of passengers unused to mobile platforms. Ship’s embarked tenders themselves are not just “boats” but substantial vessels requiring specialized lifting appliances and utmost care in operation. Close quarters on a ship make a fertile ground for incubation, whether this is crowd dynamics or health effects. What means do the ship’s commander and crew have at their disposal to control (identify, isolate, remediate or eliminate) potential arisings? In a city of 8,000, what recourse to medical, legal, or even spiritual assistance might one require, even for a short period of two weeks or so? In this sense, safety at sea merges with comprehensive security with respect to the well-being of the passengers. Much of the scale and pace of modern cruise operations requires a degree of “just-in-time” logistics — the precise co-ordination of re-provisioning and refueling during the passenger-loading cycle. But what happens when this cycle is interrupted or delayed, as in the case of the Carnival Triumph disablement in the Gulf of Mexico last month? And in the worst case, notwithstanding the availability of rescue craft (liferafts), does the scale of the operation and the demographics allow a timely abandonment? Or, on the other end of the scale, how quickly can the ship react to the unlikely event of a person overboard, to get word to command that someone is missing, and to recover the person? Solutions Fortunately, the industry is constantly striving to meet these challenges and to innovate ways to deal with existing factors at new scales of magnitude. Their success in this is 38 BC Shipping News April 2013

illustrated by the generally good safety record at the top end of the industry. Notwithstanding the recent experience of the Triumph passengers, regulation continues to evolve to redress shortfalls and to keep pace with scale, and is applied judiciously to newbuilds in a timely fashion. Automated processing systems and tracking of embarkation/ disembarkation by scanners enables accurate and timely adjustment of passenger data. Comprehensive continuous monitoring of ship’s systems as well as passenger services and areas helps to initiate immediate corrective actions. And while we have been, for the moment, focused on large ships, many of the safety and procedural improvements in the passenger-carrying business have been applied to smaller operations. Improvements in the stability and operational effectiveness of fast rescue craft have been incorporated in the design of whale-watching and other adventure craft, helping to create an industry for which there were few suitable vessels a generation ago. Better knowledge of survival and immersion risks has resulted in not just safer but more comfortable environmental gear to enhance openwater experiences. Cutting-edge (only a slight pun) design has introduced oceanic catamarans which permit fast and comfortable (i.e., safe) passages even in developed sea-states between distant islands. Developments in liferaft technology have made possible the carriage of passengers in accordance with SOLAS requirements on vessels too small to carry a suitable number of conventional lifeboats. And advances in digital navigation and communications have enabled real-time tracking

of both vehicles and marine life. While some passenger-carrying vessels (e.g., hovercraft) have had their moment, the industry continues to expand into new areas and niche markets which bring their own risks. Smaller cruise ships with specialized itineraries are extending into more remote places. Sailing ships have made a modest, modernized come-back in niche markets for those desiring an authentic experience either for adventure or life-skills training. And increasingly capable minisubmarines are deepening (sorry!) the range of passenger-vessel operations. Each of these has the potential to add their own specific needs to the accretion of knowledge required to guarantee the safety of passengers at sea. Conclusion Lest it be forgotten, in many parts of the world, the business and problems of passenger vessels are archaic in the proper sense…primordial. We continue to hear of accidents that are the result of stability issues, overloading, fire, collision, and poor standards of training (among others). So while our concerns here in the Pacific Northwest are oriented to the more affluent end of the business, there are many places in which the safety standards we take for granted are not much respected. But nor should we be complacent about our own successes. It is appropriate, therefore, to revisit the issue of passenger vessel safety at regular intervals. This indeed is the purpose of the BC Branch Nautical Institute’s spring conference. We are pleased to offer an interesting and well informed range of speakers, including as our keynote guest Stephen Payne, OBE, chief designer of the RMS Queen Mary 2. The conference will feature input from all levels of the passenger vessel industry, concluding with thoughts on contingencies from the regional Search and Rescue Commander, Rear-Admiral Bill Truelove. For more information about the NIBC Conference, please visit us at: www.nibcconference2013.com. Nigel Greenwood is a retired RearAdmiral of the RCN and a member of the Nautical Institute. He writes and consults on maritime issues from Victoria and at GreenwoodMaritime.com

April 2013 BC Shipping News 39

ports Port Metro Vancouver: Positive 2012 with an even stronger 2013 forecast.

ort Metro Vancouver released its 2012 year-end results in mid-February, marking continued growth and the advancement of numerous infrastructure projects throughout its domain. According to Robin Silvester, President and CEO, the year, which ended with a one per cent increase overall, was slightly off forecasts due to a couple of factors. “The incident at Westshore Terminals (where there was an interruption in operations at its main loading berth), coupled with the drop in volumes at Canpotex’ while it negotiated prices with China led to a slightly softer second half. But, with both issues resolved, we’re set for a strong 2013.” Taking a look at some of the highlights of 2012 activity: • The increase in auto volumes, up 29 per cent over 2011, was due largely to the resumption of imports after the earthquake and tsunami in Japan in March 2011 which shut down a large part of the Japanese auto manufacturing industry. • Breakbulk cargo increased by four per cent overall, mainly attributed to the strong growth in the logs and wood pulp sectors. Woodchips also had a good performance. “The nice trend here,” said Silvester, “is that in the

40 BC Shipping News April 2013

Silvester points to the significant amount of investment taking place around the Gateway as one indication of the confidence the port’s customers have in the future of Vancouver.

woodchips sector, foreign exports are the highest we’ve ever seen, even before the 2008/09 recession.” • Bulk volumes slightly decreased overall (by one per cent) but still saw strong showings from liquid bulk (increasing by nine per cent) and from coal which, despite the damaged loading equipment at Westshore, still managed a two per cent increase over 2011’s record-breaking year. Crude petroleum exports showed a significant increase as well — rising by 35 per cent — but this followed a decrease of 40 per cent in 2011. “It’s not so much an indicator of overall market demand as it is the ability to supply, first, the refineries by pipeline, and then the remainder that goes out to the broader markets by ship,” noted Silvester. “We can conclude from the projects proposed by Kinder Morgan and Enbridge that, if they had the capacity, they could supply more.”

