BC Shipping News - April 2017

History Lesson: The family behind Cates Tugs

Ferries: A tour of BC Ferries’ Salish Orca

Legal Affairs: Cruising in Canada’s Arctic

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

Volume 7 Issue 3

www.bcshippingnews.com

NEWS April 2017

Marine Engineering CIMarE/SNAME workshop looks at the marine industry in 2025

Cruise Industry

Ports getting ready for another stellar year

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The 2017 Cruise Schedule April 2017 — BC Shipping News — 1

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www.mari-tech.org/mari-tech-2017

BC SHIPPING

Contents

NEWS

April 2017 Volume 7 Issue 3

Cover Story

25

38 Hydrography

“Here Be Dragons...”

The gentle ‘arte’ of hydrographic risk assessment

By Nigel Greenwood

42 Legal affairs

Cruising in Canada’s Arctic The mis-adventure of the Clipper Adventurer

By Russell Robertson

7

Editor’s note

8

In brief

By Jane McIvor

Industry traffic and news briefs

14 Industry insight

A fresh perspective Rhianna Henderson, BCIT Nautical Sciences Program While usually reserving this section for senior executives, Henderson, a 23-year-old deck cadet, offers a very different perspective.

18 History lesson

44 Marine engineering

20 Cruise industry

50 Mari-Tech 2017

24 Cruise agents

52 Technology

A maritime household...

The family behind Cates Tugs

By Lea Edgar Ports getting ready for a stellar year

West Coast Agencies launched in time for cruise season

25 Cruise season

CIMarE / SNAME workshop looks at the marine industry in 2025

Marine technology’s most significant annual national event

Selecting the best lubricant

54 Ferries

A tour of BC Ferries’ Salish Orca

The 2017 cruise schedule guide for the Pacific Northwest

32 Cruise terminals

Big-ship ready Cruise terminal planning

By Darryl Anderson

54

35 Environment

14

Green Marine tackles underwater noise New performance indicators released

By Manon Lanthier

On the cover: The Port of Vancouver (photo courtesy Vancouver Fraser Port Authority); above: The Norwegian Jewel (photo: Dave Roels); right: BC Ferries’ Salish Orca (photo: BC Shipping News); left: Rhianna Henderson.

April 2017 — BC Shipping News — 5

April 2017 Volume 7/Issue 3

Publisher McIvor Communications Inc. President & Editor Jane McIvor

Contributing Writers

Darryl Anderson Phil Cumberlidge Lea Edgar Nigel Greenwood Rhianna Henderson Manon Lanthier Russell Robertson Alex Rueben Editorial Assistant Amanda Schuldt-Thompson

Advertising and Subscriptions Phone: 604-893-8800 Jane McIvor (jane@bcshippingnews.com) Advertising only: Lesley McIvor (lesleymcivor@shaw.ca)

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Contents copyrighted 2017 McIvor Communications Inc. 300 - 1275 West 6th Avenue, Vancouver, British Columbia Canada V6H 1A6 Phone: 604-893-8800/Fax: 604-708-1920 E-mail: contact@bcshippingnews.com International Standard Serial Number ISSN: 1925-4865 / Published 10 times per year.

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.

Proud member of:

International Sailor’s Society Canada 6 — BC Shipping News — April 2017

EDITOR’S NOTE

Photo: Dave Roels

The harbingers of spring

F

inally! The snow has melted (well, in most places in B.C. anyway) and that harbinger of spring — the first cruise ship — will be here soon.

Long-time readers of BC Shipping News will know how much I enjoy this edition — mostly because it highlights the importance of this industry for B.C.’s economy and the businesses that have come to depend on its growth.

This year, we have again provided our very popular cruise schedule. Not only is it used as a reference by many suppliers for the entire season, but I also hear from more than a few members of the public, requesting a copy so they can use it to identify the ships coming into the various harbours on the coast.

The cruise sector is one of the most visible within the shipping industry and one that touches so many areas of our economy — from port operations and terminal development, to training and tourism, and then to suppliers of goods and service. While the public will only think of a cruise ship as it enters a port (or, of course, if they’re planning an exotic vacation), the work that goes on behind the scenes to get that ship here and to keep it coming back every year, requires a great deal of co-ordination and collaboration. I’m always impressed when I hear about the positive feedback from the lines and their passengers. It takes more than most realize to get that glowing evaluation.

And, while this is our cruise issue, we also want to give a heads up to those attending Mari-Tech 2017. Be sure to read our summary of the CIMarE / SNAME joint technical session presentations on page 44. Dan McGreer, Robin Stapleton and Robert G. Allan each gave very engaging presentations about what the marine industry will look like in 2025. The technology addressed in their presentations is already being implemented and promises to advance such things as greater environmental sustainbility as well as enhanced safety for crew.

As always, we hope you enjoy reading the articles this month as much as we enjoyed putting them together.

— Jane McIvor

Cyber-enabled ships: ShipRight procedure With autonomous ships likely to enter service soon, LR has set out the ‘how’ of marine autonomous operations in a new ShipRight procedure guidance.

Read the guidance at www.lr.org/cyber

Working together for a safer world Lloyd’s Register and variants of it are trading names of Lloyd’s Register Group Limited, its subsidiaries and affiliates.

Copyright © Lloyd’s Register Group Limited 2016. A member of the Lloyd’s Register group.

Half page BC shipping_CYBER_060516.indd 1

April 2017 — BC Shipping 11/07/2016 News —13:39:10 7

INDUSTRY TRAFFIC

ABCMI evolving into a powerful association

By Alex Rueben, Executive Director, Industrial Marine Training & Applied Research Centre

T

he Association of British Columbia Marine Industries (ABCMI), now in its second year, continues to grow in its representation of B.C.’s industrial marine sector and in its recognition with major stakeholders in the industry, including various levels of government, the Industry Training Authority, and postsecondary institutions. While the origins of ABCMI stem back to the West Coast Shipbuilding and Repair Forum (WCSRF), the Association now seeks to represent and advocate as broadly as possible for the entire industrial marine sector in the Province. As such, the Association seeks to represent not only those companies involved in shipbuilding and ship repair, but also the companies involved in: small craft marine; marine products; marine industrial services; marine professional services; and, ocean science and technology.

The Association is learning more about the constituency that it seeks to serve; preliminary research shows that the sector includes over 1,600 companies directly employing over 40,000 people.

While still relatively small compared to other economic sectors in the Province, such as construction or high technology, the industrial marine sector is fast becoming a significant contributor to the Province’s economy.

The Association has evolved in some significant ways in the past year. At the second Annual General Meeting in

8 — BC Shipping News — April 2017

November 2016, a Board that represents the broad scope of ABCMI’s membership was elected. The Board is now led by Mark Collins of BC Ferries with a very able group of Directors providing governance oversight. The Directors include: Tim Page of Seaspan; Derek Davis of BMT Fleet; Darren Larkins, Shipconstructor Software Inc.; Scott MacLean of Ocean Networks Canada; Bruce Kempling of Ocean Pacific Marine; Robert Allan of Robert Allan Ltd; Ray Brougham of Prototype Equipment Design; Gary Hamata of Vancouver Pile Driving; and, Dan McGreer of Vard Marine.

Not only did the governance of the Association change, but so did the ‘front and back offices’ of the Association as it moved to contract the services of a professional association management firm to run day-to-day operations, including membership, branding and communications. Looking after these important tasks, and representing the Association to industry and stakeholders, is the new Executive Director, Darlene Hyde.

Darlene has already made her presence felt as she has organized ‘mixer’ networking events in Vancouver and Victoria, and is putting together an industry forum in Vancouver in early spring 2017, reminiscent of those held in the days of the WCSRF. Darlene is supported by the very able staff at Support Services Unlimited, who looks after the day to day operations of the Association.

The Association has been active in working with the provincial government on a number of projects that will update labour market information for the industrial marine sector as well as assist the sector in quantifying its size, economic impact, and identifying markets for its products and/or services. These studies, managed by Leann Collins, Director of Projects and Government Relations, are currently in progress and will be completed in the latter half of 2017. It is anticipated that this work will lead to other efforts that will help companies renew, grow and up-skill their workforces as well as bring their products and services to national and international markets. ABCMI has also been reaching out to other industry associations to gain synergy of effort on topics of mutual interest that benefit its members. This may include initiatives in the areas of workforce development and supplier development, both items that have been identified as near-term priorities for the Association.

The membership of ABCMI continues to grow. Membership offers numerous benefits including: • A positive influence on public policy; • New business opportunities and industry networking; • Reduced cost access to international marketing and trade shows; • Preferential access to senior policy makers; • Visibility into future infrastructure and procurement opportunities; • Pooling of sector-wide knowledge on challenging issues; • Consolidation of training demand to reduce delivery cost; • Facilitated access to government funding for industry initiatives; and • More employment opportunities for workers in the sector.

If you or your organization is interested in becoming a member of ABCMI, visit www.abcmi.ca (and click on Join) or contact the ABCMI office at 604 633-0033 or at contact@abcmi.ca.

Chamber of Shipping announces new board

A

t the Chamber of Shipping’s Annual General Meeting in February, three incumbent and two new directors were appointed to the Board. The Chamber welcomes Garth Mitcham of CSL International and Oscar Pinto of Valles Steamship Canada. Incumbents re-appointed include Dave Hill of Wheelhouse Shipping Agency, Marc Fellis of Westward Shipping Ltd., and Peter Swanson of Bernard LLP. A copy of the Chamber’s 2016 Annual Report presented at the meeting is available on-line (www.cosbc.ca).

Pictured is the Chamber of Shipping’s 2017 Board of Directors: Top row: Richard Chappell (Westwood Shipping Lines), Kim Christensen (ACGI Shipping), Garth Mitcham (CSL International), Marc Fellis (Westward Shipping Ltd.), Oscar Pinto (Valles Steamship Canada). Bottom row: Donna Spalding (CLIA-Northwest and Canada), Peter Amat (Pacific Basin Shipping (Canada) Ltd.), Dave Hill (Wheelhouse Shipping Agency), David Bedwell (China Ocean Shipping (Canada) Inc.) and Peter Swanson (Bernard LLP).

With many industry stakeholders and members present, Vice President Bonnie Gee conducted the annual business of the Chamber, while President Robert LewisManning provided a very engaging overview of industry activities and issues. In addition to reviewing the general state of the shipping industry, he highlighted initiatives such as the Federal Government’s Oceans Protection Plan, the Pacific North Coast Integrated Management Area (PNCIMA) and Marine Protected Areas. He also touched on infrastructure and capacity of the West Coast supply chain, sustainability issues, such as Ballast Water Management, and research studies that are looking at underwater noise.

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LETTERS

The discussion on cabotage continues

Dear Jane, Thank you for printing my article regarding cabotage and the response from Edgar Gold. Cabotage is a critical issue and deserves a thorough discussion, so here is my response to Mr. Gold’s letter.

Canada’s maritime workers are battling Ottawa’s plans to dismantle our cabotage laws (BC Shipping, December 2016). Prof. Edgar Gold apparently

doesn’t think much of our case (BC Shipping, March 2017).

Gold argues that Canada’s Coasting Trade Act (Cabotage) is “another form of subsidy” made “at taxpayer cost.” In fact, the Canadian Merchant Service Guild released a report last year (“Impacts of Proposed Changes to the Coasting Trade Act”) calculating the removal of Cabotage in Canada at a $746-million loss in wages and a $148-million loss in

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tax revenue. Contrary to Gold’s statement, Cabotage regulations add almost $900 million to Canada’s economy and government coffers.

Gold argues that most international marine training systems provide training equivalent to Canada’s. That’s true, since most marine training is based on the STCW. But our point is not the training of the foreign seafarer being hired; it is that Canadian seafarers, most of them unionized, do not work under threat of firing or blacklisting for reporting bad practices. They live here, love our coast and have every reason to protect it. Their stake in, and stewardship of, our coasts is critical in B.C., where environmentalists seize on “the odd regrettable exception, the old clunkers” to bolster their assault on the industry. Even one bad player is too many. It seems odd that Gold would argue so counter-productively to a sector under siege.

Finally, Gold knows that the bulk of the international maritime industry follows ILO guidelines, and that many pay seafarers as little as US$2.20 per hour.

Even at that pitiful wage, the Flag of Convenience (FoC) campaign inspectors with the International Transportation Workers Federation (ITF) recovered US$41,774,000 in stolen wages last year, — and an average of US$35 million in stolen wages per year over the past five years. The FoC campaign also regularly assists seafarers who are denied healthcare by international companies in our ports. A few years ago in Vancouver, a seafarer who was suffering renal failure had to contact the ITF inspector in order to see a doctor. He would be dead had the inspector not forced the company to let him see a doctor.

None of any of this is “innuendo.”

It isn’t gossip, or an old chestnut. It is everyday reality for the foreign seafarers who he would have displace Canadians.

The Coasting Trade Act covers Canada’s domestic shipping industry, most of whose workers have jobs they can go home from every night and schedules that provide decent pay and real work/life balance. We don’t want to adopt a system that requires seafarers to be away from home for nine months to a year, simply to enrich the owners of multi-national corporations.

That’s not good for us, our communities or the Canadian economy.

Terry Engler, President, ILWU Local 400, Marine Section

INDUSTRY TRAFFIC Corvus energy storage system to reduce emissions for new polar expedition cruise ships

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orvus Energy is pleased to announce that it has been selected as the supplier of lithium ion based energy storage systems (ESS) for two new polar expedition cruise vessels being built for a European expedition cruise operator.

Corvus will supply its Orca Energy ESS to provide supplemental energy to the vessels in order to improve performance and reduce both operating costs and emissions.

The two new state-of-the-art vessels will be designed and customized specifically for polar expedition voyages in the Arctic and Antarctic regions, as well as along the Norwegian coastline. The selection of the Orca Energy ESS demonstrates the ship owner’s commitment to environmental sustainability by equipping the ships with advanced environmentally-friendly technology to reduce emissions. Each polar exploration vessel has capacity for a 6MWh Orca Energy ESS to provide operational power. The Energy Storage System will not only reduce fuel and operating costs but it will also drastically reduce the environmental impact of each vessel. In alignment with the operator’s goal of environmental sustainability, and while providing its passengers with the experience of exploring some of the world’s most exceptionally beautiful and unspoiled natural surroundings, the vessels will be capable of sailing silently on ESS battery power alone into pristine locations, lifting the natural experience to an entirely new level for cruise ships.

Apply for a 2017 Maritime Bursary

T

he International Sailors Society Canada is now accepting applications for the ISSC Maritime Bursary created in honour of long serving director and corporate secretary, Sue Hanby. Two bursaries of $1,000 each are available this year. The bursary is open to students who are enrolling in marine related studies with a recognized educational institution, however, please note that preference will be given to students who are preparing for a seagoing career.

To apply for an ISSC Maritime Bursary, complete the Bursary Application Form and return it to our offices by mail or email a PDF to info@sailorssociety.ca.

To qualify for the 2017 Bursary, applications must be received by the ISSC secretariat no later than July 28th, 2017.

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INDUSTRY BRIEFS

Towboat industry conference examines the state of the industry

T

he Council of Marine Carriers has released their preliminary agenda for the 22nd Towboat Industry Conference — June 1 to 3 in Whistler, B.C. In reviewing the topics, speakers and activities planned, this promises to be the must-attend event for anyone connected to the tug industry in British Columbia.

As has become tradition, the three-day conference begins with the CMC Golf Tournament. This year, attendees have the treat of playing the Chateau Whistler Golf Course, a fun and challenging course for players of all levels. The day is capped off with the Opening Night Hospitality Reception.

On June 2, the Conference Chair, Captain Leo Stradiotti, will provide welcoming remarks and outline the roster of speakers who are set to take on the topic, “The State of the Industry in 2017.” He will be followed by Keynote Speaker Donald Roussel, Associate Assistant Deputy Minister of Transport Canada, Marine Safety and Security. In providing an update on Transport Canada initiatives, Mr. Roussel’s attendance reflects the importance of the CMC Towboat Conference for industry stakeholders.

The day is then sectioned into three broad themes. First, the “Relationship with the Wider Industry” — which will feature Robert Lewis-Manning (Chamber of Shipping), Ben

12 — BC Shipping News — April 2017

Thompson (Lloyd’s Register) and Bob Beadle (Invicta Marine).

The three speakers will touch on issues such as shipping trends and tug requirements; delegation; and safety management systems.

The second session, “Expanding the Partnership,” includes a presentation by Captain Kevin Obermeyer, President & CEO of the Pacific Pilotage Authority and then followed by a panel session, moderated by Captain Stephen Brown and featuring representatives from Kinder Morgan (Michael Davies), Chevron (Mark Rossi), BC Coast Pilots Ltd. and the Western Canada Marine Response Corporation (Michael Lowry).

Before adjourning to the Exhbitors’ Cocktail Party (a great way for conference attendees to learn about the latest technologies and services), the last session of the day, entitled “Industry Support,” will provide insights into tug designs of the future as well as marine claims and underwriting (featuring Ben Harris, Head of Claims from the London P&I Club).

Another tradition of the Towboat Conference is the Legacy Award Luncheon. The Council of Marine Carriers is very pleased to announce thaat this year’s recipient is Captain Joe Gosse.

“Captain Joe Gosse is well known and respected throughout the marine industry, having worked for many of the local towboat companies during the 1950s and 1960s at sea, and then for 30 years in positions of increasing responsibility both ashore and af loat,” said Captain Phill Nelson, President of the Council of Marine Carriers. “His career began at the age of 15, as a deckhand for Union Steamship line, and after working with several different companies, his life’s work culminated as Executive Vice President and Chief Operations Officer for Washington Marine Group in 2002. Joe was very active as a member of the Vancouver Hoo Hoo Club and was particularly involved as a director of the Council of Marine Carriers.”

Sessions on June 3 will consider “The Broader Horizon” and will provide attendees an opportunity to hear about the US Coast Guard’s Viewpoint (with Captain Linda Sturgis) as well as Canada’s Ocean Protection Plan from the perspectives of both Transport Canada (Regional Director Yvette Myers) and the Canadian Coast Guard (Asisstant Commissioner Roger Girouard).

And finally, guests will enjoy an evening reception, gala dinner and entertainment where fun and relaxation are the order of the night.

For anyone connected to the tug industry on Canada’s West Coast, they will understand the importance of attending this conference. While it is the best opportunity to discuss relevant issues with colleagues and peers, it is also a key opportunity to hear about government and industry initatives that will affect day-to-day operations. Attendees can better prepare themselves for future trends and developments.

To find out more about registration, sponsorship or exhibit space, please visit www.comc.cc or call the Council’s office at 604-687-9677 (email: cmc@comc.cc).

INDUSTRY TRAFFIC

LR announces Cyber Secure program

R

ecognizing the need to go further than ensuring the safe integration of cyber technology, Lloyd’s Register (LR) has launched the next stream in its cyber and digitalization suite of services. The new end-to-end set of solutions addresses the need to keep people, assets and systems secure within the constantly changing cyber security landscape.

In addition to establishing mandatory cyber security requirements since November 2016, LR has evolved its services to ensure the provision remains consistently relevant, robust and up-todate. From guidance and training to vulnerability and impact assessment LR can help clients develop a cyber security strategy that will work for their business now and in the future, ensuring readiness to operate cyber-enabled assets safely and securely.

LR is at the forefront of the safe adoption of digital technologies within the marine and offshore sector, and has

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pioneered a ‘total-systems’ approach, with a number of industry firsts developed to help a wide range of stakeholders navigate the huge opportunities for improving efficiency and performance — but also the various security and safety challenges posed.

In February 2016, LR issued the first guidance on cyber-enabled ships: Deploying Information and Communications Technology in Shipping — Lloyd’s Register’s Approach to Assurance. This identified the elements that constitute a cyber-enabled ship and the activities that need to take place to ensure that cyber technology does not introduce a safety risk, effectively providing the industry with a route map to understanding the implications of digital technology.

This was followed with the introduction of the industry’s first ShipRight procedure, which details LR’s framework for accepting cyber technology at varying levels of autonomy — from ships with the most basic decision support

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tools to vessels that are fully autonomous — identifying the assessments, processes and considerations that need to be followed. Cyber security is addressed as one of the six risk areas studied for connected ships, and requirements are included within the ShipRight Procedure; without meeting these it is not possible to certify the level of autonomy as safe.