• Container traffic volumes continue to exceed forecasted growth and 2012 container traffic set a record with eight per cent growth over 2011. Looking forward, Silvester forecasts for a very positive 2013, likely in the three to five per cent growth range. He points to the significant amount of investment taking place around the Gateway as one indication of the confidence the port’s customers have in the future of Vancouver. Taking coal, for example, Westshore recently announced a $200 million capital investment program to replace three stacker claimers; Neptune Terminals recently received approval of their application to expand their coal handling capacity (taking capabilities from 17 million tonnes up to 18.5 million per year); and Fraser Surrey Docks is in the middle of a permit application process to develop a Direct Transfer Coal Facility. “Another good example,” says Silvester, “is the grain terminal on the North Shore. This will be the first grain terminal in Vancouver in a generation and again it’s an indicator of the confidence people have in the Gateway. Our customers are investing in capacity because we — and by ‘we’ I mean all of us, the port, our customers, industry, federal and provincial governments, local communities —- have worked out what we need to build to make this Gateway efficient and we’re building it and they’re playing their part and investing.” Other indicators for a strong 2013 can be attributed to the cruise sector which will be up between 25 and 30 per cent over 2012. “We have three new ships this year, including the Disney Wonder,” Silvester said, barely hiding his pride that the cruise line chose to come back to Vancouver after

ports As for the long-term future, Silvester sees a number of issues and opportunities on the horizon. Opportunities that involve the common interests of local communities as well as those that would allow for a sustainable and balanced approach to growth in the Lower Mainland. “First, we were really pleased to see the province put the Massey Tunnel project on the planning agenda,” he said. “That’s a good example of collaboration with local councils. Delta’s Mayor Jackson and I raised the Massey Tunnel issue with provincial ministers. It’s such a critical artery and there was a common interest between ourselves, Delta, Richmond and Surrey to see that improved so it’s great to see the province responding.” Silvester would like to see greater discussion on the need for dedicated industrial land. “There are lots of competing priorities for land use — all of us need somewhere to live but also we need places to work. If we — all of us — don’t get this right, Vancouver will end up like areas of Florida — a great place to live but no economic activity. That would be a disaster. Equally, if there’s too much industrialization — that’s a disaster as well. It’s about finding the right path between all these conflicting uses to create a sustainable — in the full sense of the word — place to live.” BCSN Photo courtesy of Port Metro Vancouver

a season operating out of Seattle. “The increase in cruise is really good news for the local economy,” said Silvester. “Because we’re a homeport, every cruise ship coming in generates about $2 million for hotels, tour companies, restaurants, suppliers, etc.” And cruise is expected to continue to grow in 2014 with the good possibility that Vancouver will see a ship in port every day. It would be difficult to mention cruise without at least a nod to the highly successful shore power project that saw 40 per cent of calls last year take advantage of the connection. “And the federal government has just announced that they’ll be contributing to the creation of another connection point. The infrastructure is already in place so it’s not too difficult to expand.” Looking at all of the infrastructure projects underway in the Lower Mainland, Silvester points to the Asia-Pacific Gateway Corridor Initiative and over $250 million being invested in the three main corridors as steps toward ensuring a positive future for the Port and the province. “The 232nd Street project out at the Roberts Bank Corridor, the South Shore Project and the Low Level Road project are all on track for being finished by the start of 2015. It’s creating the capacity that’s giving the opportunity for others to invest. Terminal II at Roberts Bank, for example — the steps that lead up to that with the road-rail improvements are all starting to move forward. We’re likely to move into an environment assessment for Terminal II within the next 12 months. That will be a three to four-year process and then a four-year construction project. The result will be a potential of 2.5 million teus and 18,000 jobs on a permanent basis. We’re very encouraged.” If anything, Silvester is worried that the expansion won’t come soon enough. “If we see an eight per cent growth every year in containers between now and then, we’ll run out of capacity before we have it done. We’re doing everything we can to increase capacity in other ways — things like the road work and de-bottlenecking. That alone gives us the capacity for another 600,000 teus.” When asked if short sea shipping was a solution under consideration, Silvester noted that all current projects focus on increasing capacity within current facilities but that the option wouldn’t be ruled out for the future. “We have been buying land for the past five years to try and preserve that option for the future,” he said. “The fundamental challenge is that you have a population of three million people on a sliver of land bounded by water and mountains. For our own part, we’re trying to do the best we can with the land we have, for example, Neptune putting more cargo through the same footprint. At the same time, we look for opportunities to purchase land, hopefully industrial land. We have bought more than 100 acres of industrial land, including the Intefor site in New Westminster which, we just announced, will be the new site for a Target warehouse. That’s exactly the kind of thing we like to see. A new retailer in Canada choosing to build a port facility with a local developer (The Beedie Development Group) on industrial land owned by the port. They can hub their supply chain through Vancouver.”

Southern shore of Vancouver Harbour. April 2013 BC Shipping News 41

environment

Impressive line-up of speakers at GreenTech 2013.

he sixth edition of Green Marine’s annual environmental conference, GreenTech 2013, has scheduled an impressive roster of speakers. Starting off with local industry leaders, Robin Silvester, CEO, Port Metro Vancouver, and Jonathan Whitworth, CEO, Seaspan Marine Corp., conference attendees will no doubt be very interested to hear the presentation from Andreas Chrysostomou, Chair of the International Maritime Organization’s Marine Environment Protection Committee (MEPC). Mr. Chrysostomou, a naval architect by training, was elected to the post of chair in 2003, following his tenure as chair of the IMO’s Design and Equipment Subcommittee since 1999. He has also service on the International Oil Pollution Fund and the International Mobile Satellite Organization where he was elected the assembly’s chair for two consecutive terms. He has received a number of awards recognizing his expertise in international shipping and sustainability. Additional speakers, representing companies such as Kinder Morgan, Prince Rupert Port Authority, Lloyd’s Register Canada, Teekay Corporation, SMIT and the Port of Seattle, will cover a wide range of topics in keeping with the conference’s theme, Green Technologies and Innovation for Marine Transportation. GreenTech 2013 has confirmed, and is pleased to welcome, Ian Anderson, CEO of Kinder Morgan. He will address guests during the certification ceremony on the Thursday evening. The ceremony affirms the efforts of Green Marine participants and provides an overview of the results of their

Andreas Chrysostomou, Chair of the IMO’s MEPC with IMO Secretary-General Koji Sekimizu in the background during the MEPC 63 session. environmental performance. There is also recognition of how these efforts are improving the sustainability of the maritime industry as a whole. GreenTech 2013 will hold two full days of presentations focusing on reallife experiences, case studies and leading-edge research that demonstrate how best practices, new technologies, and insightful partnerships are making notable improvements in the environmental performance of companies involved in maritime transportation. For example, the session entitled: LNG in the Maritime Industry: From Project to Reality, features a panel made up of representatives from Teekay Corporation, Shell LNG and Lloyd’s Register Canada. Marcus Burgmann from Teekay will speak on “Delivering LNG as a Marine Fuel on the Pacific Northwest”; Craig Jackson, Shell LNG

...conference attendees will no doubt be very interested to hear from Andreas Chrysostomou, Chair of the Intrnational Organization’s Marine Environment Protection Committee (MEPC).