The new set of services is built on an easy to use model that provides clarity and allows evolution in line with emerging threat patterns and the changing regulatory environment, designed to help clients understand how cyber secure they are now and what level of security they want to achieve in the future. The new offer will deliver cyber security gap analysis and other readiness services to owners, operators and other clients against the US Coast Guard Strategy on cyber security and forthcoming IMO regulations as well as the cyber security best practice already established in other industry sectors, such as Naval.

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INDUSTRY INSIGHT

A fresh perspective Rhianna Henderson, Deck Cadet, BCIT Nautical Sciences Program

W

hile this space is usually reserved for senior executives from a variety of sectors within the shipping industry, we realized that we were missing an important perspective — that of the future generation of leaders. Meet Rhianna Henderson, a 23-year-old cadet in her third year of a four-year Nautical Sciences Program at the BCIT Marine Campus. Given BCIT’s strong reputation for producing high-calibre officers for the cruise industry — indeed, you’ll remember our interview two years ago with BCIT grad Wendy Williams, Staff Captain of Royal Caribbean Cruise Line’s Anthem of the Seas — we are pleased to correct this oversight and provide a unique view of the challenges, opportunities and experiences of someone at the beginning of their career. And from all I gather of Henderson, she’s in for quite a career.

BCSN: Tell me about the Nautical Sciences Program and the courses you’ve taken to date to prepare for work at sea.

RH: I’m in my third year of a fouryear co-op program. We go to school for six months of the year, then go to sea for the remainder of the year to gain sea time for our Watchkeeping Unlimited Certificate. The way the program is set up is that every year we complete on average 16 courses, which are levels of each course. Each year, we take the next 14 — BC Shipping News — April 2017

level of the course in order to continually advance and maintain our academic skills.

All of the courses are directly relevant to what we will learn and do on board the ships. I have taken Ship Stability, Ship Cargo, Ship Construction, Chartwork, Terrestrial Navigation, Celestial Navigation, Physics, Math, Engineering Knowledge, SEN 1 and 2, Meteorology, Regulations Navigation Safety, Oil Tanker Familiarization, Ship Security Officer, Seamanship and all safety training, including Basic Safety, Marine Advanced First Aid, Survival Craft and Fire Fighting.

As a cadet, it’s my job to learn and participate in as much as possible in the time on board.

BCSN: Which ships have you sailed with so far?

RH: In my first year as a cadet, I was employed by BC Ferries, sailing on board the Northern Expedition and the Northern Adventure, serving the Northern Routes of British Columbia.

The Northern Expedition is a RoRopassenger vessel measuring 150 metres in length, and the Northern Adventure is a passenger vessel measuring 117 metres

long. We sailed between Port Hardy and Prince Rupert, and Prince Rupert and Haida Gwaii. I was on board for five and a half months.

My second sea phase this past year was with Royal Caribbean on board the Oasis of the Seas. She is 362 metres in length and weighs 225,000 tons — one of the largest cruise ships in the world, carrying 8,800 people (crew and passengers combined). I spent seven months sailing both the Eastern and Western Caribbean routes.

BCSN: What was your role on the ship and what kind of tasks and duties were expected of you?

RH: As a cadet, it’s my job to learn and participate in as much as possible in the time on board. On the cruise ship, I spent my first two months working on deck with the deckhands, under the command of the Chief Officer. We were responsible for the maintenance of the ship, including chipping and painting, replacing flooring, entering tanks for cleaning, painting and inspection purposes and small maintenance projects that were assigned.

There were some very hard, long, and hot days in the Caribbean sun but every cadet needs to learn about the tasks of crew members who will one day be under our charge to appreciate their job and gain their respect.

After a couple months, I was assigned to the bridge, mostly working with the 1st Officer Navigation where I was trained on the bridge equipment, helped with paperwork and passage planning, and all of the duties involved in being a Bridge Officer on a cruise ship.

I worked with the 1st Officer Lifesaving, learning about the lifesaving equipment on board and the maintenance that is required to ensure the survival crafts are to standard. I worked with the Fire Fighting Officers as well, checking fire-fighting equipment on a monthly basis; and I was also tasked with being on the bridge for every arrival and departure throughout my time on board, including attendance at the arrival and departure briefings and sometimes even preparing the brief and presenting it to the other bridge officers and Captain. After the briefing, I would either fill out the logbook as we departed, or would go down to the bow or stern mooring decks, shadowing the officer and doing the communication for the Bridge in sending mooring lines and securing or letting go the lines and proceeding to sea .

In addition to these tasks, I spent two weeks in the engine room, working with the engineers to become familiar with the machinery. While there, I got the unique opportunity to help pull apart one of the diesel engines that was to have its crank shaft replaced later in the year. Learning the machinery and how the engineers work is crucial for a well-rounded understanding of what it takes to run the ship and how the action of Bridge Officers can affect the machinery throughout the voyage.

As a cadet on board the Oasis of the Seas, Henderson got to explore every aspect of working on a cruise ship.

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www. F u r u n o U S A . c om April 2017 — BC Shipping News — 15

INDUSTRY INSIGHT Being a cadet allows for the opportunity to learn and participate in as much as possible — it’s almost as if I needed to clone myself to be able to see everything...

By undertaking different tasks, Henderson gained an awareness of life on board a ship that can’t come from a textbook.

Every crew member on board was assigned a duty for emergency drills. I was assigned to the Rapid Response Team, which was a small team of eight crew members who are the first to respond to a fire or other emergency. We are the ones who try to fight the fire initially while also setting all the fire hoses and preparing the forward control point for the fire teams. Once the fire teams are on scene, we make sure all of their fire equipment is properly in place and they are ready to fight the fire safely. I think I learned the most in this position — I had an up-close view of the Chief Officer Safety’s actions to prepare and then fight a fire as well as what it takes to run a successful drill. I participated in every drill the ship carried out, including fire, damage control, man overboard, security threat and navigational emergencies.

BCSN: I’d like to hear about your personal experiences — what were some of the challenges or most rewarding tasks?

RH: As a whole, working on a cruise ship was the best experience I could have had while in training. It exposed me to the type of career I want to pursue and I was able to travel to new places on one of the most beautiful ships in the world.

I met some really talented officers, people who became my mentors and friends throughout the seven months as well as an amazing group of friends who worked in different departments.

I now have lifelong friends around the world which was not something I expected to gain.

16 — BC Shipping News — April 2017

I was able to refine my navigation skills and learn about the way passenger ships are run in a safe and supportive environment. Being a cadet allows for the opportunity to learn and participate in as much as possible — it’s almost as if I needed to clone myself to be able to see everything happening around the ship on a daily basis!

The greatest challenge of being on board a ship for that length of time is maintaining sanity and enthusiasm. Working seven days a week, 10 hours a day for seven months can take its toll. And being a woman in a male-dominated industry presents some challenges, as it would in any industry. It sometimes felt like I wasn’t being taken seriously in my position. I was the first female cadet the ship had ever had so it was a learning curve for everyone and they really tried to be as supportive as they could. As a cadet, you are constantly trying to prove yourself — it’s almost like one long, continuous job interview for a future position with the company. Not putting too much pressure on myself, and enjoying the experience was a constant battle, but one I survived.

I would have to say the most rewarding task for me was being singled out by the Coast Guard during a Port State Inspection as a member of the Rapid Response Team that did exceptionally well. I caught a few mistakes that could have affected the outcome of the fire drill. As a cadet, you work so hard, keeping your head down and expecting no recognition and then to have that hard work acknowledged was unexpected and almost overwhelming.

Another rewarding task was being part of the team that prepared the vessel for a helicopter evacuation in a medical emergency involving a child. To see the helicopter approach the ship and watch the child and his family be lifted up and taken to the hospital was something I will never forget.

BCSN: Was the experience what you thought it would be before you started?

RH: The luxury and brilliance of the cruise ship is something I don’t think anyone can prepare for when you first join a ship. It’s as if you’ve walked into a different world. Work wise, I expected it to be as tough as it was but didn’t expect to find it as rewarding as I did. I was also surprised at the amount of people and how friendly every crew member was to each other.

For a ship with 6,500 passengers and 2,300 crew, there were lots of opportunities to meet new people and have a life outside of work. I think that is something that makes working on cruise ships so fantastic.

BCSN: Which courses helped you the most in preparing for work on the ship?

RH: The program at BCIT focuses more on the shipping industry as a whole — cargo vessels, tankers and container ships — so some courses aren’t as relevant for a cruise ship, but every course has something that is applicable to any type of ship, especially the stability and navigation equipment courses.

All of the emergency duty training we go through is definitely useful as are the leadership courses.

INDUSTRY INSIGHT BCSN: Do you have any advice for other students?

RH: I think the most important thing every cadet needs is an open mind. And don’t be afraid of making mistakes. After all, being a cadet is the time to make these mistakes when there are multiple officers watching over you and teaching you the right way to do something.

You need to be able to put aside your pride, accept the criticism as constructive and not personal. Use every moment of being a cadet to learn every inch of the ship and everything it takes to be an officer because once you’re certified you won’t have that chance.

Joining the cadet program was the best thing I could have done. There are highs and lows and times that you wonder why you signed up to be away from your family but the pros of the career will always outweigh the cons. I love my job and I don’t think many 23-year-olds can say that these days.

BCSN: What are your future goals?

RH: I have completed all of the sea time required and can now sit my Watchkeeping Oral Exam in the summer. Once I finish my third-year

“It’s hard work, but the rewards are worth it,” Henderson says.

academic portion at the beginning of July, I will sit my oral exam and become a certified Watchkeeeping Officer. I plan on returning to Royal Caribbean as an officer in the near future and working through the ranks. I will be returning to school in spring 2018 for my final

term of school, which will give me the schooling I need to sit my Chief Officers Exam after gaining another year of sea time. Long term, I hope to return to BC Ferries in order to continue to work on ships while also having a family I can see more often. BCSN

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April 2017 — BC Shipping News — 17

HISTORY LESSON A maritime household...

The family behind Cates Tugs Photo: Dave Roels

By Lea Edgar Librarian & Archivist, Vancouver Maritime Museum

T

he Cates family name is very well known in Vancouver. It is due largely to one enterprising brother that the famous Cates towing company came into being. Almost every member of the Cates family was involved in the local maritime industries, but it was Charles H. Cates that started with one tug and a large helping of moxie.

The seafaring Cates family had their beginnings in the state of Maine. They then moved to Nova Scotia and eventually migrated their way west to British Columbia. The first Cates to arrive in B.C. was the head of the family, Andrew Jackson Cates, at the age of 56. Two of his sons, Charles Henry and John Andrew, followed around 1885. Sadly, Andrew died suddenly of a stroke in 1904 at the age of 75. At this point, five of his sons were working hard in the B.C. maritime industry. But it was Charles who arguably left one of the strongest and longestlasting impressions on the community.

Charles Henry Cates was the eldest of the ocean-going sons of A.J. Cates. He went to sea at the age of 13. The tale of

Andrew Jackson Cates circa 1890.

City of Vancouver Archives reference number AM54-S4-: SGN 1106.

18 — BC Shipping News — April 2017

...it was Charles who arguably left one of the strongest and longestlasting impressions on the community. his start as a sailor is well-known family lore. The story goes that his schoolmaster threatened young Charles with violence, but his trusty Newfoundland dog, who always accompanied him to school, attacked the teacher in his defence.

In the resulting tumult, the stove was knocked over and the school burned to the ground. Rather than return home and face the legendary wrath of his father, Charles ran away and joined the ship W.H. Weatherspoon under Captain Jim Pettis. While at sea he trained to be a cook and then later served as a sailor on several larger ships.

Charles decided to follow his father and come west in 1879. He worked his way across the country in stages, taking various jobs along the way. He finally reached B.C. in 1885 and took a job with the Canadian Pacific Railway (CPR).

He travelled to various communities on the coast before settling in Victoria.

After becoming bored with the scene in Victoria, he moved to the up-andcoming “Granville” on March 8, 1886.

The City of Vancouver happened to be incorporated just one month later. Once settled, he got a job working at Hastings Mill. His brother John joined him in Vancouver in the summer of 1886. By 1888, Charles and John helped move their parents and three younger siblings to Vancouver. Charles then worked again for the CPR for several years building sheds and wharves. He also coaled their Empress and other trans-Pacific ships. Back in Victoria now, he became Captain of Spratt’s Ark in 1890, although he did not own the self-propelled scow.

The vessel carried cargoes and eventually became a wrecker.

Even with his insatiable entrepreneurial spirit, Charles soon decided to settle down and get married when he met Mary (Minnie) Barrow in 1895. They then moved back to Vancouver and had their first child, John Henry Cates, on July 13, 1896.

In the following years, Charles went into the stevedoring business with a partner, forming Cates & McDermott.

But at this time, he also started his own business, C.H. Cates & Co. Charles was always in search of new opportunities. In 1897, he followed the Gold Rush to Skagway for a year while, sadly, his wife Minnie bore and lost twin daughters. After the tragedy, while wanting to return to the Klondike, he stayed on the wishes of Minne who didn’t want to be alone after losing her children. Charles went back into the stevedoring business in Vancouver, but it was around this time that he ventured into the towing industry. In 1899, Charles and Minnie had a second son, Charles Warren Cates, and in 1901 they had a daughter Margaret Rosester Cates.

In his early towing days, Charles owned three tugs: Swan, Lois, and Stella.

He started with just the Swan which was originally owned by his brother John and operated her as a one-boat business. The skipper of a rival tug, Stella, claimed over drinks in a saloon one evening that his boat was far faster than the Swan. Never one to back down from a challenge, Cates suggested a race to Point Atkinson lighthouse to prove which was the faster.

Evidently, he won and the company’s fleet doubled in size overnight. However by 1901, he had sold all three of his tugs and went into the contracting business, building wharves around Vancouver harbour.

The Cates family moved to North Vancouver around 1904-1905. In 1904, Charles purchased land at the foot of Lonsdale Avenue and built his own wharf.

His success was dampened with further sorrow when, in 1905, Charles and Minnie lost two more twin girls. Nevertheless, the family continued to grow. In 1906, they had daughter Mary Catherine and, in 1909, they had son James Francis.

Theresa Anne was later born in 1912 and Ellen Elizabeth was born in 1914. Sadly, they lost one final child, a stillborn son, in 1915. This brings the total surviving Cates children to seven.

Charles continued with his construction company until, in 1913, he purchased the Gaviota from Andy Linton.

The small tug proved very valuable around Vancouver Harbour and the Wallace Shipyard during the First World War. Charles’ sons, John H. and Charles W. (Charlie), both served during the War. When they returned, John worked with the Canadian Merchant Marine but in 1921, the brothers became partners with their father. Charles incorporated the business that year as C.H. Cates and Sons Ltd. Cates and Sons started out by adding the tugs Gorilla and Garduna to the burgeoning fleet. They were used to

primarily tow logs and scows. When the Burrard Drydock was built, along with various grain elevators, the demand for tugs for ship berthing and assistance was high. The company built the first Charles H. Cates tug in 1923 to answer the increasing demand. As the company grew, the older tugs were renamed. The Gorilla became the Charles H. Cates II, the Gaviota became the Charles H. Cates III and the Garduna became the Charles H. Cates IV. Ever since, it became the custom of the company to name its tugs “Charles H. Cates” followed by a roman numeral in honour of the company’s founder.

As previously mentioned, all of Charles and Minnie’s children — and Minnie herself — worked for the company. Marguerite (Rete) was employed as a deckhand while John and Charlie were serving in the First World War. Despite his fierce spirit and resistance to retirement, Charles was in poor health for the last years of his life. He died October 14, 1938, at the age of 78.

He was a true Vancouver pioneer and a talented businessman. Little did he know, Charles started a family legacy

Charles H. Cates, circa 1920. City of Vancouver archives reference number AM54-S4-: Port P741.

that would last decades. His sons, John, Charlie and Jim, continued the business after Charles died. The C.H. Cates and Sons company lived on until it was purchased by the Washington Group in 1992. Even though the company no longer exists, you can still see some of the Charles H. Cates tugs (now operated by Seaspan) afloat today.

Lea Edgar started her position as Librarian and Archivist for the Vancouver Maritime Museum in 2013. She can be contacted at archives@vanmaritime.com.

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CRUISE INDUSTRY

Ports getting ready for a stellar year

O

nce again, Canada’s West Coast ports are gearing up for a busy cruise season which will see the return of favourites like the Disney Wonder, the Explorer of the Seas and the Crystal Serenity (which is going for a second year of Arctic adventures following a very successful launch of the Northwest Passage route in 2016). New vessels, such as the Emerald Princess and the Carnival Miracle will be welcomed this year as will the Seabourn Sojourn, a high-end luxury liner that has, get this, a passenger-to-crew rate of about 1:4. In reviewing activities with the four main destinations for cruise ships in B.C. — Vancouver, Nanaimo, Prince Rupert and Victoria — BC Shipping News finds high optimism, coupled with hard-working staff getting ready to welcome the first passengers in early April.

Vancouver

working staff getting ready to welcome the first passengers in early April.

237 calls,” she said. That’s up from the almost 827,000 seen in 2016 — which was up from the 805,000 seen in 2015.

While the number of sailings to Vancouver is also up (from 228 in 2016), Ortega attributed some of the jump in passenger numbers to the newer, larger vessels entering the Alaska market. “Here at Canada Place, we are pleased to welcome some of the largest vessels operating in the Pacific Northwest cruise theatre,” she said. “The Ruby Princess and Emerald Princess both have capacity for about 3,100 passengers; the Celebrity Solstice is just slightly under that capacity.”

In addition to the regular Alaskabound trips, Vancouver will continue to see a number of Hawaii and Pacific Coastal itineraries, both early and late in the season. “The Star Princess is our first ship of the season and also our last,” Ortega said. “In April, she will be doing two Pacific Coastal cruises before heading on a 15-night voyage to the Hawaiin Islands — and she does the same route in December.”

Shore-side, the Vancouver Fraser Port Authority continues to up the bar in terms of infrastructure improvement and guest experiences. “We are always

Photo courtesy Vancouver Fraser Port Authority

As a top global destination and important economic generator for the City, Vancouver continues to attract a wide spectrum of cruise lines and passengers as Canada’s largets homeport. Carmen Ortega, Manager, Cruise Services and Canada Place Operations with the Vancouver Fraser Port Authority, noted that 2017 will continue the trend of increasing passenger numbers. “We are expecting another strong season with just over 840,000 passengers on

BC Shipping News finds high optimism, coupled with hard-

Vancouver will welcome more than 840,000 passengers in 2017.

20 — BC Shipping News — April 2017

looking at ways to improve things like signage and wayfinding,” Ortega said.

“And last year was the first full season where we used the Convention Centre hall every day for check-in and embarkation (it’s located just above the terminal).

That worked out really well in providing additional space.” Ortega also pointed to work with industry and tourism partners to improve the guest experience.

“We undertook a big traffic study with the City of Vancouver last year which provided some short, medium and longterm recommendations to allow for easier access to and from the terminal.”

Ortega also highlighted other initiatives that lend to the Port’s reputation for being an environmental steward.

“Holland America Line, Princess Cruises and Disney Cruise Line continue to plug into shore power,” she said. “Also in regard to initiatives focused on ensuring minimal impact on the environment, the Enhancing Cetacean Habitat and Observation (ECHO) Program is a Vancouver Fraser Port Authority-led initiative aimed at better understanding and managing the impact of shipping activities on at-risk whales throughout the southern coast of British Columbia. Some of the key threats to whales in this region include underwater noise, ship collisions, environmental contaminants and availability of prey.” The long-term goal of the ECHO Program is to develop mitigation measures that will lead to a quantifiable reduction in potential threats to whales as a result of shipping activities.

If that’s not enough, the Port recently announced new incentive criteria under their EcoAction program which offers reduced harbour rates for vessels using noise-quieting technology and, in partnership with the Prince Rupert Port Authority and the Vancouver Aquarium, developed the Mariner’s Guide to Whales, Dolphins and Porpoises of Western Canada — a report which informs mariners about the risk of collisions between vessels and marine life and to assist them in minimizing vessel disturbances.

Nanaimo

Photo courtesy Nanaimo Port Authority

The City of Nanaimo continues to receive top marks from passengers when it comes to their experiences in Nanaimo and the Central Island. According to David Mailloux, Manager, Communications and Public Affairs at the Nanaimo Port Authority, “the charm and friendliness of residents as well as the diversity of activities in the region are consistently mentioned by passengers.” The Port of Nanaimo is looking forward to welcoming six ship calls this year, including the return of The World, that last called on the city in 2005.