42 BC Shipping News April 2013

speaks about “LNG Development on the West Coast”; and a representative from Lloyd’s looks at the potential environmental impacts of LNG in emergency situations. Another example is the session: The North American Emission Control Area: Early Lessons Learned. Hauk Larsen Wahl, DNV Petroleum Services speaks to “Regulations versus Reality” while two additional panel members will look at air quality impacts and the installation of scrubber technology. GreenTech attendees in the past have praised the basic structure of sessions where topics of broad interest are addressed in general sessions and parallel sessions are held for representatives of port authorities and terminal facilities in one room, and for delegates from shipping companies in another. GreenTech 2013 provides a great opportunity for discussions, networking and knowledge sharing. The conference will be held at the Hyatt Regency Hotel in Vancouver from May 29 to 31. To register or find out more information, please visit: www.green-marine. org/annual-conference.

natural resources

The coming avalanche. By Syd Heal

ith coal, oil and LNG catching so much of the public spotlight at the present time, it is easy to overlook the contribution offered by the metal mining industry in British Columbia. Copper mining and its commonly associated metals gold, silver, zinc and molybdenum have been mined mostly in a small way probably since early prospectors combed the province attracted by the potential for gold in the mid-19th century and probably up to about the outbreak of the Second World War. In fact, in those early days, copper was a nuisance and molybdenum was virtually unknown as an industrial metal as there was no market for it. A few major mines of the day started up and prospered with quite long lives. Notable among the copper/gold group was Britannia on Vancouver’s doorstep in Howe Sound; the Copper Mountain mine of Granby Mining, Smelting & Power near Princeton; and the Anyox mine, (also a Granby enterprise) on Observatory Inlet not far to the south of the Port of Stewart. The last three were all big for their day, but by comparison with today’s giant open pit operations they would rank as being pretty small in terms of tonnages mined even if they worked with higher grade values. All came to an end between the 1930s and 1960s, not because they were necessarily worked out, but because low metal prices made them uneconomic and the technology of the day was very much out of date by today’s standards.

With coal, oil and LNG catching so much of the public spotlight at the present time, it is easy to overlook the contribution offered by the metal mining industry in British Columbia.

Miners of a far earlier era were always constrained by the need to prove enough high grade ore to justify a mine. This resulted in the build-up of a huge inventory of claims that were staked, but on examination could never make the high grades needed to make a viable mine. Over the past century a huge number of these old claims that have plastered the mining maps of B.C., have been examined — sometimes many times over — by many mining companies. They hoped to take advantage of new trends in markets and mining techniques and pick up a clue that had escaped previous attention and would now make a mine. In some instances, it has worked. In those earlier days most of the output of the small mines went south to the American Smelting & Refining smelter at Tacoma. For interior mines, there was much competition between Canadian Pacific Railway and the American Great Northern line to grab off small tonnages from mines that were within reach along the U.S.-Canadian border, and that covered most of them. Great Northern would rail the concentrate straight through to the Tacoma smelter which did have some competition from a smelter at Greenwood B.C., that had originally been developed by Granby.

Modern technology, involving the mining of huge tonnages of what in the earlier era would have been regarded as too low-grade to mine, is now the modern way in most instances. Miners, for the most part, thought in terms of tunnels, adits and stoping underground until the pioneering efforts of Brenda Mines, the first big-tonnage, low-grade active producer, located a little to the east of the southern tail of the present group of producing mines that follow the Nicola Fault. Brenda was almost in the Okanagan being about 25 km west of Peachland. Brenda built up to a tonnage of ore bearing rock by which 33,000 tonnes was being processed daily. It started up in 1970 and had a 20-year life to 1990 during which it produced 278,000 tonnes of refined copper, 66,000 tonnes of molybdenum, 125 tonnes of silver and two tonnes of gold. It was very big for its day, but by comparison with today’s producers it was relatively small. Since then, other open pit operators have followed including Craigmont, Island Copper (near Port Hardy) and Phoenix, near Greenwood which might have started an open pit actually before Brenda. It was set up to mine out the valuable ore body under the derelict town and mine site of April 2013 BC Shipping News 43

natural resources Phoenix, but it had a relatively short life. Highland Valley Copper, owned by Teck Resources has become the giant of the industry as indicated in the accompanying table, followed by Gibraltar, owned by Taseko Mines who also own the Prosperity mine project which has had much difficulty in getting past First Nations claims and receiving Federal approval but otherwise ready to go. Mount Polley is a smaller producer owned by Imperial Metals that is fairly close to the Gibraltar mine. Two new mines that are now on stream are the Copper Mountain, a joint venture of Copper Mountain Corp. and Mitsubishi, situated a little south of the former Granby workings which that company worked since before the First World War. The other is the new Afton mine owned by New Gold Inc. which took its name from an earlier mine near Kamloops that started commercial production late last year. A third new producer is nearing completion that expects to start shipping product this year. This is Mount

The further north you go...the projected copper throughput appears to reduce, but this is balanced...by higher copper grades and improving gold and silver values, plus the fact that Zinc starts to appear as part of the mineral mix...

Milligan owned by Thompson Creek Metals which also operates the wellknown Endako molybdenum mine near Vanderhoof. Mount Milligan is a little north of central B.C. and is geographically somewhat closer to the B.C. northern ports but existing rail facilities tie it logistically to transhipment at Vancouver. All six of the southern producers described above are under contract with Kinder Morgan Vancouver Wharves (about which more later). In the southern sector, two additional mines are going through the lengthy development stages. These are: Ajax, in a joint venture with KGHM Polska Miedz SA, a Polish mining company that takes in the old Afton mine near Kamloops; and Yellowhead Miningâ&#x20AC;&#x2122;s

project at Harper Creek near Vavenby. Like Prosperity, they all have to go through considerable hoops before they can launch as producers and thatâ&#x20AC;&#x2122;s a process that can take years. The further north you go and where figures have been released, the projected copper throughput appears to reduce, but this is balanced to some extent by higher copper grades and improving gold and silver values, plus the fact that Zinc starts to appear as part of the mineral mix at some of the projected new mines in the northwest quarter of the province. The potential for new mining development in this sector is enormous, but much of it awaits completion of the new North West Power Line under construction by

Producing or near production mines Copper concentrate is shipped with a metal content of 60 per cent copper plus variable precious metal or moly content Mine (group )

Yearly target copper output (millions of pounds) Copper Mountain (Copper Mountain/ 100 mlbs Mitsubishi j/v)

Additional metal content

Gold/silver

Estimated annual tonnage concentrate copper content plus molybdenum and/or silver and gold 83,000 s/ tons3

Gibraltar Mines (Taseko j/v)

Vancouver

180 mlbs

Moly

150,000 s/ tons3,1

Vancouver

Prosperity Mine (Taseko)

108 mlbs

Gold

90,000 s/tons2

Vancouver

Highland Valley (Teck Resources)

330 mlbs

275,000 s/ tons

Mount Polley (Imperial Metals)

34 mlbs

Gold/Silver Moly Gold/Moly

28,000 s/tons3

Vancouver

New Afton (New Gold Res)

75 mlbs

Gold

62,000 s/ tons

Vancouver

Mount Milligan (Thompson Creek Metals)

81 mlbs

Gold

67,000 s/ tons3

Vancouver

Huckleberry (Imperial j/v 4 Japan) partners)

43 mlbs

Moly Gold/Silver

21,500 s/ tons3

Stewart

1. Includes second concentrator which will increase output in 2013 to that shown 2. Currently working through complex approval process for second time 3. In production or expanding current production or firmly committed to a production start in 2013 44 BC Shipping News April 2013

Nominated shipping port

Vancouver

natural resources BC Hydro and/or the extension of the Dease Lake Rail Line. Kinder Morgan Vancouver Wharves has installed a modern ship loader where the concentrate is totally under cover until it leaves the spout over the shipâ&#x20AC;&#x2122;s hold. With six mines now delivering to this terminal, each has to have its own segregated storage bin or bunker while tonnage is assembled for the next ship loading. The desired percentage of copper metal in the concentrate is set at a minimum of 60 per cent with some possibly being richer. It is in the smaller quantities of co-metals that share the mix where it becomes highly variable. Some mines produce moly without any gold or silver values and with others the precious metal content might be far higher than its contemporary in the next storage area. Setting up a fully operational concentrate transhipment facility is an expensive proposition that is not likely to happen without the guarantee of customers. Nothing has been announced about such a development at Prince Rupert, but its smaller neighbour, Stewart to the north, with the last available port site before the coast becomes Alaska territory, is making a very strong pitch for the anticipated output of new mines that will come on stream over the next several years. It is already handling the output from Imperial Metals, Huckleberry mine which is situated about 100 km east of the Port of Kitimat and it is now the only logical outlet for a large number of potential mines in the upper half of B.C. Stewart makes no bones about its ambition to become the premier concentrate loader for the northern half of the province and, with Prince Rupert and Kitimat both pre-occupied with their own developments, it looks like it can succeed. The table accompanying this article has been developed from the individual companies web sites and annual reports. The southern group are all in production now except for New Prosperity which is working through its second proposal hoping that it will lead to the successful start-up of one of the biggest and potentially richest of the mines in the southern group. The issues holding it up largely rest on First Nations rights and expectations and are beyond the scope of this article, except that I would note that companies who are prepared to sweeten their welcome to the First Nations affected

with some equity in the project so that they can certainly claim to be co-owners, seems to make the fastest progress with a project. An example of this is Polaris Minerals and the development of their Orca Sand & Gravel operation at Port McNeill. The northern group has about six big mines waiting for the final pieces to fall into place. Permitting is something everyone has to face, but improved surface communications are a necessity for many in developing their logistics and others still have financial hurdles to negotiate. The names that loom large are Galore Creek (Nova Gold/Teck), Schaft Creek (Copper Fox Metals), Red Chris (Imperial Metals), Kutcho Creek (Capstone), Morrison (Pacific Booker) and KSM (Seabridge Gold). The names in brackets are those of their corporate owners. All have established their broad potential but itâ&#x20AC;&#x2122;s the detail that follows that will cause them to sink or swim. Morrison has permit problems of an engineering nature as well as challenges arising from its location containing prime destination habitat for Skeena salmon runs. The two which appear closest to a production start are Kutcho and Red Chris, both run by companies with a lot of experience in mine development and management. Kinder Morgan has set a target for 2013 of one million tonnes of concentrate, a record figure for B.C. copper miners that will be helped by some tonnage coming in from as far east as Manitoba and they have room for expansion at their North Vancouver facility. Shipment is made in chartered Handy-size bulkers in the 12-20,000 dwt range as material is accumulated at Vancouver Wharves. The exception is with Highland Copper which, with its huge output, can fill periodical 35,000 dwt ships that are servicing the India market. Stewart will grow as its mines come on stream and it may even develop some business from the southeast Yukon in other metals. The Alaskan port of Skagway also looks like it will develop a growing business from the Yukon and the extreme northwest tip of B.C. Syd Heal, a veteran of the marine industry and a prolific writer and publisher of marine books, can be contacted at: richbook@ shaw.ca. Photo credit: BC Shipping News

Vancouver Wharves has set a target of one million tonnes of concentrate copper for 2013 (the concentrate loader can be seen here mid-dock). April 2013 BC Shipping News 45

Violent acts against whaling ships to protect whales: Piracy?

By David K.Jones

A Vancouver Lawyer with Bernard & Partners

iracy has been a high-profile issue in the shipping community in the last few years as a result of piracy activity off the coasts of Somalia and western Africa where ships and crew have been held hostage until a ransom is paid. Piracy can also take other forms as demonstrated in a recent decision of a United States court. The decision provides an interesting discussion of the law of piracy in the context of environmental activists’ efforts to disrupt Japanese whalers’ activities in Antarctic waters. The case is Institute of Cetacean Research v. Sea Shepherd Conservation Society and Paul Watson, a decision of the United States Court of Appeals for the Ninth Circuit, an appeal from a lower court case originally heard in Seattle, Washington. The Institute of Cetacean Research, which is described by the Appeal Court as Japanese researchers who hunt whales in the Southern Ocean, appealed the lower court’s ruling that denied the whalers’ application for an injunction seeking to prohibit the Sea Shepherd Conservation Society (“Sea Shepherd”) and that organization’s leader, Paul Watson, from taking aggressive action against Japanese whaling ships in the Southern Ocean. The Appeal Court overturned the lower court’s decision and granted the injunction based on the whalers’ claim that Sea Shepherd’s actions in attempting to disrupt their operations were acts of piracy. Although the actions of the Sea Shepherd ships against the whalers occurred in the Southern Ocean, the case appears to have been commenced in the United States because one 46 BC Shipping News April 2013

“You don’t need a peg leg or an eye patch. When you ram ships; hurl glass containers of acid...and point high-powered lasers at other ships, you are, without a doubt, a pirate, no matter how high-minded you believe your purpose to be.”