With over 11,500 passengers scheduled to visit, Mailloux noted that the Port and its partners are constantly looking at new itineraries and shore excursions — and, in fact, currently have a package in front of cruise line executives for their consideration (more information will be released on new activities as they become confirmed).

In addition to the large ships — Explorer of the Seas, Celebrity Infinity, Norwegian Sun and Star Princess — Nanaimo will be welcoming the MV Europa for the first time this year, one of the smaller vessels on the Alaska cruise circuit with 400 passengers, but one that comes with an elite clientele and specialized itineraries and shore excursions.

When asked about trends, Mailloux noted “The size of the typical vessel visiting Nanaimo has increased as a result of handling the RCL’s Explorer of the Seas, which we managed comfortably,” he said. “There is also a general trend for new shore activities — cruise lines such as Crystal and Hapag-Lloyd cater to a very specific clientele who are looking for unique, high-end experiences. That matches up well with our offerings, both within the City as well as the Central Vancouver Island region.”

Another news item for Nanaimo this year is the entry of Tymac into the market to provide waste removal and recycling services. “Utilizing a wide variety of floating and shorebased equipment, Tymac’s goal is to help customers implement recycling programs that reduce waste streams, disposal costs and their impact on the environment,” said Tymac’s Director of Marketing and Communications, Steve Hnatko. “Our experienced and highly trained staff are authorized to handle all classes of waste including international, domestic, bio-medical, special (TDG), oil sludge and oily water.

Prince Rupert

Photo courtesy Prince Rupert Port Authority

2017 is shaping up to be one of the most successful seasons for the Prince Rupert Port Authority since 2011. With 25 calls

Twice as many passengers will be vising Prince Rupert this year over 2016.

Nanaimo’s Cruise Terminal can accommodate vessels of any size.

and 17,000 passengers, 2017 more than doubles the activity seen last year — which was double from the year before. “This is the second consecutive year that the number of cruise ship passengers has doubled, up from 7,264 in 2016 and 3,626 in 2015,” said Kris Schumacher, Communications Co-ordinator for the Port.

Schumacher also gave insight into Prince Rupert’s rising popularity with “luxury liners.” In providing insights into trends, he noted that Prince Rupert is focused on becoming a desirable port of call for luxury lines, which tend to operate vessels in the 300-900 passenger range. “This year, we will see vessels from lines like Oceania, Regent, Seabourn, Crystal, Silversea, Ponant, and The World,” he said. “These are all very high-end, niche expedition cruises that have come to appreciate the unique offerings available in Prince Rupert and the surrounding area.”

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CRUISE INDUSTRY

Victoria

Jill Sawyer, Communications Manager, Greater Victoria Harbour Authority,

Photo courtesy GVHA

Indeed, Seabourn Cruise Line is bringing the Sojourn to Prince Rupert six times this year. “They are returning to Alaska for the first time in 15 years,” Schumacher said. “We’re very pleased to be included in the itinerary and promise passengers an experience they will never forget.”

And, as noted in the Vancouver update, the Prince Rupert Port Authority was a key partner in the Mariner’s Guide to Whales, Dolphins and Porpoises of Western Canada. “The creation of the Mariner’s Guide is another vital component of our comprehensive approach to sustainability,” said Jason Scherr, Manager of Environmental Sustainability for the Port of Prince Rupert. “The health of the ocean is integral to our success as a gateway for maritime trade and our allure for tourists. Close teamwork by partners that share this perspective helped make this project a success, and lays the foundation for future, similarly positive, initiatives.”

Victoria grows it’s 2017 season by about 10 per cent over 2016.

advised that 2017 will see a seven-per cent increase in cruise ship calls to Ogden Point. “We are expecting 240 calls this year, up from 224 in 2016, including an expected rise in numbers from the more than 550,000 passengers who visited B.C.’s capital city last year.”

Building on the highlights of 2016 — for example, inaugural calls of Royal Caribbean Line’s Explorer of the Seas and Holland America Line’s Nieuw Amsterdam and Maasdam; the arrival of North America’s first fully-electric

double-decker bus (in partnership with CVS Tours and GreenPower); and the second consecutive year with no elevated reading of sulphur dioxide from the James Bay air monitoring station — Sawyer expects the 2017 season to be equally successful.

The growth of Victoria as a port of call has been nothing short of stellar.

Under GVHA’s stewardship, cruise tourism at Ogden Point has grown from 110 ship calls carrying 161,000 passengers in 2002 to a record number of 224 cruise ships and 550,000 passengers welcomed during the 2016 season. “This growth in cruise tourism has become an important economic driver for the capital region,” Sawyer said. “Working collaboratively with industry partners, GVHA is encouraging opportunities to expose cruise visitors to more unique Victoria experiences, thereby expanding the positive economic impact in our region.”

Sawyer also noted that she was looking forward to working with the new port agents West Coast Agencies who will be representing Holland America, Princess Cruises and Seabourn when they call on Victoria.

The Greater Victoria Harbour Authority is currently developing a Master Plan for Ogden Point which details a strategic plan for the cruise facilities, providing opportunities for growth in the short, medium and long term. The work on the Master Plan has been ongoing since 2008 when the technical feasibility study was initiated. A final draft of the Phase 4 Master Plan Document was released in December 2016. The Harbour Authority is currently working with the City of Victoria to prepare re-zoning applications in anticipation of the upcoming changes.

BCSN

22 — BC Shipping News — April 2017

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CRUISE AGENTS

West Coast Agencies launched in time for cruise season

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ew port agency West Coast Agencies (WCA) is ready and eager to get underway with the 2017 cruise season. Representing Holland America, Princess Cruises and Seabourn in Victoria, Nanaimo, Prince Rupert, Klemtu, Port Alberni and Alert Bay, the new firm is already familiar with the industry — and indeed, sports a few familiar faces.

Falling under the Tidal Transport umbrella group of companies, but operating as a separate entity, WCA’s CEO Ron Brinkhurst and General Manager Steve Hnatko spoke to BC Shipping News to fill in some details.

“Because of our existing relationship with the cruise lines through Tymac Launch Service, we were asked to bid on the port agency work as well,” said Hnatko. “We submitted a successful bid and are really pleased to be chosen as the shore-side representative for the ships visiting B.C. (with the exception of Vancouver).”

Hnatko was quick to note that the contracts and operations between Tymac and WCA are completely separate. “We are able to gain some economies of scale — for example, we’re able to tailor our existing

With the award of the contract on February 1, WCA has been setting up a new presence at Ogden Point, sharing office space with Western Stevedoring and Seaspan. custom vendor portal under Tymac to create a version for WCA — but, with the exception of myself, Ron, and Tidal’s Chief Financial Officer, the operations are entirely independent of each other.”

With the award of the contract on February 1, WCA has been setting up a new presence at Ogden Point, sharing office space with Western Stevedoring and Seaspan. By the time ships start arriving — the first will be the Star Princess on April 10 — WCA will have three full-time staff on site at Ogden Point and numerous staff located throughout the province to carry out all the services the lines will require, including arranging pilots and tugs; liaising with Western Stevedoring to ensure the ship’s stevedoring needs are met, liaising with Seaspan to handle the lines, and all services related to passengers, such as Canada Border Services Agency clearance, luggage handling, etc. WCA’s service extends to representing the ship if it requires dry dock and repair services as well.

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Both Brinkhurst and Hnatko describe a “high-end, premium approach” to the services offered by WCA. “We’re able to provide a high level of reporting and transparency for many of the activities related to the ships,” Hnatko said.

“Cruise line executives will be able to access data and information that will allow them to closely monitor the ship’s voyage and the services being provided.”

This was especially appealing to the Seabourn executives who, for the first time in 15 years, will be bringing in the luxury vessel, Sojourn, to Canada’s West Coast. In addition to homeporting in Vancouver, the Sojourn will be calling on Prince Rupert six times during the 2017 season. Hnatko indicated that sales for the Sojourn have been so successful to date that there is even talk about the line considering the addition of a second vessel in the coming years.

And while the launch of WCA is a significant piece of news for Tidal Transport, an expansion of Tymac’s waste management services is also worthy of mention. The company was recently awarded the contracts for waste removal off ships visiting Nanaimo and Prince Rupert as well as continued service to those visiting Vancouver. “Tymac’s reputation has been built over many years and we have very strong and positive relationships with the cruise lines visiting British Columbia,” said Brinkhurst.

“It’s a reflection of our corporate culture — to ensure the client’s needs are the priority and that we fulfill our services as professionally as possible. That includes our ability to dispose of waste in an efficient and environmentally sustainable manner. In many ways, our foray into the port agency work for the cruise lines stems from our reputation and the ties we’ve built with lines through Tymac.”

For more information, the West Coast Agencies’ website will be launched at the start of the cruise season: www.westcoastagencies.ca. BCSN

2017 CRUISE SCHEDULE Greater Victoria Harbour Authority Date Apr 10, Mon Apr 25, Tue Apr 27, Thu Apr 28, Fri Apr 28, Fri Apr 29, Sat May 04, Thu May 04, Thu May 05, Fri May 05, Fri May 06, Sat May 09, Tue May 11, Thu May 12, Fri May 12, Fri May 12, Fri May 13, Sat May 13, Sat May 13, Sat May 15, Mon May 16, Tue

Vessel STAR PRINCESS ZAANDAM EURODAM OOSTERDAM NIEUW AMSTERDAM NOORDAM RUBY PRINCESS NORWEGIAN JEWEL CORAL PRINCESS EURODAM OOSTERDAM ISLAND PRINCESS EUROPA NORWEGIAN JEWEL EURODAM RUBY PRINCESS ZAANDAM OOSTERDAM NORWEGIAN PEARL CARNIVAL LEGEND GRAND PRINCESS

Pier South B North B North B North B South B North B South B North B South B North B North B South B South B South A North B South B South A South B North B North B South B

Arr Dep 1200 2359 1600 2359 1300 2200 1300 2200 1300 2300 1400 2359 0800 2359 1200 2200 0800 2300 1800 2359 1800 2359 0800 2359 0800 2359 1430 2130 1800 2359 1900 2359 0800 1800 1800 2359 1800 2359 1000 2200 0700 1400

Date May 18, Thu May 19, Fri May 19, Fri May 19, Fri May 20, Sat May 20, Sat May 21, Sun May 22, Mon May 23, Tue May 25, Thu May 25, Thu May 25, Thu May 26, Fri May 26, Fri May 26, Fri May 26, Fri May 27, Sat May 27, Sat May 27, Sat May 27, Sat May 29, Mon

Vessel EXPLORER OF THE SEAS NORWEGIAN JEWEL EURODAM RUBY PRINCESS OOSTERDAM NORWEGIAN PEARL AMSTERDAM CARNIVAL LEGEND SEVEN SEAS MARINER EXPLORER OF THE SEAS CELEBRITY MILLENNIUM CELEBRITY SOLSTICE GRAND PRINCESS NORWEGIAN JEWEL EURODAM RUBY PRINCESS CELEBRITY INFINITY NORWEGIAN PEARL OOSTERDAM EMERALD PRINCESS CARNIVAL LEGEND

(Ogden Point)

Pier South B South A North B South B South B North B North B North B South B South B South A North B South B South A North B South B South B North B South A South B North B

Arr Dep 0800 1700 1430 2130 1800 2359 1900 2359 1800 2359 1800 2359 1800 2359 1930 2359 1300 2359 0900 1800 0900 1800 1200 2000 0700 1400 1430 2130 1800 2359 1900 2359 700 1800 1800 2359 1800 2359 1900 2359 1930 2359

Date May 30, Tue May 31, Wed Jun 01, Thu Jun 01, Thu Jun 02, Fri Jun 02, Fri Jun 02, Fri Jun 03, Sat Jun 03, Sat Jun 03, Sat Jun 04, Sun Jun 05, Mon Jun 05, Mon Jun 06, Tue Jun 08, Thu Jun 08, Thu Jun 09, Fri Jun 09, Fri Jun 09, Fri Jun 09, Fri Jun 10, Sat

Vessel SOJOURN EUROPA EXPLORER OF THE SEAS CELEBRITY SOLSTICE NORWEGIAN JEWEL EURODAM RUBY PRINCESS NORWEGIAN PEARL OOSTERDAM EMERALD PRINCESS AMSTERDAM GRAND PRINCESS CARNIVAL LEGEND SEVEN SEAS MARINER EXPLORER OF THE SEAS CELEBRITY SOLSTICE REGATTA NORWEGIAN JEWEL EURODAM RUBY PRINCESS NORWEGIAN PEARL

Pier South B South B South B North B South A North B South B North B South A South B North B South B North B South B South B North B South B South A North B South B North B

Arr Dep 0800 1800 0800 2200 0900 1800 1730 2359 1430 2130 1800 2359 1900 2359 1800 2359 1800 2359 1900 2359 1300 2300 0700 1400 1930 2359 0800 2359 0900 1800 1730 2359 1000 1800 1430 2130 1800 2359 1900 2359 1800 2359

VESSEL GUIDE Carnival Cruise Line www.carnival.com

Carnival Legend Inaugural cruise - 2002 Refurbished - 2014 LOA - 963’ / Beam - 105.6’ Draft - 25.5’ Tonnage - 88,500 Passenger Decks - 12 Total staterooms - 1,062 Passenger capacity - 2,124 Total crew - 930

Celebrity Infinity Inaugural cruise - 2001 Refurbished - 2015 LOA - 965’ / Beam - 105’ Draft - 26’ Tonnage - 91,000 Passenger Decks - 11 Total staterooms - 1,085 Passenger capacity - 2,170 Total crew - 999

Carnival Miracle Inaugural cruise - 2004 Refurbished - 2015 LOA - 963’ / Beam - 105.7’ Draft - 25.5’ Tonnage - 88,500 Passenger Decks - 12 Total staterooms - 1,062 Passenger capacity - 2,124 Total crew - 934

Hapag-Lloyd Line www.expeditions.com

Bremen Inaugural cruise - 1990 LOA - 365’ / Beam - 56’ Draft - 16’ Tonnage - 6,752 Passenger Decks - 6 Total staterooms - 80 Passenger capacity - 155 Total crew - 100

Europa Inaugural cruise - 1999 LOA - 625’ / Beam - 78’ Draft - 20.2’ Tonnage - 28,890 Passenger Decks - 7 Total staterooms - 204 Passenger capacity - 400 Total crew - 285

Celebrity Cruises

Crystal Cruises

www.celebritycruises.com

www.crystalcruises.com

Celebrity Millennium Inaugural cruise - 2000 Refurbished - 2016 LOA - 965’ / Beam - 105’ Draft - 26’ Tonnage - 90,963 Passenger Decks - 11 Total staterooms - 1,079 Passenger capacity - 2,138 Total crew - 950 - 1,000

Celebrity Solstice Inaugural cruise - 2008 Refurbished - 2016 LOA - 1,041’ / Beam - 121’ Draft - 27’ Tonnage - 122,000 Passenger Decks - 13 Total staterooms - 1,426 Passenger capacity - 2,850 Total crew - 1,250

Crystal Serenity Inaugural cruise - 2003 Refurbished - 2016 LOA - 820’ / Beam - 106’ Draft - 25’ Tonnage - 68,000 Passenger Decks - 9 Total staterooms - 535 Passenger capacity - 1,070 Total crew - 655 April 2017 — BC Shipping News — 25

2017 CRUISE SCHEDULE Greater Victoria Harbour Authority (Ogden Point) Date Jun 10, Sat Jun 10, Sat Jun 12, Mon Jun 13, Tue Jun 15, Thu Jun 15, Thu Jun 15, Thu Jun 16, Fri Jun 16, Fri Jun 16, Fri Jun 17, Sat Jun 17, Sat Jun 17, Sat Jun 17, Sat Jun 18, Sun Jun 19, Mon Jun 19, Mon Jun 22, Thu Jun 22, Thu Jun 23, Fri Jun 23, Fri Jun 23, Fri Jun 24, Sat Jun 24, Sat

Vessel OOSTERDAM EMERALD PRINCESS CARNIVAL LEGEND SEVEN SEAS MARINER GRAND PRINCESS EXPLORER OF THE SEAS CELEBRITY SOLSTICE NORWEGIAN JEWEL EURODAM RUBY PRINCESS CRYSTAL SERENITY NORWEGIAN PEARL OOSTERDAM EMERALD PRINCESS AMSTERDAM REGATTA CARNIVAL LEGEND EXPLORER OF THE SEAS CELEBRITY SOLSTICE NORWEGIAN JEWEL EURODAM RUBY PRINCESS NORWEGIAN PEARL OOSTERDAM

Pier South A South B North B South B North B South B North B South A North B South B South B North B South A South B North B South B North B South B North B South A North B South B North B South A

Arr Dep 1800 2359 1900 2359 1930 2359 1300 2359 0700 1400 0900 1800 1730 2359 1430 2130 1800 2359 1900 2359 0800 1800 1800 2359 1800 2359 1900 2359 1300 2300 1300 2359 1930 2359 0900 1800 1730 2359 1430 2130 1800 2359 1900 2359 1800 2359 1800 2359

Date Vessel Jun 24, Sat EMERALD PRINCESS Jun 25, Sun GRAND PRINCESS Jun 26, Mon CARNIVAL LEGEND Jun 29, Thu EXPLORER OF THE SEAS Jun 29, Thu REGATTA Jun 29, Thu CELEBRITY SOLSTICE Jun 29 -30 T/F THE WORLD Jun 30, Fri GOLDEN PRINCESS Jun 30, Fri NORWEGIAN JEWEL Jun 30, Fri EURODAM Jun 30, Fri RUBY PRINCESS Jul 01, Sat NORWEGIAN PEARL Jul 01, Sat OOSTERDAM Jul 01, Sat EMERALD PRINCESS Jul 02, Sun AMSTERDAM Jul 03, Mon CARNIVAL LEGEND Jul 05, Wed GRAND PRINCESS Jul 06, Thu EXPLORER OF THE SEAS Jul 06, Thu CELEBRITY SOLSTICE Jul 07, Fri NORWEGIAN JEWEL Jul 07, Fri EURODAM Jul 07, Fri RUBY PRINCESS Jul 08, Sat SEVEN SEAS NAVIGATOR Jul 08, Sat NORWEGIAN PEARL

Pier South B South B North B South B South A North B South B South B South A North B South B North B South A South B North B North B South B South B North B South A North B South B South B North B

Arr Dep 1900 2359 0700 1400 1930 2359 0900 1800 1300 2359 1730 2359 1830 1330 0900 1900 1430 2130 1800 2359 1900 2359 1800 2359 1800 2359 1900 2359 1300 2300 1930 2359 0700 1400 0900 1800 1730 2359 1430 2130 1800 2359 1900 2359 1000 1800 1800 2359

Date Jul 08, Sat Jul 08, Sat Jul 10, Mon Jul 13, Thu Jul 13, Thu Jul 14, Fri Jul 14, Fri Jul 14, Fri Jul 15, Sat Jul 15, Sat Jul 15, Sat Jul 15, Sat Jul 16, Sun Jul 17, Mon Jul 17, Mon Jul 19, Wed Jul 20, Thu Jul 20, Thu Jul 21, Fri Jul 21, Fri Jul 21, Fri Jul 22, Sat Jul 22, Sat Jul 22, Sat

Vessel OOSTERDAM EMERALD PRINCESS CARNIVAL LEGEND EXPLORER OF THE SEAS CELEBRITY SOLSTICE NORWEGIAN JEWEL EURODAM RUBY PRINCESS GRAND PRINCESS NORWEGIAN PEARL OOSTERDAM EMERALD PRINCESS AMSTERDAM SEVEN SEAS NAVIGATOR CARNIVAL LEGEND CRYSTAL SERENITY EXPLORER OF THE SEAS CELEBRITY SOLSTICE NORWEGIAN JEWEL EURODAM RUBY PRINCESS NORWEGIAN PEARL OOSTERDAM EMERALD PRINCESS

Pier South A South B North B South B North B South A North B South B South B North B South A South B North B South B North B South B South B North B South A North B South B North B South A South B

Arr Dep 1800 2359 1900 2359 1930 2359 0900 1800 1730 2359 1430 2130 1800 2359 1900 2359 0700 1400 1800 2359 1800 2359 1900 2359 1300 2300 1200 2000 1930 2359 0800 2200 0900 1800 1730 2359 1430 2130 1800 2359 1900 2359 1800 2359 1800 2359 1900 2359