corporate entity of the Sea Shepherd Conservation Society is an Oregon non-profit corporation. And, as will be seen below, piracy is one of a few rare crimes for which a nation state may assert jurisdiction over a person of any nationality wherever the alleged acts of piracy have occurred on the high seas. The opening paragraph of the decision of the Chief Judge of the Appeal Court refers to some historical views of a pirate, and provides an answer to the question of “what is a pirate?” in the context of Sea Shepherd’s activities targeted at the whalers, as follows: “You don’t need a peg leg or an eye patch. When you ram ships; hurl glass containers of acid; drag metal-reinforced ropes in the water to damage propellers and rudders; launch smoke bombs and flares with hooks; and point high-powered lasers at other ships, you are, without a doubt, a pirate, no matter how high-minded you believe your purpose to be.” The whalers’ action in the United States courts was brought pursuant to a United States statute, the Alien Tort Statute, which provides a cause of action for “a tort … committed in violation of the laws of nations or a treaty of the United States.” The whalers argued that Sea Shepherd’s acts against the whalers’ ships amounted to piracy and violated international agreements

regulating conduct on the high seas. Central to the Appeal Court’s analysis was the definition of piracy in the United Nations Convention on the Law of the Sea (“UNCLOS”). Article 101 of UNCLOS establishes the customary definition of piracy under international law as comprising any of the following: (a) any illegal acts of violence or detention, or any act of depredation, committed for private ends by the crew or the passengers of a private ship or a private aircraft, and directed: (i) on the high seas, against another ship or aircraft, or against persons or property on board such ship or aircraft; (ii) against a ship, aircraft, persons or property in a place outside the urisdiction of any State; (b) any act of voluntary participation in the operation of a ship or of an aircraft with knowledge of facts making it a pirate ship or aircraft; (c) any act of inciting or of intentionally facilitating an act described in subparagraph (a) or (b). As can be seen by this wording, the key elements of piracy include an act of violence by those on one ship on the high seas against another ship or person onboard the ship. Broader elements

legal affairs for private ends” in the UNCLOS definition, to address the Sea Shepherd’s argument that their actions were for the good of the public, not for private ends. The Appeal Court stated that the lower court had erroneously interpreted the phrase “private ends” as being limited to matters pursued for financial gain. The Appeal Court referred to the ordinary meaning of the words and also to the “rich history of piracy law which defines acts taken for private ends as those not taken on behalf of a state.” The Appeal Court emphasized this distinction between private and public ends with one example of public ends as being an act of hostility committed by a government vessel engaged in lawful warfare. The Appeal Court also referred to a Belgian court decision which held that “environmental activism qualifies as a private end.” Finally, the Appeal Court concluded its discussion of “private ends” with reference to Sea Shepard as follows: “ ‘private ends’ include those pursued on personal, moral or philosophical grounds, such as Sea Shepherds’ professed environmental goals. That the perpetrators believe themselves to be serving the public good does not render their ends public.” The Appeal Court was also critical of the lower court’s view that Sea Shepherd’s conduct was not violent because it targeted ships and not people. The Appeal Court referred to

Paul Watson. the UNCLOS definition, above, which refers to “violence…against another ship” and “against persons or property.” Also, Sea Shepherd’s acts did meet the lower court’s restrictive interpretation of violence because their actions endangered the whalers’ crew. The Appeal Court concluded its analysis of Sea Shepherd’s actions as piracy by stating: “The activities that Cetacean alleges Sea Shepherd has engaged in are clear instances of violent acts for private ends, the very embodiment of piracy.” The rest of the Appeal Court’s decision refers to the test in U.S. law for a preliminary injunction, which is that a plaintiff must establish: 1) that he is likely to succeed on the merits; 2)

Photo source: reframefilmfestival.ca

of the definition encompass voluntary participation in the operation of a pirate ship, or the inciting or facilitating of acts of piracy. Article 103 of UNCLOS defines a ship as a pirate ship if it is intended by the persons in dominant control of the unit to be used for the purpose of committing one of the acts referred to in the Article 101 definition of piracy. The UNCLOS definition of piracy is limited to those acts occurring on the “high seas”, that is, outside the jurisdiction of any state. The “high seas” encompasses the area outside a nation’s 12-mile territorial sea, but includes the area of a nation’s exclusive economic zone (“EEZ”), which extends from the outer limit of the territorial sea out to 200 nautical miles from the baseline established along a nation’s coastline, and also of course includes the seas beyond the EEZ. Article 100 of UNCLOS states that “All states shall cooperate to the fullest possible extent in the repression of piracy on the high seas or in any other place outside the jurisdiction of any State.” Thus, piracy on the high seas is illegal according to international law and all states have a right to seize and prosecute those responsible for acts of piracy on the high seas. However, where such acts occur within the territorial sea or internal waters of a nation, it remains a matter of jurisdiction for the nation involved according to its domestic legislation. This jurisdictional aspect of piracy law is a departure from the principle that a state’s laws apply to its territory, that is, where a vessel is a pirate ship, Article 105 of UNCLOS provides that any state may seize that ship or aircraft outside of the jurisdiction of such state and may arrest the persons and seize the property onboard. Thereafter, the penalties to be imposed are those determined by the domestic law of the state which performed the seizure. Such seizure must be done by a ship or aircraft engaged in government service of the seizing state with authority from that state (Article 107). In the Sea Shepherd case, the U.S. Appeal Court’s analysis of the definition of piracy began with a focus on the meaning of the phrase “committed

Abstract of the promotional poster from the film, Eco-Pirate: The Story of Paul Watson, produced in 2011. April 2013 BC Shipping News 47

legal affairs that he is likely to suffer irreparable harm in the absence of preliminary relief; 3) that the balance of equities tips in his favour; and 4) that an injunction is in the public interest. The Appeal Court found that the whalers had met the test, with some of the factors considered as follows. On the merits, the Appeal Court found that the whalers were likely to succeed because there was a breach of three international agreements: the Convention for the Suppression of Unlawful Act Against the Safety of Maritime Navigation (“SUA Convention”), which prohibits endangering safe navigation; UNCLOS with respect to piracy (above); and the Collision Regulations (“COLREGS”). The Appeal Court found that the Sea Shepherd’s deliberate navigation close to the whaling ships breached the COLREGS, and the ramming of whaling ships, including the sinking of other whaling ships in the past, and the use of metal-reinforced prop-fouling ropes breached the SUA Convention. Regarding the public interest, the Appeal Court referred to the valid laws with respect to whaling being the Whaling Convention and the U.S. Marine Mammal Convention Protection Act, both of which allow whaling according to scientific permits issued pursuant to the Whaling Convention. The whalers were operating under such a permit. The Appeal Court also referred to the public interest in the safe navigation of ships on the high seas, and the Sea Shepherd’s activities