VESSEL GUIDE Disney Cruise Line

Holland America Line

www.disneycruise.com

www.hollandamerica.com

Disney Wonder Inaugural cruise - 1999 Refurbished - 2016 LOA - 964’ / Beam - 106’ Draft - 25.3’ Tonnage - 83,000 Passenger Decks - 11 Total staterooms - 875 Passenger capacity - 1,754 Total crew - 950

Amsterdam Inaugural cruise - 2000 Refurbished - 2015 LOA - 780’ / Beam - 105.8’ Draft - 27’ Tonnage - 62,735 Passenger Decks - 10 Total staterooms - 690 Passenger capacity - 1,380 Total crew - 615

Noordam Inaugural cruise - 2006 Refurbished - 2016 LOA - 936’ / Beam - 105.8’ Draft - 24’ Tonnage - 82,318 Passenger Decks - 11 Total staterooms - 959 Passenger capacity - 1,924 Total crew - 800

Oosterdam Inaugural cruise - 2003 Refurbished - 2016 LOA - 936’ / Beam - 105.8’ Draft - 24’ Tonnage - 82,305 Passenger Decks - 11 Total staterooms - 958 Passenger capacity - 1,964 Total crew - 812

26 — BC Shipping News — April 2017

Eurodam Inaugural cruise - 2008 Refurbished - 2015 LOA - 936’ / Beam - 105.8’ Draft - 26’ Tonnage - 86,273 Passenger Decks - 11 Total staterooms - 1,052 Passenger capacity - 2,104 Total crew - 876

Volendam Inaugural cruise - 1999 Refurbished - 2011 (2017) LOA - 781’ / Beam - 105.8’ Draft - 26’ Tonnage - 61,214 Passenger Decks - 10 Total staterooms - 716 Passenger capacity - 1,432 Total crew - 615

Nieuw Amsterdam Inaugural cruise - 2010 Refurbished - 2016 LOA - 936’ / Beam - 105.8’ Draft - 24’ Tonnage - 86,700 Passenger Decks - 11 Total staterooms - 1,053 Passenger capacity - 2,106 Total crew - 929

Zaandam Inaugural cruise - 2000 Refurbished - 2010 (2017) LOA - 781’ / Beam - 105.8’ Draft - 26’ Tonnage - 61,396 Passenger Decks - 10 Total staterooms - 716 Passenger capacity - 1,432 Total crew - 615

2017 CRUISE SCHEDULE Greater Victoria Harbour Authority (Ogden Point) Date Jul 24, Mon Jul 25, Tue Jul 27, Thu Jul 27, Thu Jul 28, Fri Jul 28, Fri Jul 28, Fri Jul 29, Sat Jul 29, Sat Jul 29, Sat Jul 30, Sun Jul 31, Mon Aug 03, Thu Aug 03, Thu Aug 04, Fri Aug 04, Fri Aug 04, Fri Aug 04, Fri Aug 05, Sat Aug 05, Sat Aug 05, Sat Aug 06, Sun Aug 07, Mon Aug 07, Mon Aug 10, Thu Aug 10, Thu Aug 11, Fri Aug 11, Fri Aug 11, Fri Aug 12, Sat Aug 12, Sat Aug 12, Sat Aug 13, Sun Aug 14, Mon Aug 14, Mon Aug 17, Thu Aug 17, Thu Aug 18, Fri Aug 18, Fri Aug 18, Fri Aug 19, Sat Aug 19, Sat Aug 19, Sat Aug 21, Mon Aug 24, Thu Aug 24, Thu

Vessel CARNIVAL LEGEND GRAND PRINCESS EXPLORER OF THE SEAS CELEBRITY SOLSTICE NORWEGIAN JEWEL EURODAM RUBY PRINCESS NORWEGIAN PEARL OOSTERDAM EMERALD PRINCESS AMSTERDAM CARNIVAL LEGEND EXPLORER OF THE SEAS CELEBRITY SOLSTICE GRAND PRINCESS NORWEGIAN JEWEL EURODAM RUBY PRINCESS NORWEGIAN PEARL OOSTERDAM EMERALD PRINCESS REGATTA CRYSTAL SERENITY CARNIVAL LEGEND EXPLORER OF THE SEAS CELEBRITY SOLSTICE NORWEGIAN JEWEL EURODAM RUBY PRINCESS NORWEGIAN PEARL OOSTERDAM EMERALD PRINCESS AMSTERDAM GRAND PRINCESS CARNIVAL LEGEND EXPLORER OF THE SEAS CELEBRITY SOLSTICE NORWEGIAN JEWEL EURODAM RUBY PRINCESS NORWEGIAN PEARL OOSTERDAM EMERALD PRINCESS CARNIVAL LEGEND GRAND PRINCESS EXPLORER OF THE SEAS

Pier North B South B South B North B South A North B South B North B South A South B North B North B South B North B South B South A North B South B North B South A South B South B South B North B South B North B South A North B South B North B South A South B North B South B North B South B North B South A North B South B North B South A South B North B North B South B

Arr Dep 1930 2359 0700 1400 0900 1800 1730 2359 1430 2130 1800 2359 1900 2359 1800 2359 1800 2359 1900 2359 1300 2300 1930 2359 0900 1800 1730 2359 0700 1400 1430 2130 1800 2359 1900 2359 1800 2359 1800 2359 1900 2359 1300 2359 0800 1800 1930 2359 0900 1800 1730 2359 1430 2130 1800 2359 1900 2359 1800 2359 1800 2359 1900 2359 1300 2300 0700 1400 1930 2359 900 1800 1730 2359 1430 2130 1800 2359 1900 2359 1800 2359 1800 2359 1900 2359 1930 2359 0700 1400 0900 1800

Date Aug 24, Thu Aug 25, Fri Aug 25, Fri Aug 25, Fri Aug 26, Sat Aug 26, Sat Aug 26, Sat Aug 27, Sun Aug 28, Mon Aug 30, Wed Aug 31, Thu Aug 31, Thu Sep 01, Fri Sep 01, Fri Sep 01, Fri Sep 02, Sat Sep 02, Sat Sep 02, Sat Sep 03, Sun Sep 04, Mon Sep 06, Wed Sep 07, Thu Sep 07, Thu Sep 08, Fri Sep 08, Fri Sep 08, Fri Sep 09, Sat Sep 09, Sat Sep 09, Sat Sep 09, Sat Sep 10, Sun Sep 12, Tue Sep 13, Wed Sep 14, Thu Sep 14, Thu Sep 15, Fri Sep 15, Fri Sep 15, Fri Sep 16, Sat Sep 16, Sat Sep 16, Sat Sep 17, Sun Sep 21, Thu Sep 21, Thu Sep 22, Fri Sep 22, Fri

Vessel CELEBRITY SOLSTICE NORWEGIAN JEWEL EURODAM RUBY PRINCESS NORWEGIAN PEARL OOSTERDAM EMERALD PRINCESS AMSTERDAM CARNIVAL LEGEND REGATTA EXPLORER OF THE SEAS CELEBRITY SOLSTICE NORWEGIAN JEWEL EURODAM RUBY PRINCESS NORWEGIAN PEARL OOSTERDAM EMERALD PRINCESS GRAND PRINCESS CARNIVAL LEGEND SEVEN SEAS MARINER EXPLORER OF THE SEAS CELEBRITY SOLSTICE NORWEGIAN JEWEL EURODAM RUBY PRINCESS REGATTA NORWEGIAN PEARL OOSTERDAM EMERALD PRINCESS AMSTERDAM DISNEY WONDER GRAND PRINCESS EXPLORER OF THE SEAS CELEBRITY SOLSTICE NORWEGIAN JEWEL EURODAM RUBY PRINCESS NORWEGIAN PEARL OOSTERDAM EMERALD PRINCESS REGATTA EXPLORER OF THE SEAS CELEBRITY SOLSTICE NORWEGIAN JEWEL EURODAM

Pier North B South A North B South B North B South A South B North B North B South B South B North B South A North B South B North B South A South B South B North B South B South B North B South A North B South B South B North B South A South B North B South B South B South B North B South A North B South B North B South A South B South B South B North B South A North B

Arr Dep 1730 2359 1430 2130 1800 2359 1900 2359 1800 2359 1800 2359 1900 2359 1300 2300 1930 2359 1300 2359 0900 1800 1730 2359 1430 2130 1800 2359 1900 2359 1800 2359 1800 2359 1900 2359 0700 1400 1930 2359 1200 1900 0900 1800 1730 2359 1430 2130 1800 2359 1900 2359 1200 1800 1800 2359 1800 2359 1900 2359 1300 2300 0700 1600 0700 1400 0900 1800 1730 2359 1430 2130 1800 2359 1900 2359 1800 2359 1800 2359 1900 2359 1200 1800 1000 1800 1730 2359 1430 2130 1800 2359

Date Sep 22, Fri Sep 23, Sat Sep 23, Sat Sep 23, Sat Sep 23, Sat Sep 24, Sun Sep 26, Tue Sep 27, Wed Sep 28, Thu Sep 29, Fri Sep 29, Fri Sep 29, Fri Oct 02, Mon Oct 05, Thu

Vessel RUBY PRINCESS GRAND PRINCESS NORWEGIAN PEARL OOSTERDAM EMERALD PRINCESS AMSTERDAM OOSTERDAM AMSTERDAM EXPLORER OF THE SEAS NORWEGIAN PEARL EURODAM RUBY PRINCESS NORWEGIAN SUN EXPLORER OF THE SEAS

Pier South B South B North B South A South B North B South B North B South B South A North B South B North B South B

Arr Dep 1900 2359 0700 1400 1800 2359 1800 2359 1900 2359 1300 2300 0800 1700 0800 1400 1000 1800 1300 2359 1800 2359 1900 2359 0800 1800 1000 1800

Nanaimo

(Cruise Welcome Centre) Date May 17, Wed May 26, Fri May 28, Sun Jun 02, Fri Jul 12-13, W/T Oct 19, Thu

Vessel EXPLORER OF THE SEAS CELEBRITY INFINITY

NORWEGIAN SUN EUROPA THE WORLD STAR PRINCESS

Arr Dep 0700 1700 0700 1700 0800 1800 0700 1400 n/a n/a 0700 1800

Cruise Guide Information provided is current at time of printing. For updated information, please visit: Greater Victoria Harbour Authority: www.victoriaharbour.org Nanaimo: www.npa.ca Vancouver: www.portvancouver.com Prince Rupert: www.rupertport.com Seattle: www.portseattle.org To find out more about the cruise industry in the Pacific Northwest, we recommend: Cruise Lines International Association – North West and Canada: www.clia-nwc.com

VESSEL GUIDE

Norwegian Jewel Inaugural cruise - 2005 Refurbished - 2014 LOA - 965’ / Beam - 125’ Draft - 27’ Tonnage - 93,502 Passenger Decks - 12 Total staterooms - 1,188 Passenger capacity - 2,376 Total crew - 1,069

Norwegian Cruise Line

Oceania Cruises

www.ncl.com

www.oceaniacruises.com

Norwegian Pearl Inaugural cruise - 2006 Refurbished - 2013 LOA - 965’ / Beam - 125’ Draft - 27’ Tonnage - 93,530 Passenger Decks - 12 Total staterooms - 1,195 Passenger capacity - 2,394 Total crew - 1,072

Norwegian Sun Inaugural cruise - 2001 Refurbished - 2016 LOA - 848’ / Beam - 123.1’ Draft - 26’ Tonnage - 78,309 Passenger Decks - 10 Total staterooms - 968 Passenger capacity - 1,936 Total crew - 906

Regatta Inaugural cruise - 1998 Refurbished - 2011 LOA - 593.7’ / Beam - 83.5’ Draft - 19.5’ Tonnage - 30,277 Passenger Decks - 9 Total staterooms - 342 Passenger capacity - 684 Total crew - 400 April 2017 — BC Shipping News — 27

2017 CRUISE SCHEDULE Port of Vancouver Date Apr 11, Tue Apr 21, Fri Apr 26, Wed Apr 28, Fri Apr 29, Sat Apr 29, Sat Apr 30, Sun Apr 30, Sun May 05, Fri May 05, Fri May 06, Sat May 06, Sat May 06, Sat May 07, Sun May 10, Wed May 10, Wed May 12, Fri May 13, Sat May 13, Sat May 13, Sat May 13, Sat May 14, Sun May 14, Sun May 14, Sun May 17, Wed May 17, Wed May 17, Wed May 20, Sat May 20, Sat May 20, Sat May 21, Sun May 21, Sun May 21, Sun May 22, Mon May 24, Wed May 24, Wed May 24, Wed May 25, Thu May 26, Fri May 27, Sat May 27, Sat May 28, Sun May 28, Sun May 29, Mon May 29, Mon May 31, Wed

Vessel STAR PRINCESS STAR PRINCESS ZAANDAM EURODAM OOSTERDAM NIEUW AMSTERDAM CARNIVAL LEGEND NOORDAM RUBY PRINCESS NORWEGIAN JEWEL STAR PRINCESS CORAL PRINCESS NIEUW AMSTERDAM NOORDAM ISLAND PRINCESS VOLENDAM EUROPA EMERALD PRINCESS CORAL PRINCESS EUROPA NIEUW AMSTERDAM AMSTERDAM ZAANDAM NOORDAM CELEBRITY SOLSTICE VOLENDAM RADIANCE OF THE SEAS EMERALD PRINCESS STAR PRINCESS NIEUW AMSTERDAM CELEBRITY MILLENNIUM REGATTA NOORDAM DISNEY WONDER ISLAND PRINCESS SEVEN SEAS MARINER VOLENDAM SILVER SHADOW CELEBRITY MILLENNIUM CORAL PRINCESS NIEUW AMSTERDAM CELEBRITY INFINITY ZAANDAM NORWEGIAN SUN DISNEY WONDER REGATTA

(Canada Place)

Berth Arr Dep East 0700 1630 East 0700 1630 West 0700 1700 West 0700 1700 East 0700 1700 West 0700 1630 East 0800 1600 West 0700 1700 East 0700 1630 West 0700 1600 East 0700 1630 North 0700 1630 West 0700 1630 West 0700 1630 East 0700 1630 West 0700 1630 North 0800 2359 East 0700 1630 North 0700 1630 North 1700 2000 West 0700 1700 East 0700 1900 North 0700 1700 West 0700 1700 East 0700 1700 North 0700 1700 West 0700 1700 East 0700 1630 North 0700 1630 West 0700 1630 East 0700 1700 North 0700 1100 West 0700 1630 West 0700 1700 East 0700 1630 North 0700 1700 West 0700 1630 North 0800 1700 East 0700 1630 East 0700 1630 West 0700 1630 East 0700 1630 West 0700 1630 East 0700 1630 West 0700 1700 North 0700 1700

Date May 31, Wed Jun 01, Thu Jun 01, Thu Jun 02, Fri Jun 03, Sat Jun 03, Sat Jun 04, Sun Jun 04, Sun Jun 05, Mon Jun 05, Mon Jun 07, Wed Jun 07, Wed Jun 07, Wed Jun 08, Thu Jun 09, Fri Jun 10, Sat Jun 10, Sat Jun 10, Sat Jun 11, Sun Jun 11, Sun Jun 12, Mon Jun 14, Wed Jun 14, Wed Jun 16, Fri Jun 17, Sat Jun 17, Sat Jun 18, Sun Jun 18, Sun Jun 18, Sun Jun 19, Mon Jun 19, Mon Jun 19, Mon Jun 21, Wed Jun 21, Wed Jun 22, Thu Jun 23, Fri Jun 24, Sat Jun 24, Sat Jun 25, Sun Jun 25, Sun Jun 26, Mon Jun 26, Mon Jun 28, Wed Jun 28, Wed Jun 30, Fri Jul 01, Sat

Vessel VOLENDAM EUROPA SEABOURNE SOJOURN RADIANCE OF THE SEAS STAR PRINCESS NIEUW AMSTERDAM CELEBRITY INFINITY NOORDAM NORWEGIAN SUN DISNEY WONDER ISLAND PRINCESS SEVEN SEAS MARINER VOLENDAM SILVER SHADOW CELEBRITY MILLENNIUM CORAL PRINCESS REGATTA NIEUW AMSTERDAM CELEBRITY INFINITY ZAANDAM DISNEY WONDER SEVEN SEAS MARINER VOLENDAM RADIANCE OF THE SEAS STAR PRINCESS NIEUW AMSTERDAM CELEBRITY INFINITY CRYSTAL SERENITY NOORDAM NORWEGIAN SUN CRYSTAL SERENITY DISNEY WONDER ISLAND PRINCESS VOLENDAM SILVER SHADOW CELEBRITY MILLENNIUM CORAL PRINCESS NIEUW AMSTERDAM CELEBRITY INFINITY ZAANDAM SEABOURNE SOJOURN DISNEY WONDER SEVEN SEAS MARINER VOLENDAM RADIANCE OF THE SEAS GOLDEN PRINCESS

Berth Arr Dep West 0700 1630 East 0600 2359 North 0700 1700 East 0700 1630 East 0700 1630 West 0700 1630 East 0700 1630 West 0700 1630 East 0700 1630 West 0700 1700 East 0700 1630 North 0700 1800 West 0700 1630 North 0700 1700 East 0700 1630 East 0700 1630 North 0700 1700 West 0700 1630 East 0700 1630 West 0700 1630 West 0700 1700 East 0700 1700 West 0700 1630 East 0700 1630 East 0700 1630 West 0700 1630 East 0700 1630 North 0800 2359 West 0700 1630 East 0700 1630 North 0001 1700 West 0700 1700 East 0700 1630 West 0700 1630 North 0700 1800 East 0700 1630 East 0700 1630 West 0700 1630 East 0700 1630 West 0700 1630 North 0700 1700 West 0700 1700 East 0700 1700 West 0700 1630 East 0700 1630 East 0700 2359

Date Jul 01, Sat Jul 01, Sat Jul 02, Sun Jul 02, Sun Jul 02, Sun Jul 03, Mon Jul 03, Mon Jul 03, Mon Jul 05, Wed Jul 05, Wed Jul 06, Thu Jul 07, Fri Jul 08, Sat Jul 08, Sat Jul 08, Sat Jul 09, Sun Jul 09, Sun Jul 09, Sun Jul 09, Sun Jul 10, Mon Jul 10, Mon Jul 10, Mon Jul 11, Tue Jul 12, Wed Jul 12, Wed Jul 14, Fri Jul 15, Sat Jul 15, Sat Jul 16, Sun Jul 16, Sun Jul 16, Sun Jul 17, Mon Jul 17, Mon Jul 19, Wed Jul 19, Wed Jul 20, Thu Jul 20, Thu Jul 21, Fri Jul 21, Fri Jul 22, Sat Jul 22, Sat Jul 23, Sun Jul 23, Sun Jul 24, Mon Jul 26, Wed Jul 26, Wed

Vessel STAR PRINCESS NIEUW AMSTERDAM GOLDEN PRINCESS NOORDAM CELEBRITY INFINITY NORWEGIAN SUN CRYSTAL SERENITY DISNEY WONDER ISLAND PRINCESS VOLENDAM SILVER SHADOW CELEBRITY MILLENNIUM CORAL PRINCESS THE WORLD NIEUW AMSTERDAM CELEBRITY INFINITY THE WORLD SEVEN SEAS NAVIGATOR ZAANDAM THE WORLD CRYSTAL SERENITY DISNEY WONDER THE WORLD SEVEN SEAS MARINER VOLENDAM RADIANCE OF THE SEAS STAR PRINCESS NIEUW AMSTERDAM CELEBRITY INFINITY THE WORLD NOORDAM NORWEGIAN SUN DISNEY WONDER ISLAND PRINCESS VOLENDAM SILVER SHADOW CRYSTAL SERENITY CELEBRITY MILLENNIUM SEABOURNE SOJOURN CORAL PRINCESS NIEUW AMSTERDAM CELEBRITY INFINITY ZAANDAM DISNEY WONDER SEVEN SEAS MARINER VOLENDAM

Berth Arr Dep North 0700 1630 West 0700 1630 East 0001 1300 North 0700 1630 West 0700 1630 East 0700 1630 North 0600 1700 West 0700 1700 East 0700 1630 West 0700 1630 North 0700 1800 East 0700 1630 East 0700 1630 North 1200 2359 West 0700 1630 East 0700 1630 East 1800 2359 North 0700 1700 West 0700 1630 East 0001 2359 North 0600 2359 West 0700 1700 East 0001 2359 East 0700 1700 West 0700 1630 East 0700 1630 East 0700 1630 West 0700 1630 East 0700 1630 North 1200 2359 West 0700 1630 East 0700 1630 West 0700 1700 East 0700 1630 West 0700 1630 North 0700 1800 West 0600 2359 East 0700 1630 North 0700 1700 East 0700 1630 West 0700 1630 East 0700 1630 West 0700 1630 West 0700 1700 East 0700 1700 West 0700 1630