48 BC Shipping News April 2013

breaching the SUA Convention, UNCLOS and the COLREGS. Finally, while the lower court had considered the interest in keeping U.S. courts out of the controversy surrounding whaling, the Appeal Court stated that addressing piracy does not send a message about whaling, the message is that the U.S. will not tolerate piracy. The Appeal Court concluded this point by stating that: “Refusing the injunction sends the far more troublesome message that we condone violent vigilantism by U.S. nationals in international waters.” As a result, the Appeal Court overturned the lower court’s decision and granted the whalers’ application for an injunction ordering Sea Shepherd to cease its violent activities against the whaling ships. Piracy in Canadian law While the issue of piracy rarely arises in Canadian courts, any nation may pass laws which would be enforceable within the territorial jurisdiction of that nation or that relate to its nationals when they are abroad. Accordingly, while it is unusual for a Canadian court with no connection to an accused to prosecute that individual for an act done in a foreign place, that can occur in limited circumstances including piracy. Piracy is, by section 74 of the Criminal Code of Canada, an indictable offence punishable by imprisonment for life. Section 74 states specifically that: 74. (1) Everyone commits piracy who does any act that, by the law of nations, is piracy. 74. (2) Everyone who commits piracy while in or out of Canada is guilty of an indictable offence and liable to imprisonment for life. A Canadian court may punish a person whether the piracy was committed in or out of Canada. The basis of assuming this jurisdiction is that the offence being committed is actually defined “by the law of nations” and therefore in essence becomes the international law of piracy or piracy jure gentium, the latin phrase referring to basic principles established by long standing international customary law. In a recent British Columbia case, R. v. Klassen, involving the prosecution in Canada of a Canadian alleged to have committed serious crimes in other countries, this principle of international law was described as follows: “… the universal principle allows states to exercise criminal jurisdiction over any individual, regardless of nationality, who commits certain crimes in any geographical location. It is applied to the limited number of crimes which are agreed to be offences under international law: genocide, war crimes, crimes against humanity, piracy, slavery, aggression, torture. No direct links to the forum state are required, since the perpetrator is deemed to be hostis humani generis, an enemy of humanity, which provides every state with sufficient interest in repression and prosecution.” Therefore, a Canadian warship on the high seas can take action against alleged pirates even if the ship engaged in piracy is a foreign-flagged ship with crew from other nations. This is exactly what Canadian warships, in concert with other nations’ warships, have been doing in recent years in the Gulf of Aden and other areas to attempt to deter pirates from attacking commercial shipping. David K. Jones is a partner with Bernard & Partners. His practice includes maritime cases relating to the carriage of goods, marine insurance, collisions, salvage, ship source pollution, regulatory issues and commercial matters. David can be reached at jones@ bernardpartners.com.

vessel traffic BMT Isis/BMT Fleet Technology

Delivering the optimum result.

he operational complexities and changing landscape of today’s ports and terminals continue to present on-going challenges for port authorities and operators around the world. In particular, changing legislation, diversification, security concerns, higher traffic density, larger vessel sizes, as well as movements of hazardous cargoes, reflect on a port’s required level of traffic management, vessel scheduling and navigational planning. This can, in some instances become a very complex task. In a bid to help manage these challenges and improve navigational safety and efficiency, many ports and harbours have turned to Vessel Traffic Services (VTS). However, there are multiple considerations surrounding the implementation of VTS which require detailed investigation. Bob Hockham, a Master Mariner and former Port Operations Manager, now Business Development Manager at BMT Isis and Mike Williamson, Business Lead, West Coast at BMT Fleet Technology, reinforce the need to undertake a detailed and independent risk assessment, highlighting the factors port/terminal decision makers should consider before procuring VTS equipment. They believe that vital elements of the process are both the vessel traffic pattern analysis and modelling together with consultation and workshops with the end-users, including pilots - recognizing that experienced staff are the key to safe and efficient operations. It’s important to first clarify the purpose of VTS — that is to improve safety and efficiency of navigation within a port/harbour area, similar to the way in which air traffic control works. Port and terminal operators also need to consider safety of life at sea and protection of the marine environment. Before implementing VTS, port/terminal decision makers must ask the question as to which service category its VTS will fall into — i.e. an information service, a navigational assistance service or a traffic organization service. VTS can be used as an information service which provides timely navigational information including the position, identity and intentions of traffic; weather information and waterway conditions (i.e., congestion

To ascertain the level of VTS required, port and terminal operators should consider the requirement for areas such as forward planning of vessel movements, anticipated congestion and likelihood of dangerous incidents...

and marine works in progress such as dredging) to assist navigators within the decision-making process. Utilizing VTS as a navigational assistance service involves monitoring vessel operator navigational decision making and the resulting effects on the navigational situation. This can be provided as either a contributory or a participatory service. Delivering a traffic organization service, VTS is implemented to prevent dangerous maritime traffic situations from occurring within the VTS monitored area. This provision is likely to be much more comprehensive and will require a larger investment in equipment, manning and support. Each of these services has their own benefits and risks which must be individually assessed. When deciding on the level of VTS required and in turn, the investment needed to deliver that particular service, there is a need to consider proportionality as a particular large-scale investment may not be desirable or

effective for the smaller inland river ports. In order to better inform decision makers, a detailed, independent risk assessment should be carried out as this will provide the necessary information which is influential in determining the level of VTS investment required, including traffic types and patterns, the proximity of worksites, offshore installations and environmentally sensitive areas. To ascertain the level of VTS required, port and terminal operators should consider the requirement for areas such as forward planning of vessel movements, anticipated congestion and likelihood of dangerous incidents, as well as the likely movement of vessels restricted in their ability to manoeuvre, such as heavy transport vessels. Furthermore, traffic monitoring services will require specialized radar and other monitoring equipment, to minimize interference and blind sectors due to close proximity of buildings, structures and other vessels.

Bringing them in safely...a key component of port and terminal operations is the efficient use of vessel traffic services. April 2013 BC Shipping News 49

vessel traffic Other factors that must be considered before selecting VTS equipment include: • The VTS equipment will need to be technically capable of monitoring