VESSEL GUIDE Ponant Cruises

Princess Cruises

www.en.ponant.com

www.princess.com

Coral Princess

Le Boréal

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

Inaugural cruise - 2003 Refurbished - 2016 LOA - 965’ / Beam - 106’ Draft - 26’ Tonnage - 91,627 Passenger Decks - 11 Total staterooms - 1,000 Passenger capacity - 2,000 Total crew - 895

28 — BC Shipping News — April 2017

Emerald Princess Inaugural cruise - 2007 Refurbished - 2015 LOA - 951’ / Beam - 118’ Draft - 26.2’ Tonnage - 113,561 Passenger Decks - 15 Total staterooms - 1,539 Passenger capacity - 3,080 Total crew - 1,200

Golden Princess Inaugural cruise - 2001 Refurbished - 2015 LOA - 950’ / Beam - 118’ Draft - 29’ Tonnage - 108,8t65 Passenger Decks - 13 Total staterooms - 1,539 Passenger capacity - 2,600 Total crew - 1,100

2017 CRUISE SCHEDULE Port of Vancouver (Canada Place) Date Jul 28, Fri Jul 29, Sat Jul 29, Sat Jul 29, Sat Jul 30, Sun Jul 30, Sun Jul 30, Sun Jul 30, Sun Jul 31, Mon Jul 31, Mon Aug 02, Wed Aug 02, Wed Aug 02, Wed Aug 03, Thu Aug 04, Fri Aug 05, Sat Aug 05, Sat Aug 06, Sun Aug 06, Sun Aug 07, Mon Aug 08, Tue Aug 09, Wed Aug 09, Wed Aug 11, Fri Aug 12, Sat Aug 12, Sat Aug 13, Sun Aug 13, Sun Aug 14, Mon Aug 14, Mon Aug 15, Tue Aug 16, Wed Aug 16, Wed Aug 17, Thu Aug 18, Fri Aug 19, Sat Aug 19, Sat Aug 20, Sun Aug 20, Sun Aug 21, Mon Aug 23, Wed Aug 23, Wed Aug 25, Fri Aug 26, Sat Aug 26, Sat Aug 27, Sun

Vessel RADIANCE OF THE SEAS STAR PRINCESS CRYSTAL SERENITY NIEUW AMSTERDAM CELEBRITY INFINITY SILVER DISCOVERER BREMEN NOORDAM NORWEGIAN SUN BREMEN ISLAND PRINCESS VOLENDAM DISNEY WONDER SILVER SHADOW CELEBRITY MILLENNIUM CORAL PRINCESS NIEUW AMSTERDAM CELEBRITY INFINITY ZAANDAM DISNEY WONDER CRYSTAL SERENITY SEVEN SEAS MARINER VOLENDAM RADIANCE OF THE SEAS STAR PRINCESS NIEUW AMSTERDAM CELEBRITY INFINITY NOORDAM NORWEGIAN SUN DISNEY WONDER SEABOURNE SOJOURN ISLAND PRINCESS VOLENDAM SILVER SHADOW CELEBRITY MILLENNIUM CORAL PRINCESS NIEUW AMSTERDAM CELEBRITY INFINITY ZAANDAM DISNEY WONDER SEVEN SEAS MARINER VOLENDAM RADIANCE OF THE SEAS STAR PRINCESS NIEUW AMSTERDAM CELEBRITY INFINITY

Berth Arr Dep East 0700 1630 East 0700 1630 North 0600 2359 West 0700 1630 East 0700 1630 North 0930 1600 North 2200 2359 West 0700 1630 East 0700 1630 North 0001 2200 East 0700 1700 North 0700 1630 West 0700 1700 North 0800 1800 East 0700 1630 East 0700 1630 West 0700 1630 East 0700 1630 West 0700 1630 West 0700 1700 North 0600 1800 East 0700 1700 West 0700 1630 East 0700 1630 East 0700 1630 West 0700 1630 East 0700 1630 West 0700 1630 East 0700 1630 West 0700 1700 North 0700 1700 East 0700 1630 West 0700 1630 North 0800 1700 East 0700 1630 East 0700 1630 West 0700 1630 East 0700 1630 West 0700 1630 West 0700 1700 East 0700 1700 West 0700 1630 East 0700 1630 East 0700 1630 West 0700 1630 East 0700 1600

Date Aug 27, Sun Aug 28, Mon Aug 28, Mon Aug 29, Tue Aug 30, Wed Aug 30, Wed Aug 30, Wed Aug 30, Wed Aug 31, Thu Aug 31, Thu Aug 31, Thu Sep 01, Fri Sep 02, Sat Sep 02, Sat Sep 03, Sun Sep 03, Sun Sep 04, Mon Sep 06, Wed Sep 08, Fri Sep 08, Fri Sep 09, Sat Sep 09, Sat Sep 09, Sat Sep 10, Sun Sep 10, Sun Sep 10, Sun Sep 11, Mon Sep 11, Mon Sep 12, Tue Sep 13, Wed Sep 13, Wed Sep 13, Wed Sep 16, Sat Sep 16, Sat Sep 17, Sun Sep 17, Sun Sep 18, Mon Sep 20, Wed Sep 20, Wed Sep 21, Thu Sep 22, Fri Sep 23, Sat Sep 23, Sat Sep 23, Sat Sep 24, Sun Sep 24, Sun

Vessel NOORDAM NORWEGIAN SUN DISNEY WONDER THE WORLD THE WORLD ISLAND PRINCESS SEVEN SEAS MARINER VOLENDAM THE WORLD SILVER SHADOW REGATTA CELEBRITY MILLENNIUM CORAL PRINCESS NIEUW AMSTERDAM CELEBRITY INFINITY ZAANDAM DISNEY WONDER VOLENDAM CELEBRITY MILLENNIUM RADIANCE OF THE SEAS STAR PRINCESS SEABOURNE SOJOURN NIEUW AMSTERDAM CELEBRITY INFINITY REGATTA NOORDAM NORWEGIAN SUN DISNEY WONDER CARNIVAL LEGEND ISLAND PRINCESS VOLENDAM CARNIVAL MIRACLE CORAL PRINCESS NIEUW AMSTERDAM CELEBRITY INFINITY ZAANDAM NORWEGIAN SUN ISLAND PRINCESS VOLENDAM SEABOURNE SOJOURN CELEBRITY SOLSTICE STAR PRINCESS CORAL PRINCESS NIEUW AMSTERDAM ZAANDAM NOORDAM

Berth Arr Dep West 0700 1630 East 0700 1630 West 0700 1700 East 1200 2359 East 1800 2359 East 0700 1630 North 0700 1700 West 0700 1630 East 0001 2359 North 0800 1700 West 0700 1700 East 0700 1630 East 0700 1630 West 0700 1630 East 0700 1630 West 0700 1630 West 0700 1700 West 0700 1630 East 0700 1630 West 0700 1630 East 0700 1630 North 0700 1700 West 0700 1630 East 0700 1630 North 0700 1700 West 0700 1630 East 0700 1630 West 0700 1700 East 0700 1700 East 0700 1630 North 0700 1630 West 0800 1700 East 0700 1630 West 0700 1630 East 0700 1630 West 0700 1630 East 0700 1630 East 0700 1630 West 0700 1630 North 0700 1700 East 0700 1700 East 0700 1630 North 0700 1700 West 0700 1630 East 0700 1630 West 0700 1630

Date Sep 25, Mon Sep 25, Mon Sep 25, Mon Sep 26, Tue Sep 27, Wed Sep 27, Wed Sep 30, Sat Oct 01, Sun Oct 01, Sun Oct 03, Tue Oct 03, Tue Oct 08, Sun Oct 17, Tue Oct 18, Wed Dec 02, Sat Dec 15, Fri Dec 16, Sat

Vessel EMERALD PRINCESS NORWEGIAN SUN OOSTERDAM AMSTERDAM LE BOREAL VOLENDAM NIEUW AMSTERDAM RUBY PRINCESS EURODAM NORWEGIAN JEWEL SEABOURNE SOJOURN STAR PRINCESS EURODAM STAR PRINCESS STAR PRINCESS STAR PRINCESS STAR PRINCESS

Berth Arr Dep East 0700 1630 North 0700 1630 West 0800 2300 West 0700 2300 North 0800 1800 West 0700 1400 East 0700 1600 East 0700 1630 West 0700 1700 East 0700 1630 North 0700 1700 East 0700 1630 West 0700 1700 East 0700 1200 East 0730 1630 East 1900 2359 East 0001 1630

Prince Rupert

(Northland Terminal) Date May 19, Fri May 26, Fri Jun 04, Sun Jun 23, Fri Jul 05, Wed Jul 12, Wed Jul 17, Mon Jul 18, Tue Jul 19, Wed Jul 26, Wed Jul 27, Thu Jul 28, Fri Aug 05, Sun Aug 12, Sat Aug 12, Sat Aug 19, Sat Aug 22, Tue Aug 28, Mon Sep 06, Wed Sep 18, Mon Sep 24, Sun Sep 30, Sat Oct 01, Sun

Vessel REGATTA NORWEGIAN SUN SEVEN SEAS MARINER SOJOURN REGATTA REGATTA CRYSTAL SERENITY SOJOURN REGATTA REGATTA CRYSTAL SERENITY SILVER DISCOVERER CRYSTAL SERENITY SOJOURN REGATTA REGATTA THE WORLD SEVEN SEAS MARINER SOJOURN SOJOURN LE BOREAL SOJOURN NORWEGIAN JEWEL

Arr Dep 1100 2000 1300 2200 1300 2100 0800 1800 1000 1900 1000 1900 1300 2000 0800 1800 1000 1900 1000 1900 1300 2000 tbd tbd 1400 2000 0800 1800 1000 1900 1000 1900 tbd tbd 1300 2100 0800 1800 0800 1800 tbd tbd 0800 1800 1100 1900

VESSEL GUIDE Princess Cruises www.princess.com

Grand Princess Inaugural cruise - 1998 Refurbished - 2016 LOA - 949’ / Beam - 118’ Draft - 26’ Tonnage - 107,517 Passenger Decks - 14 Total staterooms - 1,301 Passenger capacity - 2,600 Total crew - 1,150

Island Princess Inaugural cruise - 2003 Refurbished - 2015 LOA - 964’ / Beam - 122’ Draft - 26’ Tonnage - 92,000 Passenger Decks - 11 Total staterooms - 987 Passenger capacity - 2,220 Total crew - 900

Ruby Princess

Star Princess

Inaugural cruise - 2008 Refurbished - 2015 LOA - 951’ / Beam - 118’ Draft - 26’ Tonnage - 113,561 Passenger Decks - 15 Total staterooms - 1,542 Passenger capacity - 3,080 Total crew - 1,200

Inaugural cruise - 2002 Refurbished - 2011 LOA - 951’ / Beam - 118’ Draft - 27.7’ Tonnage - 108,977 Passenger Decks - 14 Total staterooms - 1,297 Passenger capacity - 2,600 Total crew - 1,100 April 2017 — BC Shipping News — 29

2017 CRUISE SCHEDULE Port of Seattle (Pier 91 / Pier 66) Date Vessel Pier Apr 29, Sat EURODAM 91 Apr 30, Sun OOSTERDAM 91 May 6, Sat EURODAM 91 May 6, Sat RUBY PRINCESS 91 May 7, Sun OOSTERDAM 91 May 7, Sun NORWEGIAN PEARL 66 May 8, Mon CARNIVAL LEGEND 91 May 10, Wed EUROPA 66 May 12, Fri ZAANDAM 91 May 13, Sat RUBY PRINCESS 91 May 13, Sat EURODAM 91 May 13, Sat NORWEGIAN JEWEL 66 May 14, Sun NORWEGIAN PEARL 66 May 14, Sun OOSTERDAM 91 May 15, Mon AMSTERDAM 91 May 15, Mon EXPLORER OF THE SEAS 91 May 16, Tue CARNIVAL LEGEND 91 May 19, Fri EXPLORER OF THE SEAS 91 May 20, Sat EURODAM 91

Date Vessel Pier May 20, Sat RUBY PRINCESS 91 May 20, Sat NORWEGIAN JEWEL 66 May 21, Sun OOSTERDAM 91 May 21, Sun EMERALD PRINCESS 91 May 21, Sun NORWEGIAN PEARL 66 May 22, Mon AMSTERDAM 91 May 23, Tue CARNIVAL LEGEND 91 May 24, Wed REGATTA 66 May 25, Thu CELEBRITY INFINITY 66 May 26, Fri EXPLORER OF THE SEAS 91 May 26, Fri CELEBRITY SOLSTICE 91 May 27, Sat RUBY PRINCESS 91 May 27, Sat EURODAM 91 May 27, Sat NORWEGIAN JEWEL 66 May 28, Sun EMERALD PRINCESS 91 May 28, Sun OOSTERDAM 91 May 28, Sun NORWEGIAN PEARL 66 May 30, Tue CARNIVAL LEGEND 91 May 31, Wed SEABOURN SOJOURN 66

Date Vessel Pier Jun 2, Fri CELEBRITY SOLSTICE 91 Jun 2, Fri EXPLORER OF THE SEAS 91 Jun 3, Sat NORWEGIAN JEWEL 66 Jun 3, Sat EURODAM 91 Jun 3, Sat RUBY PRINCESS 91 Jun 4, Sun NORWEGIAN PEARL 66 Jun 4, Sun EMERALD PRINCESS 91 Jun 4, Sun OOSTERDAM 91 Jun 5, Mon AMSTERDAM 91 Jun 6, Tue CARNIVAL LEGEND 91 Jun 9, Fri EXPLORER OF THE SEAS 91 Jun 9, Fri CELEBRITY SOLSTICE 91 Jun 10, Sat EURODAM 91 Jun 10, Sat NORWEGIAN JEWEL 66 Jun 10, Sat RUBY PRINCESS 91 Jun 11, Sun OOSTERDAM 91 Jun 11, Sun NORWEGIAN PEARL 66 Jun 11, Sun EMERALD PRINCESS 91 Jun 13, Tue CARNIVAL LEGEND 91

Date Vessel Pier Jun 16, Fri EXPLORER OF THE SEAS 91 Jun 16, Fri CELEBRITY SOLSTICE 91 Jun 16, Fri CRYSTAL SERENITY 66 Jun 17, Sat EURODAM 91 Jun 17, Sat NORWEGIAN JEWEL 66 Jun 17, Sat RUBY PRINCESS 91 Jun 18, Sun EMERALD PRINCESS 91 Jun 18, Sun OOSTERDAM 91 Jun 18, Sun NORWEGIAN PEARL 66 Jun 19, Mon AMSTERDAM 91 Jun 20, Tue REGATTA 66 Jun 20, Tue CARNIVAL LEGEND 91 Jun 23, Fri CELEBRITY SOLSTICE 91 Jun 23, Fri EXPLORER OF THE SEAS 91 Jun 24, Sat EURODAM 91 Jun 24, Sat NORWEGIAN JEWEL 66 Jun 24, Sat RUBY PRINCESS 91 Jun 25, Sun NORWEGIAN PEARL 66 Jun 25, Sun OOSTERDAM 91

VESSEL GUIDE Regent Seven Seas

Royal Caribbean

www.rssc.com

www.royalcaribbean.com

Seven Seas Mariner Inaugural cruise - 2001 Refurbished - 2014 (2017) LOA - 709’ / Beam - 93’ Draft - 21’ Tonnage - 48,075 Passenger Decks - 8 Total staterooms - 350 Passenger capacity - 700 Total crew - 445

Seven Seas Navigator Inaugural cruise - 1999 Refurbished - 2016 LOA - 260’ / Beam - 81’ Draft - 24’ Tonnage - 28,550 Passenger Decks - 8 Total staterooms - 245 Passenger capacity - 490 Total crew - 340

Silversea Cruises

Seabourn

www.silversea.com

www.seabourn.com

Sojourn Inaugural cruise - 2010 LOA - 650’ / Beam - 84’ Draft - 21’ Tonnage - 32,000 Passenger Decks - 8 Total staterooms - 225 Passenger capacity - 450 Total crew - 330

Explorer of the Seas Inaugural cruise - 2000 Refurbished - 2015 LOA - 1,025’ / Beam - 157.5’ Draft - 29’ Tonnage - 138,000 Passenger Decks - 15 Total staterooms - 2,014 Passenger capacity - 4,029 Total crew - 1,180

Silver Discoverer Inaugural cruise - 2014 Refurbished - 2016

(Previously Oceania Cruises - 1989)

LOA - 338’ / Beam - 51’ Draft - 13.5’ / Tonnage - 5,218 Passenger Decks - 5 Total staterooms - 62 Passenger capacity - 120 Total crew - 96

30 — BC Shipping News — April 2017

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

Radiance of the Seas Inaugural cruise - 2001 Refurbished - 2006 LOA - 962’ / Beam - 106’ Draft - 28’ Tonnage - 90,090 Passenger Decks - 12 Total staterooms - 1,056 Passenger capacity - 2,501 Total crew - 859

The World www.abouttheworld.com

The World Inaugural cruise - 2002 Privately owned LOA - 644’ / Beam - 97.8’ Draft - 22’ Tonnage - 43,188 Passenger Decks - 12 Total staterooms - 165 Passenger capacity - 150 to 200 Total crew - 280

2017 CRUISE SCHEDULE Port of Seattle (Pier 91 / Pier 66) Date Vessel Pier Jun 25, Sun EMERALD PRINCESS 91 Jun 27, Tue CARNIVAL LEGEND 91 Jun 29, Thu GOLDEN PRINCESS 91 Jun 30, Fri CELEBRITY SOLSTICE 91 Jun 30, Fri REGATTA 66 Jun 30, Fri EXPLORER OF THE SEAS 91 Jul 1, Sat NORWEGIAN JEWEL 66 Jul 1, Sat RUBY PRINCESS 91 Jul 1, Sat EURODAM 91 Jul 2, Sun THE WORLD 66 Jul 2, Sun NORWEGIAN PEARL 66 Jul 2, Sun EMERALD PRINCESS 91 Jul 2, Sun OOSTERDAM 91 Jul 3, Mon AMSTERDAM 91 Jul 4, Tue CARNIVAL LEGEND 91 Jul 7, Fri CELEBRITY SOLSTICE 91 Jul 7, Fri EXPLORER OF THE SEAS 91 Jul 7, Fri REGATTA 66 Jul 8, Sat NORWEGIAN JEWEL 66 Jul 8, Sat RUBY PRINCESS 91 Jul 8, Sat EURODAM 91 Jul 9, Sun EMERALD PRINCESS 91 Jul 9, Sun NORWEGIAN PEARL 66 Jul 9, Sun OOSTERDAM 91 Jul 11, Tue CARNIVAL LEGEND 91 Jul 14, Fri EXPLORER OF THE SEAS 91 Jul 14, Fri CELEBRITY SOLSTICE 91 Jul 14, Fri REGATTA 66 Jul 15, Sat EURODAM 91 Jul 15, Sat RUBY PRINCESS 91 Jul 15, Sat NORWEGIAN JEWEL 66 Jul 16, Sun NORWEGIAN PEARL 66 Jul 16, Sun EMERALD PRINCESS 91 Jul 16, Sun OOSTERDAM 91 Jul 17, Mon AMSTERDAM 91

Date Vessel Pier Jul 18, Tue CARNIVAL LEGEND 91 Jul 21, Fri CELEBRITY SOLSTICE 91 Jul 21, Fri EXPLORER OF THE SEAS 91 Jul 21, Fri REGATTA 66 Jul 22, Sat EURODAM 91 Jul 22, Sat NORWEGIAN JEWEL 66 Jul 22, Sat RUBY PRINCESS 91 Jul 23, Sun NORWEGIAN PEARL 66 Jul 23, Sun EMERALD PRINCESS 91 Jul 23, Sun OOSTERDAM 91 Jul 25, Tue CARNIVAL LEGEND 91 Jul 28, Fri EXPLORER OF THE SEAS 91 Jul 28, Fri REGATTA 66 Jul 28, Fri CELEBRITY SOLSTICE 91 Jul 29, Sat EURODAM 91 Jul 29, Sat RUBY PRINCESS 91 Jul 29, Sat NORWEGIAN JEWEL 66 Jul 30, Sun OOSTERDAM 91 Jul 30, Sun EMERALD PRINCESS 91 Jul 30, Sun NORWEGIAN PEARL 66 Jul 31, Mon AMSTERDAM 91 Aug 1, Tue CARNIVAL LEGEND 91 Aug 4, Fri CELEBRITY SOLSTICE 91 Aug 4, Fri EXPLORER OF THE SEAS 91 Aug 5, Sat RUBY PRINCESS 91 Aug 5, Sat NORWEGIAN JEWEL 66 Aug 5, Sat EURODAM 91 Aug 6, Sun OOSTERDAM 91 Aug 6, Sun NORWEGIAN PEARL 66 Aug 6, Sun EMERALD PRINCESS 91 Aug 7, Mon REGATTA 66 Aug 8, Tue CARNIVAL LEGEND 91 Aug 11, Fri CELEBRITY SOLSTICE 91 Aug 11, Fri EXPLORER OF THE SEAS 91 Aug 12, Sat RUBY PRINCESS 91

Date Vessel Pier Aug 12, Sat EURODAM 91 Aug 12, Sat NORWEGIAN JEWEL 66 Aug 13, Sun EMERALD PRINCESS 91 Aug 13, Sun OOSTERDAM 91 Aug 13, Sun NORWEGIAN PEARL 66 Aug 14, Mon REGATTA 66 Aug 14, Mon AMSTERDAM 91 Aug 15, Tue CARNIVAL LEGEND 91 Aug 18, Fri EXPLORER OF THE SEAS 91 Aug 18, Fri CELEBRITY SOLSTICE 91 Aug 19, Sat NORWEGIAN JEWEL 66 Aug 19, Sat RUBY PRINCESS 91 Aug 19, Sat EURODAM 91 Aug 20, Sun OOSTERDAM 91 Aug 20, Sun NORWEGIAN PEARL 66 Aug 20, Sun EMERALD PRINCESS 91 Aug 21, Mon REGATTA 66 Aug 22, Tue CARNIVAL LEGEND 91 Aug 25, Fri EXPLORER OF THE SEAS 91 Aug 25, Fri CELEBRITY SOLSTICE 91 Aug 26, Sat EURODAM 91 Aug 26, Sat NORWEGIAN JEWEL 66 Aug 26, Sat RUBY PRINCESS 91 Aug 27, Sun NORWEGIAN PEARL 66 Aug 27, Sun EMERALD PRINCESS 91 Aug 27, Sun OOSTERDAM 91 Aug 28, Mon AMSTERDAM 91 Aug 29, Tue CARNIVAL LEGEND 91 Sep 1, Fri EXPLORER OF THE SEAS 91 Sep 1, Fri CELEBRITY SOLSTICE 91 Sep 2, Sat NORWEGIAN JEWEL 66 Sep 2, Sat RUBY PRINCESS 91 Sep 2, Sat EURODAM 91 Sep 3, Sun EMERALD PRINCESS 91 Sep 3, Sun OOSTERDAM 91

Date Vessel Pier Sep 3, Sun NORWEGIAN PEARL 66 Sep 5, Tue CARNIVAL LEGEND 91 Sep 8, Fri EXPLORER OF THE SEAS 91 Sep 8, Fri CELEBRITY SOLSTICE 91 Sep 9, Sat RUBY PRINCESS 91 Sep 9, Sat NORWEGIAN JEWEL 66 Sep 9, Sat EURODAM 91 Sep 10, Sun OOSTERDAM 91 Sep 10, Sun NORWEGIAN PEARL 66 Sep 10, Sun EMERALD PRINCESS 91 Sep 11, Mon AMSTERDAM 91 Sep 15, Fri EXPLORER OF THE SEAS 91 Sep 15, Fri CELEBRITY SOLSTICE 91 Sep 16, Sat EURODAM 91 Sep 16, Sat RUBY PRINCESS 91 Sep 16, Sat NORWEGIAN JEWEL 66 Sep 17, Sun EMERALD PRINCESS 91 Sep 17, Sun OOSTERDAM 91 Sep 17, Sun NORWEGIAN PEARL 66 Sep 18, Mon CELEBRITY INFINITY 66 Sep 22, Fri EXPLORER OF THE SEAS 91 Sep 23, Sat NORWEGIAN JEWEL 66 Sep 23, Sat RUBY PRINCESS 91 Sep 23, Sat EURODAM 91 Sep 24, Sun EMERALD PRINCESS 91 Sep 24, Sun OOSTERDAM 91 Sep 24, Sun NORWEGIAN PEARL 66 Sep 25, Mon NOORDAM 91 Sep 25, Mon AMSTERDAM 91 Sep 29, Fri EXPLORER OF THE SEAS 91 Sep 30, Sat EURODAM 91 Sep 30, Sat RUBY PRINCESS 91 Oct 1, Sun NORWEGIAN PEARL 66 Oct 4, Wed SEABOURN SOJOURN 66 Oct 6, Fri EXPLORER OF THE SEAS 91

April 2017 — BC Shipping News — 31

CRUISE TERMINALS Big-ship ready

Cruise terminal planning

By Darryl Anderson Managing Director, Wave Point Consulting

...one of the most critical factors influencing new cruise port planning and existing terminal redevelopment is the trend towards ever-larger cruise vessels.

T

he World Association for Waterborne Transport Infra-structure (PIANC) notes that ports already welcoming cruise traffic must continually adapt their infrastructure to meet cruise lines’ needs. It is essential for port infrastructure to be planned carefully and to include appropriate facilities for present and future requirements. This article will explore how cruise industry leaders are positioning their organization to be big-ship ready.

Industry trends and initiatives

From a global perspective, one of the most critical factors influencing new cruise port planning and existing terminal redevelopment is the trend towards

ever-larger cruise vessels. PIANC reports that over the last 15 years, the average capacity of cruise ships has grown by 138 per cent to 3,100 passengers, while average vessel length has increased by 50 per cent, up to 300 metres. Also, ships with a capacity for over 5,000 passengers are becoming more and more common.

In response, the PIANC unveiled its first Guidelines for Cruise Terminals in 2016. The guide includes all areas of cruise ship operations: elements on the maritime side, the wharf-side services area (apron), terminal building and land transport area. It also includes guidelines on security, financial and operational aspects. The guide sets out the various criteria to be defined before designing

The Port of Seattle’s Pier 66, soon to be expanded and modernized.

32 — BC Shipping News — April 2017

the maritime part of cruise terminals, for example, the characteristics of the ships the port expects to receive; approach and berthing manoeuvres; mooring and defence systems; and the type of protection against erosion of propellers.

Seattle

Michael McLaughlin, the Port of Seattle’s Director, Cruise and Maritime Operations, indicated that planning for larger ships in his port commenced with an unprecedented partnership with a major cruise line.

A very important milestone was reached in 2015, when the Port signed a 15-year lease/investment agreement with Norwegian Cruise Line. The agreement calls for the expansion and modernization of Terminal 66. McLaughlin noted that the Port and NCL are each investing US$15 million on upgrades that give Norwegian’s ships priority, though not exclusive use of facilities.

Photo courtesy Port of Seattle

Image courtesy GVHA

An extensive remodelling of Ogden Point will allow Victoria to welcome and accommodate ever larger vessels.

The redevelopment includes: • Expansion of the existing 43,000-square-foot facility to 150,000 square feet.

• A new VIP passenger lounge.

• A new custom-designed baggagehandling conveyor system capable of rapidly processing the bags of 4,000 passengers.

• New escalators to accelerate passenger loading and unloading and movement through Homeland Security customs and border control.

• A new Department of Homeland Security self-contained customs and immigration interior structure.

• Earthquake safety upgrades using metal braces.

As the winner of Cruise Critic ‘Best North American Homeport – 2016,’ the Port of Seattle has a well-earned reputation riding on a successful redevelopment project. Not shying away from the challenges, McLaughlin indicated that the Port applied some very important planning principles to the project. One of those principles, agreed to by both the Port and NCL, was that they did not need to construct a building with fancy features, when the efficient movement of people to and from the ship was a priority at this single berth facility intended to handle very large ships.

Another important planning insight applied, was to extend collaboration to some of the smaller details involved in the redevelopment project. This includes relocating some existing tenants, finding ways to use space as efficiently as possible which led to the solution for the baggage handling system, and working with the City of Seattle on street and sidewalk improvements to enhance pedestrian and truck access.

Victoria

Making Ogden Point Terminal bigship ready is a two-fold process for the Greater Victoria Harbour Authority (GVHA). The first challenge is to keep Canada’s busiest cruise port-of-call fully functional in response to the needs of current customers and, secondly, position the site for long-term sustainable growth.

To help address the first challenge, John Briant, Western Stevedoring’s General Manager at Ogden Point, was recently in Florida to do a virtual test of a proposed dolphin mooring extension on the pier. The simulation, conducted with Norwegian Cruise Line, proved that an extension would allow for longer ships to berth at Ogden Point, in time for the inaugural call in June 2018 of the 330-metre Norwegian Bliss. The ship will carry up to 4,000-plus passengers between Seattle and Alaska, and will make regular calls in Victoria throughout the 2018 season.

The GVHA has been undertaking extensive work on the Ogden Point Master Plan to position the site for the long term. Mark Crisp, Director of Properties, stated “a key planning principle deployed by the GVHA is recognizing that a successful development strategy requires three components: First, what is needed and viable over a given time; second, the Plan — a detailed layout and supporting details and controls for the property and third, implementation — including the proposed development timetable for the property.” This provides a much higher level of certainty to internal and external stakeholders.

The final draft of the Master Plan that was released in December 2016, provided a cohesive and detailed plan for a vision and roadmap for site redevelopment areas April 2017 — BC Shipping News — 33

Photo courtesy Nanaimo Port Authority

Nanaimo’s Welcome Centre has become the new standard to beat for cruise terminals.

that prioritizes cruise, aviation/marine, commercial/institutional/retail and amenity opportunities for use of the property.

Crisp noted that GVHA’s commitment to ongoing consultation with GVHA partners, the Songhees and Esquimalt Nations, combined with a robust market assessment of opportunities, established the priorities for the next few decades.

Subsequently, in planning best practices during the creation of the Master Plan, GVHA and consulting company Stantec developed an adaptable engagement plan built on the International Association for Public Participation (IAP2) framework and structured to engage with well-informed members of the public, communicating regularly and factually. With municipalities increasingly relying on public consultation as a key part of decision making, this approach is critical in working with communities that are affected by a Port’s activities — either directly or indirectly — and ultimately managing expectations.

This, combined with creating a long-term development and technical plan that was accessible and understandable at many levels, has provided opportunities for insight from outside the

industry which has helped shape the Master Plan as both an instrument for marine development and an outreach tool to the community at large.

Nanaimo

The Port of Nanaimo made a significant commitment to be big-ship ready by building a $24 million, state-of-the-art Welcome Centre and cruiseship berth. Opened on May 6, 2011, the facility has since welcomed guests from Princess, Norwegian, Celebrity, Royal Caribbean, Silver Seas and Crystal Cruise Lines as well as several smaller pocket cruisers.

The marine infrastructure is built to accommodate the largest vessels on the West Coast of the Americas, as proven with calls in 2014 by the Celebrity Solstice and RCL’s Explorer of the Seas in 2016.

Bernie Dumas, President and CEO of the Nanaimo Port Authority, stated, “the facility has been operationally very well received.” Dumas credits this positive industry reaction in part because the planning process involved representatives from BC Coast Pilots Ltd., Pacific Pilotage Authority and cruise line executives involved in simulator modelling trials in Florida.

Another reason for the smooth operation of the cruise facility was a decision by Dumas to combine the engineering strengths of CH2M with PND Engineers from Seattle. PND’s proprietary “SPIN FINT TM piles” on the 350-foot floating pontoon allowed the project to be completed more cost effectively.

The application of sound planning principles means that cruise lines experience a fast passenger disembarkation process, assisted by golf cart shuttles and complete handicap accessibility. Cruise tourists have the freedom to come and go quickly, either to awaiting tour buses for the Central Vancouver Island Region or city shuttles, once they’ve cleared customs in the Welcome Centre.

Reflecting on the insight gleaned from a successful launch of the cruise terminal, Dumas noted that it takes time and community collaboration to secure the interests of the cruise lines — a task made harder by the fact that the cruise terminal opened just as the full impact and implications of the 2008 U.S. economic crisis was being played out.

With an extensive background in sales and marketing, Dumas has a thorough understanding of changing economic conditions that can lead to new opportunities. Collaborative efforts with the Snuneymuxw First Nation and BC Parks to develop an Aboriginal tourism experience on Newcastle Island, in the heart of Nanaimo harbour, is one such initiative that could benefit cruise tourism.

Conclusion

Before the Explorer of the Seas made its inaugural calls to Victoria and Nanaimo in 2016, industry observers questioned whether B.C. ports were big-ship ready — and they were. Once Norwegian sails their new vessel, the Norwegian Bliss, into Seattle and Victoria in 2018, it will be another very public display of the new large-ship era.

The evidence from this article suggests that leaders in the cruise industry are up to the challenge of being big-ship ready while simultaneously adapting to cruise itinerary innovations and community engagement.

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

34 — BC Shipping News — April 2017

ENVIRONMENT Green Marine tackles underwater noise

New performance indicators released

By Manon Lanthier, Green Marine

G

reen Marine is broadening the scope of its North American environmental certification program by adding two performance indicators dealing with underwater noise emanating from ships and port activities respectively with the goal of reducing the impact on marine mammals.

By wading into this emerging issue, Green Marine is once again proving its vision and innovation, according to its Executive Director, David Bolduc. “This issue is being recognized as increasingly important everywhere on the planet by numerous national and international agencies, and we are proud to be at the forefront of the efforts to find solutions,” he says. “It is important to underline that the maritime companies and ports that are certified by Green Marine have voluntarily accepted to adopt the new underwater noise evaluation criteria with no regulations obliging them to do so.”

The new indicators, which apply to ship owners and ports operating in salt water, are the result of collaboration among the industry, environmental organizations, the scientific community and government representatives. Two intensive years of research, discussions and awarenessbuilding were necessary to develop the criteria. Green Marine’s West Coast Advisory Committee delegated a working group in 2014 to establish the fivelevel criteria for both indicators.

“Green Marine’s new indicators encourage the maritime industry to work in collaboration with the scientific community to collect data on its noise emissions, which will be used to further develop strategies for noise reduction,” explains Green Marine Program Manager Véronique Nolet, who coordinates the working group composed of a dozen members, including expert acousticians, naval architects and representatives from environmental organizations. Green Marine also obtained

input from participants, including the Vancouver Fraser Port Authority which has been very proactive regarding the underwater noise issue through ECHO — its Enhancing Cetacean Habitat and Observation program.

“The new indicators are a positive step towards encouraging the shipping industry to assess and reduce underwater noise that can affect marine mammals and other species,” says Hussein Alidina, WWF-Canada’s Senior Specialist, Oceans, and a member of the working group that developed the indicators.

“We are heartened to see industry keen to engage with this conservation issue through this voluntary program.”

Accurate data on underwater noise generated by commercial shipping, along with its impacts and mitigation measures, are insufficient to date. A report on underwater noise prepared by Green Marine for Transport Canada late last year highlights the importance of deepening our understanding of noise impacts caused by commercial shipping and port activities on marine mammals and possible mitigation measures.

Minister of Transport Marc Garneau has welcomed Green Marine’s efforts regarding underwater noise. Attending a Greater Vancouver Board of Trade lunch earlier this year, Garneau praised the partnership with Green Marine that has led to a better understanding of underwater noise and what can be done to minimize it and/or its impacts.

Garneau was delighted to see Green Marine addressing underwater noise from both ships and port activities with its two new performance indicators.

“This leadership initiative is the first of its kind in the world — one in which companies will formally be evaluated on their efforts to reduce underwater noise from their operations.”

The actions spurred by the new performance indicators include Green

Marine preparing a list of the vulnerable areas identified in Canadian and American waters so that participants can determine whether their vessels sail in these areas or their maritime operations affect these regions. The new underwater noise indicators are intended to improve our understanding of the issue and promote a better cohabitation between ships and marine mammals.

The new underwater noise performance indicators will be optional during the first year of assessment (2017), as is always the case when new indicators are added to the program. They will subsequently be mandatory to obtain Green Marine certification.

A decade of continual improvement

Green Marine was born from the maritime industry’s desire to make its environmental performance better known along with a real commitment to improve it. This year — 2017 — will mark Green Marine’s 10th anniversary, with the environmental program having officially been launched on October 23, 2007, in Quebec City. A decade later, it April 2017 — BC Shipping News — 35

is clear that the environmental program has wisely steered the maritime industry towards environmental excellence.

The environmental program now radiates well beyond the Great Lakes-St. Lawrence region originally targeted.

Today, it welcomes triple the number of participants than in 2007, with these members ranging from Newfoundland to British Columbia and Washington State, through California, across the continent once again to the Quebec Saguenay down to Florida, passing through Louisiana along the way.

Green Marine’s first West Coast participant was the Prince Rupert Port Authority, back in 2010. The program now counts more than 25 participants along the coasts of British Columbia, Washington State and California.

The program’s scope has also steadily broadened: having six performance indicators at the start, the program now counts a dozen indicators addressing diverse environmental issues ranging from air emissions to spill prevention; community impacts to waste management; and, from aquatic invasive species to environmental leadership.

The results of Green Marine participants are charting an upward curve, aligning with the principle of continuous improvement at the program’s core.

The overall average of the participants reached 3.2 (on the program’s 1-to-5 rating scale) in the most recent compilation of results for the 2015 operating year, compared to the Level 2 overall average for the program’s first year of evaluation (2008). The self-evaluation for 2016 is currently in full swing. Results will be revealed at Green Marine’s 10th annual conference, GreenTech 2017, which will be held in Fort Lauderdale, Florida, May 30 to June 1, 2017.

GreenTech 2017 preliminary program unveiled

Green Marine’s 10th annual conference is shaping up wonderfully: the preliminary program is now online and the conference promises to be a gathering not to be missed this year!

Delegates will have the opportunity to hear presentations on a range of topics of current strong interest to the marine transportation industry, including: carbon footprint, storm preparedness and resiliency, air emissions issues in ports, protection of marine ecosystems, 36 — BC Shipping News — April 2017

This abstract from an infograph produced by the Port of Vancouver gives a quick overview of the issue of noise.

underwater noise, dual fuel and LNG, cruise ship industry environmental challenges, and environmental leadership and innovation.

Green Marine is pleased to welcome Heike Deggim, the International Maritime Organization’s Senior Deputy Director of the Sub-Division for Protective Measures of the Marine Environment Division, who has overall responsibility for marine pollution, air pollution and energy efficiency, ballast water management, and carriage of chemicals in bulk matters at the IMO. In addition to informative business sessions and enriching discussions, GreenTech 2017 will feature a workshop on the Port Emission Inventory Tool (PEIT). Green Marine has obtained a licence from Transport Canada that permits all of the environmental program’s participating North American ports to use this tool without cost. PEIT encompasses not only the port authority’s operations, but also ship, terminal, rail, truck and any other activities that generate air emissions within the port’s defined boundaries.

“We’re delighted to offer this new tool free of charge to all our member

ports,” says Bolduc. “It will enable ports — regardless of size or resources — to inexpensively conduct an emissions inventory on a regular basis using a tailor-made, proven methodology.”

PEIT’s origins can be traced back to the Port of Vancouver in British Columbia becoming the first Canadian port to conduct a full port-wide emissions inventory in 2006.

As every year, GreenTech 2017 will also hold a commercial exhibition. The Green Marine conference has earned an enviable reputation for highlighting the latest sustainability technology and innovation for the marine industry. It is a chosen place to learn about products and services devised specifically to improve marine transportation’s sustainability and to do so directly from knowledgeable representatives.

This year’s conference location under the Fort Lauderdale sun and only steps away from Port Everglades — the first Florida port to join the program in 2015 — makes GreenTech 2017 the ideal location to gather and share knowledge and best practices.

For more information and to register, visit www.green-marine.org/greentech.

GREEN TECH2017 ENVIRONMENTAL CONFERENCE May 30 – June 1, 2017 — Fort Lauderdale, Florida

INFORMATION AND REGISTRATION green-marine.org/greentech

418 649-6004

HYDROGRAPHY “Here Be Dragons...”

The gentle ‘arte’ of hydrographic risk assessment

By Nigel Greenwood

Greenwood Maritime Solutions Ltd. of the innovative ways in which some Hydrographic Agencies and engineering companies around the world are employing modern technology to answer this question.