50 BC Shipping News April 2013

navigation and providing responsible authorities with adequate operational information, within the designated port authority area. • There should be a degree of

upgradeability planned into the implementation of the VTS equipment and service to future proof against changes in legislation and port operational trends such as changing trading patterns and vessel types, future renewables deployments near to and within the VTS-managed sailing area and LNG bunkering. • The supplier of the VTS equipment and peripherals, such as radars and communications equipment, should be able to confirm long-term availability of spare parts and service support. The port authority may need to consider implementing an in-house maintenance team. • Redundancy should be built into the VTS system in terms of both equipment and personnel backup, to reduce the possibility of down time (such as backup power systems, emergency VTS control stations, backup radar/AIS receivers, VTS qualified pilots and harbour officials to cover absence due to sickness, etc.). • The operating authority should consider availability of training and validation services for VTS operators, as well as travel constraints such as the remote location of VTS stations which may require forward planning. • The operating authority will need to have a clear understanding of the distinction between different categories of VTS so that the most appropriate level of VTS for local operations is selected. This is by reference to definitions provided by the International Association of Marine Aids to Navigation and Lighthouse Authorities (IALA), the International Maritime Organization (IMO) and in the UK, MGN 238 (M+F). Given the often complex nature of VTS systems, operator training is key. Operating authorities must incorporate ‘on-the-job training’ under supervision of experienced operators). The production of a VTS-trainee workbook which clearly identifies tasks, deadlines and officers who will be responsible for signing off on completed tasks is also vital. Operator workload will be influenced by the density of navigation being monitored and will, in turn, reflect on the VTS-operator work schedule (shift and rest periods and watch rotas) to be implemented. Therefore, reference will

vessel traffic need to be made to the Working Time Directive to ensure operators receive the appropriate rest periods and annual leave. Communication channels and the implementation of discrete VHF/DVHF radio channels for VTS/vessel communications, as well as legislative requirements such as the Pilotage Act 1987, local bylaws and sailing direction must also be addressed within the decision-making process. Given the vast number of variables involved in vessel traffic management, ports and harbours certainly qualify as ‘complex systems’ and operators are becoming more aware of the possibilities of failures and accidents. With this in mind

there is a growing need for more effective communication between VTS-operating authorities to encourage the sharing of expertise and experience. Regardless of the level of VTS investment, ports and terminals must recognize that welltrained and experienced operators are the backbone to delivering safe and efficient operations. Only then will they feel confident that they have the most economical and suitable system which provides maximum safety. For more information: www.bmt-isis.com or www.fleetech.com.

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• Invest in pre-deployment traffic and risk management studies to clearly understand the needs of the sailing areas to be monitored, risks and required mitigations. • Prioritize system requirements. • Carry out regular reviews of the VTS operation to be aware of constraints and future investment requirements in order to maximize cost effectiveness and efficiencies. • Consider the VTS operator working arrangements in terms of shift patterns, rest periods and absence back up for VTS operators. • Consider on-going VTS operator training and V103 certification requirements. • Provide VTS operator training and career development plans to maximize morale and encourage staff retention - experienced staff are key to safe and efficient VTS operations. • Invest in visiting and maintaining dialogue with working VTSoperating ports to share experiences. • Consult with pilots and encourage their input into effective VTS operations. • Consider various ways of working with VTS suppliers regarding different methods of procuring equipment such as leasing or outright purchase. • Consider on-going system maintenance requirements and the need for dedicated in-house support.

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company profile

Waste not, want not.

s the first dedicated oily waste water treatment facility on Vancouver Island, Peninsula Waste Water Services Ltd. (PWWS) — now falling under the Tervita Corporation brand — plays a significant role in contributing to the environmental sustainability of shipping, especially cruise ships. While it was founded in 1997, it wasn’t until 2000, when PWWS re-located its oily waste water treatment and hazardous waste facility to Esquimalt Graving Dock and Victoria Shipyards, that the company secured a stronghold within the industry. The move allowed PWWS to offer on-site removal of the byproducts of ship repair, i.e. hazardous and regulated waste treatment and disposal, rather than the usual, more expensive and logistically challenging option of transporting to the mainland for disposal. “When the cruise lines started to homeport Alaska itinerary ships in Seattle,” recalls Peter Lehmann, Senior Service Manager - Marine, “PWWS saw the opportunity to offer bunker sludge and oily water processing services to ships calling in Victoria. At the request of the cruise lines, we eventually came to manage all the waste

streams including hazardous and solid wastes.” The comprehensive waste and recycling service for ships calling at Ogden Point includes the collection of bulk liquid (bunker sludge, oily water) for treatment and disposal; hazardous and regulated waste disposal; solid waste disposal and recycling; food waste composting; and cooking oil recycling. They also provide supplies integral to packaging waste. Through partnerships with cruise lines, Western Stevedoring, the Greater Victoria Harbour Authority and the International Longshore and Warehouse Union, Tervita administers a program that sees them co-ordinate and arrange the transport of solid waste suitable for donation to nonprofits and charities both locally and abroad. Such items as blankets, bedding, chairs, tables, and medical equipment have been sent to local charities and worldwide to locations such as Ghana, Haiti, and others in need. And in another initiative that further demonstrates their commitment to the environment and sustainability, last year Tervita embarked on a pilot project with Cruise Victoria Services and the Cowichan Bio-diesel Co-op. Tervita

Tervita’s services to the cruise lines are an integral part of the industry’s efforts to ensure environmental sustainability. 52 BC Shipping News April 2013

collects spent cooking oil from the cruise ships and sends it to Cowichan Bio-diesel Co-op for processing into bio-diesel. This bio-diesel is then sold to CVS for use in their cruise passenger shuttle buses. In effect, the cruise lines are supplying an environmentally friendly fuel to transport their passengers to downtown Victoria. The evolution of the PWWS we know today as Tervita Waste Management started over a decade ago when it teamed up with Hazco to process the oily water removed from the first wave of migrant ships in 1999. Through a series of mergers and acquisitions that ultimately ends with today’s structure of more than 4,000 employees, Tervita Corporation is a leading North American environmental and energy services company that that offers effective, convenient and environmentally sound solutions for their customers’ production and operational waste issues. The launch of Tervita Corporation in March 2012 brought together a group of founding companies — CCS Corporation, Hazco, Peninsula Waste Water Services, Concord, Beck, HMI, Prodrill and others — all with individual expertise, experience, assets and services, that could now provide an integrated project management solution covering every stage of the production lifecycle, from development to reclamation. In addition to the services offered to cruise and other ships, Tervita is busy in shipyards, providing such services as the treatment and disposal of hydrocarbon and other contaminated waters, the treatment and disposal of bunker sludge, contaminated fuel and waste oil and receiving, packaging, disposal of hazardous and regulated containerized wastes. And in addition to the services provided to the marine industries, Tervita also does ground remediation, construction and demolition material recycling and disposal at their High West landfill located just outside Victoria, and hazardous and regulated waste packaging and disposal for municipalities and districts including the CRD, CVRD, CSRD.

events Marine Technical Symposium builds a strong foundation for the marine technical community.

n keeping with the theme of ‘Building a Stronger Foundation for the Marine Technical Community’, presentations and panel discussions at the Ottawa Marine Technical Symposium (OMTS) provided insights into the many variables that encompass a healthy industry. From an in-depth review of education and best practices in training, to design considerations for energy efficiency ships, to innovations in recycling and disposal of Royal Canadian Navy and Canadian Coast Guard ships, each speaker and panel member demonstrated an enormous amount of skill and knowledge in their respective areas. The two-day conference, held at the Delta Ottawa City Hotel in mid-February, attracted well over 200 attendees from across Canada, including a number of RCN and Department of National Defence representatives plus members of the Project Management Institute. Jointly organized by the Canadian Institute of Marine Engineering and the Eastern Canadian Section of the Society of Naval Architects and Marine Engineers, OMTS sessions alternated between plenary presentations and track sessions which allowed for a choice of interest. With education and training being recognized as one of the keys for a stronger industry, one of the more popular sessions included a presentation from University of British Columbia’s Jon Mikkelsen who described a new program being launched in September 2013 for a Masters of Engineering in Naval Architecture and Marine Engineering. Mikkelson and an industry committee that includes the likes of Robert Allan, Robert Allan Ltd. and Ben Thompson, Lloyd’s Register, worked for many months to develop a curriculum that provides for a focus on ship design and shipbuilding. The course runs for a full year and includes a summer internship. Recognizing another key element of a strong foundation for the marine technical community — that of efficiency and productivity — Leonard Pecore, President of Genoa Design International, Ltd., described the principles of lean manufacturing and the ability to improve a value chain through

identifying and mapping value streams. One key component of his presentation included the desire to establish a National Shipbuilding Research Program like that in the United States. Citing benefits such as the collaboration between industry and government and the facilitation of technological development and implentation, Pecore was keen to initiate discussions to further develop the concept. Other elements that contribute to a strong foundation and were highlighted during the conference included design lifecycle management (in this case, using the example of the new Irish Naval Service Offshore Patrol Vessels) and design considerations for energy efficiency ships. This particular session, led by Tony Teo, DNV, took a holistic approach to the issue of increasing efficiency and included regulations, operations and other methods for creating cost savings and energy reduction. Given the success of this OMTS, it was all but guaranteed that it will continue to be held in upcoming years. The larger conference organized by SNAME and CIMarE — Mari-Tech 2013 — is coming up at the end of June in Halifax. SNAME is also holding its Annual Meeting in Bellevue, Washington this year, in early November.

Left to right: Tony Teo, DNV; Brian McCullogh, Brightstar Communications; John Volc and Elizabeth Walsh,Fleetway Inc; and Peter Noble, Society of Naval Architects and Marine Engineers (SNAME). Above: Gerry Lanigan, Canadian Institute of Marine Engineering (CiMarE); and Glen Walters, SNAME - Eastern Ontario Section. April 2013 BC Shipping News 53

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ABS Americas...........................................................................................13 ATP Instone..............................................................................................23 Bernard & Partners...................................................................................27 BMT Fleet Technology...............................................................................35 Bracewell Marine Group..............................................................................8 Canadaâ&#x20AC;&#x2122;s Pacific Gateways (Prince Rupert Port Authority).........................19 Chamber of Shipping of British Columbia...................................................40 ClassNK......................................................................................................9 Corix Water Products................................................................................50 Council of Marine Carriers Tugboat Industry Conference............................54 DNV..........................................................................................................31 DP World..................................................................................................51 Gateway Shipping and Transport.................................................................7 Greater Victoria Harbour Authority.............................................................15 GreenTech 2013.......................................................................................IFC Greenwood Maritime Solutions Ltd..............................................................8 Jastram Engineering Ltd............................................................................54 John Horton, Marine Artist........................................................................19 King Bros. Limited.....................................................................................24 Mari-Tech 2013....................................................................................... IBC Mission to Seafarers...................................................................................8 Nanaimo Port Authority.............................................................................17 Nautical Institute BC Branch (Passenger Vessel Safety 2013).....................39 North West and Canada Cruise Association...............................................14 Port Alberni Port Authority.........................................................................26 Port Metro Vancouver.............................................................................. BC Q3 Marine Training Solutions.....................................................................36 SKC Engineering.......................................................................................50 Survitec Group..........................................................................................37 Tervita.......................................................................................................25 Thunderbird Yacht Sales..............................................................................7 Tymac Launch Service Ltd........................................................................51 Vancouver Maritime Museum....................................................................48 Westshore Terminals.................................................................................21

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The Atlantic Branch of the Canadian Institute of Marine Engineering invites you to

COME ON DOWN … EAST for MARI-TECH 2013 Mari-Tech is Canada’s National Marine Exhibition & Conference and this year’s event will take place at the Westin Nova Scotian Hotel in Halifax, Nova Scotia from June 25 – 27, 2013. This is an exciting time for our industry as we ramp up to “FULL AHEAD” with fleet renewals and frontier operations. The technical program includes 15 presentations with panel discussions, technical papers and exciting keynote speakers on topics related to ship design and operation innovation, human resource development, and procurement/quality management as we prepare for the future. This is a great opportunity for professional development and networking with key industry representatives. Papers to be presented include:  Building a Propulsion Model for Arctic Operations  How 3D and Collaboration Keep Marine Projects from Sinking  Classification Issues with Government Projects  Technology for Ecology – Clean Funnel Design  Design Considerations for Energy Efficient Ships  TSB Safety Watchlist: A Blueprint for Change  plus many more The exhibition features leading suppliers of equipment and engineering services to the marine industry and provides delegates the opportunity to meet, discuss and explore solutions to current and upcoming industry challenges. Confirmed trade show exhibitors are: 3M Company Canada

ABB Inc.

Alfa Laval Inc.

All-Sea Atlantic Ltd.

Amercoat Canada

CME Ltd.

DB Canada Safety Systems

Diesel Injection

International Paint

Irving Shipbuilding Inc.

Jastram Engineering Ltd.

Jastram Technologies Ltd.

Kamatics RWG

Kongsberg Maritime

L-3 Communications MAPPS

Lloyd’s Register

MAN Diesel

Montreal Bronze Ltd.

Pictou Shipyard

Prime Mover Controls Inc.

Quality Belt Maintenance

Raven Industries

Scan Pacific Northwest

Siemens Industry Software

Sperry Marine Canada

Techsol Marine Inc.

Thordon Bearings Inc.

Total Marine Solutions

W&O Supply

Walz & Krenzer

Wärtsilä Canada Inc.

Young & Cunningham

Babcock Canada

ShipConstructor Software

OpDAQ Systems

Mari-Tech 2013 is also supported by key industry sponsors including International Paint, Det Norske Veritas, Schneider Electric, Kongsberg Maritime and ShipConstructor Software. Of course, Mari-Tech 2013 wouldn’t be complete without some east coast hospitality. A Halifax Harbour Cruise & Lobster Dinner is planned along with a partner’s program and a pre-conference golf opportunity at the annual Shipbuilders/Marine Engineers tournament.

For full conference details and registration information, go to

www.mari-tech.org follow the link to Mari-Tech 2013 or contact the conference office at 902.435.0350.

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