The modern chart, with its standardized presentation, colour and neatly drawn contours, conveys an image of reliability and static perfection that is beguiling.

N

The temptation to fill in the chart led many to chase the nothingness of unknown areas, but none so well qualified as Captain James Cook. As an experienced and highly skilled hydrographic surveyor, he was uniquely wellqualified to understand the risks of such a venture. Indeed, his oft-quoted ambition to go “farther than any man has been before me” was taken from his journal at the point that he achieved his furthest south in Resolution, but turned back from accepting additional risks.

In early charts, there had been clear indications to discourage more timid voyagers than Cook. A bold warning, “Here Be Dragons,” or perhaps a discretely illustrated depiction of horrible sea monsters, made the point while enlivening the chart. But what warnings exist for modern mariners that the chart might not show all the dangers to be met? This article will explain some

What risk?

Source: Pinterest

ature abhors a vacuum…a blank chart exists as an invitation: to fill it with something, to go find out what is actually there, or just to fantasize and fictionalize the empty space.

The history of exploration, and fiction, and even some supposedly serious geography are full of such examples. There is the 19th-century push to map “darkest” Africa that led to the unlikely encounter between Stanley and Livingston. Or the contemporary effort to fill the “white space” of the Arctic, which resulted in the similarly improbable meeting of Frederick Jackson and Fridtjof Nansen after the latter’s wintering in Franz Josef Land in 1896. The mid-1800’s fantasy that the blank space hid a watery oasis of open water at the pole was disproven

by Nansen’s drift in Fram, but ironically is now anticipated with somewhat more justification, just as we have more or less finished “mapping” the Arctic.

Risk …evident!

38 — BC Shipping News — April 2017

The modern chart, with its standardized presentation, colour and neatly drawn contours, conveys an image of reliability and static perfection that is beguiling. This is even more so in the electronic form. The ability of many cheap and easily obtained chart plotters (on everyone’s smartphone) to plot a position of previously unheard-of accuracy on a chart, scaled to the user’s immediate area, gives a sense of comfort that might be out of keeping with the reliability of the underlying information. For example, the capability of such systems to interpolate between widely separated soundings could obscure the fact that there are no soundings in the user’s area.

The greatest risks, of course, are totally unsurveyed areas. Luckily, there are few of these remaining, even within Canada’s vast and lightly travelled Arctic waters; the last islands were outlined by aerial surveying in the late 1940s and there are now charts for every route through the north. However, the Canadian Hydrographic Service (CHS) estimates that only 10 per cent of the Arctic is “adequately surveyed” and only one per cent is “surveyed to modern standards.” For the critical routes, the Arctic Marine Corridors, these numbers are 32 and three per cent respectively. While these numbers seem shockingly low, it must be appreciated that the qualifiers in those statements are used in a very precise manner related to international standards of hydrography.

That an area is not “adequately surveyed” may not mean that the available information is insufficient for all types of traffic. Hydrographic risk is not just a

two-dimensional issue of comparing sounding accuracies in different areas. It is a complex problem of considering in how many different ways the totality of the hydrographic, navigational and meteorological information available might be insufficiently accurate for the intended use to which that info is subject.

There might be many reasons for such insufficiencies. The shallow-water bottom topography could be changing due to seismic activity, silting or new obstructions (for example, wrecks, or jettisoned cargo/lost containers). The tidal range and cycles may be imperfectly predicted for a given area. The survey may have been conducted with means less accurate and less comprehensive in coverage than modern systems (i.e., not continuous, multi-beam soundings), and located with navigation systems far less precise than the GPS positions largely used today to locate navigators on the resulting charts. And those soundings may have been plotted (and so remain on dated charts) within a geodetic co-ordinate system (the frame of reference of the chart) that is at variance with the co-ordinate system of the navigation system in use. This variance in the worst cases can result in a lateral position error of a couple miles — very significant indeed if one is trying to follow an isolated track of proven soundings.

The available “meta-data” on the chart (date, survey means and coverage, co-ordinate system, etc.) is usually a good clue to the above hazards. Other factors, however, must be considered in forming an overall assessment of navigational risk: How are traffic patterns, volumes and sizes (draft) changing? In what ways are modern navigational systems changing practices to entail novel risks? And are changing attitudes and pressures on risk tolerance (for example, closer under-keel clearances — UKC) generating a demand for much greater accuracy in even well-travelled, well-surveyed areas? It may be the case that even in the approaches to a modern port, the consequence of a highly improbable grounding might demand a resurvey of an area that already enjoys the highest standard of modern survey.

The modern reliance on externally provided data and information means that the onus for navigational safety is shared among a large range of involved enterprises and agencies.

Granted, the master is always ultimately responsible for the safe navigation of the ship. But the margins for error can be traced invariably to equipment manufacturers, navigation system providers, navigation aid maintainers, meteorological forecasters and hydrographic services. This dispersion of liability means that information providers, while progressively moving away from providing navigational advice (we see this in the eradication of routing suggestions from Sailing Directions, in lieu of merely factual Cautions and Warnings), are under increasing pressure to verify that the data they provide is not only accurate but is also the best info obtainable. The impact of this expectation is that modern means must be matched not just to the processes of hydrographic survey and chart production, but also to the business of prioritizing the annual activities of the Hydrographic Service.

Innovation with GIS

The Canadian Hydrographic Service, with one of the largest and most complex areas of hydrographic responsibility in the world, is one of the leaders in the use of advanced Geographic Information Systems (GIS) to formulate risk maps and use this to prioritize their survey and chart production activities.

CHS Chart 7784: Survey quality self-evident (CHS)

GIS have the ability to combine large databases of geospatial information and to plot these in maps tailored to specific uses.

We see this in applications as varied as comprehensive earthquake risk maps, or maps of persons of similar interests through social media. Increasingly, such systems are used to produce “heat maps,” drawing attention to geographic areas of special concern in many different disciplines.

The CHS Priority Planning Tool (CPPT) employs GIS methods to compile a sophisticated appreciation of hydrographic risk. It starts with the CHS database of soundings and related metadata from all previous surveys, so far as these have been digitized. This data is then ranked according to the International Hydrographic Organization’s (IHO) system of Category of Zone of Confidence (CATZOC). CATZOC was developed to standardize the means of qualifying and conveying hydrographic uncertainty on electronic navigational charts (ENC). It considers vertical and lateral uncertainties in measurement with completeness and currency of survey to assign a category from A to D in five levels, with A1 (five stars) being the best and U being Un-assessed. This can be selected and displayed on an electronic charting and display system (ECDIS) to alert the navigator to the quality of information upon which he is reliant.

The CPPT goes several steps further than this in combining other factors that influence the probability of grounding.

These include additional hydrographic factors such as depth and seafloor complexity, tidal range and chart “wellness.”

Traffic factors, such as proximity to shipping lanes and ports/ anchorages as well as port volumes, introduce elements of shipping frequency, density and diverse cargo potentials. And key meteorological factors, such as wind speed and ice coverage, add distinct casual elements to the risk model. In the CPPT, values for all these factors are calculated for each geographic cell in the CHS database. These factors are then weighted, summed to give a composite risk score, and shaded on a 25-point scale to give a comprehensive “heat map” of key hydrographic risk areas nationally.

The CPPT is primarily used as a professional tool to help determine national priorities for field surveys, data collection and chart production. As such, it is only one input to a complex annual cycle of prioritization, planning, budgeting and scheduling. While the full capability of the tool is only available to CHS hydrographers, the general output of the CPPT is available to the public on CHS’ website, where

HYDROGRAPHY

CPPT highlighting of work remaining in key marine corridors of the Arctic (CHS)

a comprehensive risk map and list of risk-ranked charts is available (http://www.charts.gc.ca/help-aide/about-apropos/ risk-risque-eng.asp). Of interest to BCSN readers, approach and harbour charts of both Vancouver and Nanaimo as well many charts of the Strait of Georgia and surrounding areas, are graded as “High” risk. This ref lects not so much that they are dangerously incomplete, but that hydrographic pressures are being generated by increasing traffic (volume and size) and tighter under-keel clearances.

International pace-setters

CHS is one of the pace-setters in this business of using GIS to highlight and rank areas of hydrographic risk, but many others are trying similar, if slightly different approaches.

The US National Oceanic and Atmospheric Administration (NOAA) has an elegantly simple system that makes available to the public the Hydrographic Survey Priorities in an ArcGIS web portal. They are also applying a simple model of GIS risk-calculation as part of their work with the Arctic Regional Hydrographic Commission.

Regional Hydrographic Commissions around the world have been sharing ideas and developing risk models to suit their own areas under the support umbrella and international standardization of the International Hydrographic Organization (IHO).

In many places, like the North Sea and the South-west Pacific, multiple bordering maritime jurisdictions beg for a co-ordinated response in areas outside national territorial responsibilities.

A particularly sophisticated and comprehensive example of this co-ordinated approach is the work of Marico Marine in conjunction with Land Information New Zealand (LINZ, the NZ equivalent of CHS). In several projects since 2013, conducted by LINZ/Marico on behalf of the South West Pacific Regional Hydrographic Program, they have evolved a very mature methodology. Sharing some of the features of the CPPT, the Marico model goes further in considering likelihood factors such as types of traffic, and consequence factors, such as ecologically or culturally important areas that traffic transits. It has also evolved to consider cost-benefit factors, which is particularly well developed for the application of this methodology to all NZ waters.

It is one thing to know the state of hydrographic risk; the IHO estimated in 2013 that more than 95 per cent of the SW Pacific and Polar regions were not surveyed or required better 40 — BC Shipping News — April 2017

data. This figure only drops to 65 per cent for Australia, and 40 per cent for the U.S., and even France had 19 per cent of their maritime territory needing attention. It is quite a different thing, however, to address this need, particularly in the face of declining global survey capacity (down 35 per cent in 25 years).

The LINZ/Marico methodology includes a charting benefit assessment, measuring the cost of improved charting in heightened risk areas, alongside the risk.

With the widespread use of modern navigation systems of high accuracy, and the ubiquity of data-logging and sharing systems, more hydrographic agencies are beginning to consider if “crowdsourcing” bathymetric data can answer the growing requirement for current and precise data of comprehensive coverage.

A couple of local solutions to this problem are worth mentioning. The use of autonomous underwater vehicles (AUV) for hydrography was pioneered by CHS in partnership with International Submarine Engineering of Port Coquitlam.

What was initially known as the Deep Ocean Logging Platform with Hydrographic Instrumentation and Navigation (a comprehensively descriptive title that is perfectly visualized by its acronym: DOLPHIN) in 1981, has evolved into an impressive range of AUVs for all kinds of civil and military applications. One of these, the Arctic Explorer, has demonstrated particular prowess in under-ice surveys supporting Canada’s continental shelf claims.

Another Coquitlam firm is taking a different approach — real-time bathymetric monitoring. Kongsberg-Mesotech has developed the Berthwatch system for continuous monitoring of depths in the vicinity of underwater structures. The system employs fixed hydrophones to continuously map the seabed for any changes in depth. With continuous monitoring, the vagaries of tidal predictions and dated surveys can be dispelled in order to realize greater ship drafts by as much as a metre or more. The Berthwatch maintains a safe approach by immediately highlighting changes in bathymetry.

This can be critical in berth approaches, where changes to depth (silting, seismic shifts, or just new obstructions) can pose significant risks to vessels with tight UKC. Being able to maximize the earning potential of the ship (and the port) is just one more way in which a finer appreciation of hydrographic risk is a matter of widespread interest.

The prudence of mariners…

Ships’ Captains are historically reputed to be among the most conservative, careful and prudent persons. But that does not mean timid; that would certainly be a mis-characterization in a business that requires consideration of risk as an almost daily condition of service. However, the opposite of timidity is not carelessness. Far from this, the prudent mariner is one who understands the nature of the hazard, takes the care to become informed of the specifics, and then makes a plan to minimize the risk. And this is where navigational (and hydrographic) scientists meet practitioners: in the shared interests of using every conceivable means to better understand and manage their environment. Such will be the shared interests of attendees at the NIBC May conference on Managing Marine Risks, when they meet to learn more about issues such as these.

RAdm Nigel Greenwood, RCN Ret’d, consults in marine risk assessments and operational studies under the banner Greenwood Maritime Solutions. He is currently the Chair of the NIBC.

April 2017 — BC Shipping News — 41

LEGAL AFFAIRS Cruising in Canada’s Arctic:

The mis-adventure of the Clipper Adventurer

By Russell Robertson Maritime Lawyer, Bernard LLP, Vancouver

O

n August 27, 2010, the Clipper Adventurer, (length: 100 metres; breadth: 16 metres; with a 4.65metre draft), was steaming ahead at full speed across Coronation Gulf in the Canadian Artic when it ran right into an uncharted, submerged shoal. The force of impact was so great that more than half of her length became firmly embedded thereon. Luckily, not one of the 128 passengers or 69 crew was hurt.

The salvage operation required four tugs which were finally able to refloat her on September 14. She underwent temporary repairs in Canada and nearby Greenland. She was then inspected in Iceland before being permitted to proceed in her unseaworthy state, hugging the coastline as much as possible, to Poland where she underwent permanent repairs.

Her owners commenced an action in the Federal Court against the Canadian Government for more than $13 million in repair costs, salvage expenses and business interruption. The basis of their claim? That Canada had negligently failed to warn mariners of the shoal.

The only problem with this claim was that Canada had warned mariners of the shoal — that is, mariners who reviewed local Notices to Shipping.

The grounding had breached a number of the Clipper Adventurer’s doublebottom tanks. Pollution was minor and controlled. For its part, the Canadian Government filed its own lawsuit against the ship and her owners for $468,801 for the expenses incurred in preventing and remediating pollution.

On January 27, 2017, the Federal Court issued its ruling rejecting the Clipper Adventurer’s claim. The court found that the only negligence in the case was on the part of the Clipper Adventurer in not updating her charts. The matter is not as straight forward as a vessel cruising around with faulty or old charts. The Clipper Adventurer had been supplied 42 — BC Shipping News — April 2017

Most surveying done in the Arctic is opportunistic by nature; less than 10 per cent of which has been surveyed to modern standards. with the chart in question, Chart 7777, which had properly been updated with the most recent Notice to Mariners issued in 2008.

The shoal itself had an interesting backstory. Coronation Gulf lies between Victoria Island and mainland Nunavut.

To the northwest, it connects with Dolphin and Union Strait and thence the Beaufort Sea and Arctic Ocean; to the northeast, it connects with Dease Strait and thence Queen Maud Gulf. A series of islands runs east to west across the southern part of Coronation Gulf known as the Home Islands and Lawford Islands.

Most surveying done in the Arctic is opportunistic by nature; less than 10 per cent of which has been surveyed to modern standards. The Canadian Hydrographic Service does not have its own ice-breaking capacity. The shoal was discovered on September 13, 2007,

by Captain Mark Taylor of the Canadian ice breaker Sir Wilfrid Laurier. When travelling between the Home and Lawford Islands they came upon a depth of only 10 metres. They backtracked, and then using a zodiac, discovered the shoal with a portable echo sounder, having a least depth of 3.3 metres. A Notice to Shipping was issued within a few days by Captain Taylor himself, warning mariners of the location and depth of the shoal.

Notices to Shipping, commonly referred to as NOTSHIPs, are typically broadcast by radio signal. The NOTSHIP in question was broadcast over the airwaves for 14 days. At the end of each NOTSHIP, broadcast listeners are told to “contact this centre” or visit the Notice to Shipping website at www.ccg-gcc.gc.ca/notship for NOTSHIPs issued prior to the last 14

days. The centre in question was MCTS Iqaluit. In addition, written NOTSHIPs are printed and distributed weekly on request to interested parties by fax or email. The Clipper Adventurer’s managers had not subscribed to this service.

Nor had they consulted with the various NOTSHIPs in force in Coronation Gulf, nor enquired with MCTS Iqaluit about outstanding NOTSHIPs. NOTSHIPs are to be distinguished from Notices to Mariners (“NOTMARs”) and NAVAREA warnings. The latter two are better-known warnings, but it is important to note that all warnings, including NOTSHIPs, are required to be heeded by masters. This is pursuant to section 7 of the Charts and Nautical Publications Regulations, 1995, which says: The master of a ship shall ensure that the charts, documents and publications required by these Regulations are, before being used for navigation, correct and up-to-date, based on information that is contained in the Notices to Mariners, Notices to Shipping or radio navigational warnings.

NOTSHIPs such as the one in question identifying a shoal, will typically, eventually become a NOTMAR resulting in a corresponding permanent update to the chart. This may take years. In this case, the shoal was surveyed again in 2009 using professional hydrographic equipment and, following that survey, a NOTMAR was prepared but had not yet been issued when the Clipper Adventurer ran aground. The NOTSHIP was still in force.

The Clipper Adventurer’s captain was no stranger to the Canadian Arctic, nor was the vessel herself. His practice had been, for many years, to navigate along soundings shown on the charts. In the relevant area of Coronation Gulf, chart

LEGAL AFFAIRS Mariners cannot assume that the processes used in one country to advise mariners of local warnings will be used in other countries.

7777 warned that there were only tracks and spot soundings. In fact, the evidence at trial was that only one vessel in the last 18 years had called at Port Epworth, the inlet on the southern shore of Coronation Gulf from which the Clipper Adventurer was en route. Heading west across Coronation Gulf with an intended stop in Kugluktuk, the captain testified that he had three options. One was to stay to the south on a westerly course, but this would have brought them near a series of islands during the night. Another option was to backtrack to the north and east, partially retracing their route into Port Epworth before heading west, but this would take twice as long. The chosen route between the Home and Lawford Islands, did not appear risky to

the captain. His reasoning being that the soundings indicated deep water. There were variable soundings, but the least reported depth was 29 metres. There was no discoloration or other sign on the surface of the water to indicate the presence of a shoal.

The trial judge was critical of the Clipper Adventurer’s crew and its managers for not fulfilling its duty to make itself aware of the NOTSHIP. Mariners cannot assume that the processes used in one country to advise mariners of local warnings will be used in other countries. Canada is the only country to call local warnings Notices to Shipping, and at times substitutes those for Notices to Mariners. It is the Canadian regulations which govern; not international treaties or customs.

The trial judge also ruled that given the topography of the area, the crew should have suspected the presence of uncharted shoals and should have predicted that the south side of such shoals would be steep. The judge agreed with the government’s expert, Captain Louis Rheaume, who opined that the Clipper Adventurer should have proceeded through the islands at a slower speed in the wake of

a zodiac using a portable echo sounder.

The case is significant as a reminder to mariners to take caution in Arctic waters, and affirms that the duty placed on the various government bodies to warn of dangers will often be construed narrowly by the courts.

Russell Robertson is a Maritime Lawyer with Bernard LLP. He can be reached at roberston@bernardllp.ca.

Dave aboard the CSL Tecumseh “Action Photography - everywhere!”

“Dave’s not just a photographer, he’s an artist.”

Jane McIvor, Publisher BC Shipping News April 2017 — BC Shipping News — 43

MARINE ENGINEERING

CIMarE / SNAME workshop looks at the marine industry in 2025

T

he Vancouver branches of the Canadian Institute of Marine Engineering (CIMarE) and the Society of Naval Architects and Marine Engineers (SNAME) jointly hosted a technical workshop in Richmond in late February, with three presentations that looked at future technology, regulations and energy options for the marine industry over the next five to 10 years.

The presentations were followed by a presentation of the CIMarE Medal of Excellence to Ken Harford, recently retired Managing Director of Robert Allan Ltd. While the award was announced at last year’s Mari-Tech, Harford was unable to attend in person. The CIMarE/SNAME meeting provided a good venue to recognize Harford’s contributions to the marine industry.

Design of the USCG Offshore Patrol Cutter and Innovations in OPV Propulsion Systems

Dan McGreer, the Principal Naval Architect at Vard Marine Inc., started off the presentations by recounting his experiences in working with Eastern Shipbuilding and other contractors on the United States Coast Guard’s Offshore Patrol Cutter (OPC) Program.

...three presentations looked at future technology, regulations and energy options for the marine industry over the next five to 10 years.

The USCG is in the process of replacing their cutters under three building programs: the Fast Response Cutter for near shore applications; the OPC for ocean-going, extended range operations; and the National Security Cutter for long range work. The OPC missions will include coastal security, search and rescue, drug and migrant interdictions, protection of marine resources and other law enforcement exercises. While 25 ships in total will be built, the current contract with Eastern Shipbuilding and its partners is for nine vessels with an option for two more (a re-tender process will take place for the remaining vessels).

McGreer outlined the design requirements of the vessel, noting a speed of 22 knots, a range of 8,500 miles, a 45-day endurance, helicopter and small boat operations and should be interoperable with other marine forces (e.g., naval). An expected lifespan of 30 years was also required. “The USCG wanted a very functional layout with maximum operational effectiveness,” McGreer said. “So

we had to look very carefully at the locations, adjacencies and spaces, keeping in mind the size of the vessel requested.”

Three shipyard teams were given contracts to develop a contract design, of which, one would be chosen. Eastern Shipbuilding — working with partners Vard, Northrop Grumman, Babcock, Trident Group Maritime Systems, Quantic Engineering and Human Proof Designs — were the successful proponents and went on to secure the detail design and construction contracts. For their part, McGreer and his colleagues at Vard provided naval architecture, arrangements, hull form, structural design and system design.

The OPC is 360 feet in length with a beam of 54 feet. The propulsion is by two MAN 16V28/33D STC diesel engines, developing 7,280 kW each @ 1,000 rpm with a controllable pitch propeller.

McGreer pointed out some of the unique characteristics of the cutter, including a bulbous bow for higher speed and better fuel efficiency. It has full 360-degree access all around the deck;

Design concept of the Offshore Patrol Cutter for the US Coast Guard.

Image courtesy Vard Marine Inc.

44 — BC Shipping News — April 2017

MARINE ENGINEERING a split deckhouse; a helicopter hangar and flight deck that can also be used for unmanned aerial vehicles.

The OPC is being built to ABS naval vessel rules which, Dan noted, were fairly rigorous. “The ship is also being built to many military standards,” he said. “And it’s very much like a military ship except that there are no shock requirements.”

Seakeeping was also a very important aspect for the design and Vard undertook extensive seakeeping operability analyses, both numerical tests and seakeeping model testing for a wide range of sea states. Using the MARIN Institute in the Netherlands, they conducted many tests under diverse conditions, including a test to attempt to capsize the ship. McGreer noted that they were unsuccessful on that trial and the ship weathered all the conditions.

Many other engineering analyses were undergone, including those for structural design, hull girder strength analysis, fatigue analysis and assessment, analysis of foundations for major equipment and other parts of the ship, including vibration analysis.

Allan Turner and Rob Allan present Ken Harford (centre) with the 2016 CIMarE Medal of Excellence. The award was presented to Ken in absentia at last year’s Mari-Tech. The CIMarE/SNAME Joint Technical Session provided a good opportunity to have him accept the award in person.

Innovation Design Engineering Analysis Safety

RAmora 2600 N AVA L A R C H I T E C T S A N D M A R I N E E N G I N E E R S

www.ral.ca

Proposed tele-operated fireboat Featuring Voith propulsion

April 2017 — BC Shipping News — 45

MARINE ENGINEERING In terms of timing, construction of the first ship is scheduled to start October 2018 with delivery by 2021. In addition to working with Northrop Grumman on an integrated top side design, McGreer and the Vard team is collaborating with Babcock on the detail design.

Propulsion system innovations The second part of McGreer’s presentation outlined hybrid propulsion systems that Vard Marine is currently looking at to find the most efficient method of operations specific to a vessel’s power needs.

He presented a traditional configuration with two shaft lines and a diesel engine with a reduction gear on each shaft — and then three other options that incorporated a second input, either a propulsion motor or a power-take-in/ power-take-out unit (PTI/PTO — for example, a motor or a generator).

Looking at the operating profile of a typical offshore patrol vessel, it was found to spend a lot of time at slower speeds — about 25 per cent of the time loitering (6 to 9 knots); almost half the time at cruising speed (10 to 14 knots)

46 — BC Shipping News — April 2017

due to the fuel efficiency achieved at that range; and a very small amount of time at high speed.

The four potential configurations that McGreer outlined included: • A typical two diesel engine configuration.

• Adding a PTI of about 500 kW, where it was found to be more efficient in loiter speeds.

• The same configuration except with the PTI as a PTO and a generator which puts more load on the diesel but is generating electricity for the ship.

• An even larger PTI which would allow for operations at cruising speed using the PTI. In comparing total life cycle costs over 25 years, the 500 kW PTI/PTO cost about seven per cent more expensive but saved about $1 million in life cycle costs. “That’s not a lot over 25 years,” McGreer said, “but it does show a payback and there are other benefits, lower carbon dioxide, for example, to be considered.”

Another option being considered for the future is to add batteries with a

frequency converter that could be used as an auxiliary generator. McGreer felt this would be beneficial to ease sudden spikes in load and dramatically reduce emissions in harbour.

“Most importantly,” McGreer said, “propulsion solutions are usually very project-specific and options must be carefully considered and researched to provide the most effective and efficient system.”

Revolutionary RAmora brings tele-operated capability to shiphandling tugs

Robin Stapleton, Electro-Mechanical Engineer at Robert Allan Ltd., began his presentation of the RAmora, an unmanned, tele-operated ship assist tug, by reviewing the advances in autonomous technology that have occurred since the 1980s. Advances in processing, sensors, miniaturization, batteries and surveillance systems have led to the development of remotely operated vehicles, aerial drones and driverless vehicles with ever greater sophistication on the human interface side.

For the marine sector, in addition to a number of naval and sub-surface vessels, a lot of work is being done to develop smart and autonomous ships.

At Robert Allan Ltd., with its primary focus on workboats, it was felt that remote control automation technology had great potential to help with safety during operations like ship handling. “As ships get bigger and speeds get higher, the risks increase,” Robin said, “especially when you’re putting the towline up. That risk will always be there as long as there are crew on board. So we decided to look into taking the crew off.

Hence, the concept of the RAmora and the tele-operated workboat or tug (i.e., TOWBOT) began to take shape.”

With a number of styles of tugboats to work with, Robert Allan Ltd. came up with a combination that uses existing key technologies that lend themselves well to this type of operation. The first was integration of the RAve technology — two Voith-Schneider propeller units located forward and aft — for its near-instantaneous thrust control. The second was the control system, derived from existing technology with minimal developments required for this particular application.

And the third was the use of a crane linetransfer system.

Stapleton used the RAmora 2400 to demonstrate the effectiveness of operations. With a 55-tonne bollard pull, the RAmora 2400 has similar performance in about the same size as a manned harbour ship-assist tug. The most visible differences are those that are required for crew accommodations — there is no deckhouse where you would have crew cabins and no wheelhouse from where the tug master would operate. Instead, there is a small house for the winch, which has been shifted forward to keep the towline near mid-ship, a better scenario for stability. There is also no need for life-saving systems or other amenities (e.g., a galley or washroom).

In operating the RAmora, an experienced tug master would control the vessel remotely either from a shore station or a second command tug. While the control console is continually evolving as new technologies are advanced, the RAmora is equipped with unobstructed 360-degree cameras, as well as a sound feed to allow the master to hear the engine and noises from other machinery and towline monitors to be able to feel

Robert Allan Ltd.’s Robin Stapleton outlined the benefits of the RAmora, including when it comes to hazardous situations. Incorporating the use of drones will allow for a bird’s eye view of activities.

April 2017 — BC Shipping News — 47

Image courtesy Robert Allan Ltd.

MARINE ENGINEERING

In speaking about the safety of tugboats today, Rob Allan highlighted the increasing power-to-size ratio that has doubled in the last 20 years.

tension. Consideration is being given to using drones as well to provide a bird’s eye view.

Since the main application for the RAmora is ship-handling, it is capable of performing all of the operations associated with that — transiting to meet the vessel; connecting up the line; transiting back with the vessel; providing some steering and breaking assistance; and then berthing the vessel. She is designed to work at speed at the vessel bow.

In addition to being highly manoeuvrable, the RAmora provides unprecedented safety for crew and is especially effective in circumstances where there is a potential for exposure to hazards like fire or volatile situations. Stapleton suggested the RAmora was a good option for LNG or gas terminals, where the risk of fire or toxicity is greater.

Other benefits of the RAmora include the ability to operate sideways — especially effective for canals and locks where space is at a premium; and, during tanker pull-back operations when the tug pulls on the stern to keep it in a favourable orientation, which can sometimes last for days and/or in poor weather.

Stapleton also noted that costs to build the RAmora are essentially the same as a traditional ship-assist tug: “In removing some of the features required by crew pays for the increased technology required.”

He further indicated that he was working with Bureau Veritas and Lloyd’s Register on guidelines surrounding autonomous vessels.

48 — BC Shipping News — April 2017

In looking to the future, Stapleton reported that Robert Allan Ltd. is actively seeking its first client for the RAmora. “In the meantime, we’re continuing to develop and improve the concept and expand on suitable applications, such as fire fighting, long-distance towing, or rescue and salvage,” he said. “In general, it is early days still, but recent announcements of upcoming projects may push the boundaries and build a track record for remote controlled and autonomous vessels.

The safety of tugboats and the challenges ahead

It is always a treat to hear Rob Allan’s insights into the industry and this opportunity proved no different. In this third presentation of the day, Allan began by reviewing a number of incidents over the past few years that illustrated the challenges of maintaining safe tug operations as attended vessels get bigger and faster and the power/size ration of tugs evolves.

In 2015 alone, the B.C. coast saw no fewer than six capsizes, thankfully without loss of life. However, other countries were seeing more tragic results — for example, three incidents in Europe left eight people dead, and in China, one incident in January 2015 took 22 lives.

In general, addressing tug safety requires three elements: good design; an understanding of the application for the vessel; and the operating environment in which the vessel will work. Additional inputs that require consideration include rules, regulations and standards, and

feedback between the application and operations to gain an understanding of how those will affect design. Allan also noted the “triple threat of III — individual inspector interpretation.”

The design includes everything from hull form, stability, towing gear, structural adequacy of the ship, and ergonomics (i.e., ease and sensibility for crew to do their job).

The application refers to the role of the tug. “There are probably 10 or 12 unique tasks that tugs perform worldwide,” Allan said, “and each requires a different approach to design.” While the biggest emphasis is on ship handling, other applications, such as escorting or barge towing require different approaches.

And then there is the location and environment of operations — considerations of weather, sea states, proximity to the attended vessel, and how well trained the crew is for the particular operation or how familiar they are with the tools available.

“So we need to expand our design objective as naval architects beyond just focussing on developing a design that satisfies all of the various rules,” he said.

“We have to make sure that the output from our design process is information that can influence those two other critical elements. It’s not just about producing the basic hardware — we need an understanding of all the limitations.”

In reviewing the evolution of tug design, Allan noted that, increasingly, more power is being “shoved into pretty much the same sized vessel.” There are pressures from regulatory boundaries that encourage owners to keep a vessel as compact as possible and work with smaller crews. “The power-size ratio of tugs is at least twice what it was 20 years ago and this has become a big challenge for safe design.”

Of the challenges facing the design industry, Allan started by looking at the influence of government regulations on vessel efficiency. He used the example of the fishing industry — “In the 1940s and 1950s,” he said, “we saw modestly powered, fine lines which were energy efficient. Today, because of poor regulations, we now see short, fat, high, top-heavy designs with bad stability and fuel inefficiency.” Allan was quick to note that, while this was not a feature unique to Canada, it certainly thrives here. “As a professional body, we have a

MARINE ENGINEERING responsibility to stand up and object to regulations that cause a problem.”

Allan felt that the naval architecture industry today was faced, to a large extent, with creating their own regulatory boundaries given the rapid pace of technological developments and the lack of regulations reflecting these developments. “If one designed a tug that just complied with most of the regulations out there,” he said, “you would have an unsafe ship. So the ball is really in our court. The rules that govern design today might have been reasonably sensible for tugs designed 40 or 50 years ago but they never conceived of the power/size ratios we’re faced with today.”

Allan pointed to thrusters like Z-drives or Voith-Schneider propellers and regulations that don’t address the risks of high-speed turning or running astern at full speed. “And they certainly weren’t conceived to deal with the indirect escort towing provisions that we have today.

There are developments coming along but, particularly in Canada, our regulations are mired in old technology.”

So, what to do? Allan posed the question to attendees without expecting a definitive answer. “The only thing we can do is look at every aspect of design in the context of application and operation, and make sure that it’s as safe as possible regardless of the rules. The rules are there for an absolute minimum but we have to go well beyond that, particularly if the rules are out of date. Challenge all assumptions within the rules and don’t assume they’re based on intelligent review.”

To ensure a safe design, Allan outlined a number of tools that could be used — computation fluid dynamic programs and a myriad of ways to analyze vessel operations in certain scenarios where the tug’s effectiveness can be evaluated. He also noted the importance of advising the owner/operator of the boundary conditions for safe operations. “We’re not alone in this,” he said. “Owners must convey their expectations and their plans for the tugs. The builder also has a role to play — they need to respect the design that is put forward, particularly the weight and stability characteristics that have been defined and form the basis of the design.

If they have an initial objec-tion, it’s an easy issue to assess while we’re still talking about it on paper.”

Another challenge facing the industry is related to tanker escort. “You’re putting

“The rules that govern design today might have been reasonably sensible for tugs designed 40 or 50 years ago but they never conceived of the power/size ratios we’re faced with today.” a tug with 800 to 1,000 tonnes of displacement with a 250,000-tonne tanker travelling 10 knots and you’re asking the tug to exercise steering or braking control. A lot of people have described that as a puppet on a string. It’s a significant technical challenge but we do have tools that can help.”

Most importantly, however, regulation requirements must be brought into balance with safety. While class societies, to their credit, are trying to keep up with technology and create rules that recognize this, Allan warned that it’s up to the naval architect to analyze rules and regulations to ensure the vessel is built to a safe standard. And he further called for a harmonization of rules across the globe.

“These are mobile assets and it makes no sense to have different rules for different regions,” he said.

Allan described the situation in Canada as “not good.” An aging fleet and under tonnage tugs, coupled with outof-date regulations that don’t account for changes in technology, is beginning to result in a number of problems. But,

because there has been no loss of life, (yet!), Allan doesn’t expect Transport Canada to initiate changes. He warned those in the room not to design a tug that “just” complies with the regulations to secure approval. Further, he noted that there are no requirements to have stability data reviewed as a function of periodic inspections. “This is a very serious problem that needs to be addressed.”

In summarizing the challenges of tug safety, Allan considered it the responsibility of the design community to ensure a safe and stable vessel, but that ultimately, “it’s the tug master with the sole responsibility for the safe operation of these increasingly complex vessels.

There are no instruction manuals and yet we hand over these $5 – $15-million assets and expect the operator to handle it. The limitations of the vessel must be understood, especially for escort tugs if we are providing assurances to ship owners and the general public that we have the capability to prevent groundings and mishaps.”

BCSN

April 2017 — BC Shipping News — 49

MARI-TECH 2017

Marine technology’s most significant annual national event

T

he Canadian Institute of Marine Engineering invites everyone in the marine industry to the 38th Mari-Tech, hosted this year by the St. Lawrence Branch at the Bonaventure Hotel Montreal from April 19 to 21. The theme of 21st Century Marine Engineering Efficient & ECO Systems is thoroughly explored in the technical presentations by Canadian and international experts who will provide in-depth knowledge of the latest innovations in the marine industry. Alongside the conference, there are 80 exhibit booths showcasing the latest developments in the marine industry. Marine companies (large and small) and individuals will all benefit by participating in this prestigious event.

Keynote speakers

Following the opening address by the Honorable Marc Garneau, Federal Minister of Transport Canada, keynote speaker Dr. Mary Donahue provides insight into today’s multigenerational workplace. Her ground-breaking research on generational learning and communication unlocks the secrets to raising productivity, employee engagement and even happiness at work. Her talk, interlaced with wit and humour, will leave the audience with actionable takeaways on how to communicate effectively in today’s digital multi-generational workplace.

Industrial exhibition and sponsorship

A major attraction of Mari-Tech 2017 is the 80 exhibit booths that display and provide information about the latest trends and innovations in marine technology. Canadian and international organizations of all sizes are well represented in this industrial exhibition. The exhibition hall opens early morning and remains open throughout both the conference days. Participants will have sufficient time between the technical papers and during coffee breaks to explore the exhibition and have first-hand contact with important players in the marine industry.

There has been a good response to the call for sponsorship for Mari-Tech 2017, however there are still some opportunities. Join our major sponsors like Babcock, Groupe Desgagnés, SNAME, Wärtsilä, Besiktas Shipyard, IHI Group, P&P Marine Consultants and event sponsors such as ABS, DNV-GL, Allion, Innovmarine, Madsen and Pictou Shipyard to get well deserved exposure for your company.

Technical presentations

Technical experts from the global marine industry will share their knowledge and expertise on various topics related to the conference theme, 21st Century Marine Engineering Efficient & ECO Systems. There will be nine technical papers spread over this two-day conference. Here’s a preview of a few of the highlights: • Challenges and Solutions in Ship Propulsion Technology, presented by Lex Nijsen, MAN Germany — IMO Tier III NOx regulations and how specialized ship segments like ferries, offshore vessels or naval ships that are powered by four-stroke engines can benefit from numerous technical solutions already in the market.

50 — BC Shipping News — April 2017

• Ballast Water Treatment Technologies of September 2017, presented by Joseph Rousseau, ABS Americas’ Vice President, Canada — concentrating on the theme “protecting the local waters and the seas,” Rousseau looks at concerns of marine invasive species and introduces various treatment solutions, highlighting the advantages and disadvantages associated with these technologies.

• Hybrid Ferry Investment & Environmental Returns, presented by John Hatley, VP Marine Solutions, Wärtsilä — ­ a compelling and informative presentation for ferry owners, ports, designers and environmentalists weighing the advantages of hybrid ferries.

• Hybrid Naval Ships: Integrated Power Systems and Future Needs, presented by Ray Jonkers (formerly Royal Canadian Navy) — current and future trends in design, system engineering and program management of naval ship electric power systems.

• Fully Integrated Hybrid Systems and Their Advantages, presented by Emil Cerdier, Caterpillar Propulsion New Orleans — the advantages of hybrid systems compared to the conventional diesel-mechanical installation or dieselelectrical systems.

• Welcome to the Age of Smart Iron: How Technology Innovation is Driving Changes in Marine Industry, presented by Ray Bradenham, Caterpillar Inc., and Sandra Dethier, VP Atlantic Hewitt Energy Group — the significant challenges, macro-economic volatility and uncertainty created by the increasing complexity of vessels and how the use of new technologies can improve their maintenance and operational performance.

• Total Resource Utilization Enabling Zero Waste, presented

by Dr. Peter Tsantrizos and Russel Peters of Terragon Environmental Technologies — the requirements and proposed environmentally sustainable approach to the MARPOL Annex V regulations requiring that all solid waste, with few exceptions, must be dealt with on board.

• Efficient Propulsion Systems for the Future Combat Vessels, presented by Dr. Ing. Franz Hoppe, General Manager Gears & Systems RENK Germany — the importance of the flexibility of the propulsion system desired for the operational profile of typical combat, patrol and sprint vessels as well as submarines in which the gear system plays a major role.

• ABB Marine and Energy Efficiency, presented by ABB Marine & Ports — power systems requirements and proposed ABB solutions for short-distance ferry operations.

Social event and networking

The evening social on Thursday, April 20, sponsored by Besiktas Shipyard, will take place in the historical archaeological museum Pointe-à-Callière. Guests can enjoy a guided tour and can watch a short documentary on the history of Montreal, but will also find ample opportunities to network; renewing old friendships and making new contacts in the industry.

There is much to be gained by attending Mari-Tech 2017. Visit www.mari-tech.org today and start planning your participation.

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April 2017 — BC Shipping News — 51

TECHNOLOGY

Selecting the best lubricant

By Phil Cumberlidge, Business Development Manager, GREENMARINE, PANOLIN International Inc.

S

electing the best lubricants for a vessel is obviously important — particularly if your vessels sail in the extremes of climatic conditions around the globe. This is particularly topical with the Polar Code for Arctic regions having come into force this past January.

Safety and prevention of pollution are paramount

The International Maritime Organization (IMO) is prioritizing many issues related to safety and pollution in Polar Regions. The Polar Code specifically addresses SOLAS (Safety of Life at Sea) and several ship-borne causes of pollution such as sewage, garbage, chemicals and oil. Discharge into the sea of oil or oily mixtures from any ship are prohibited.

The Polar Code recommends the use of environmental lubricants. It goes on to state that cold temperatures may reduce the effectiveness of numerous components of the ship, including deck machinery and emergency equipment.

The base oils of lubricants that are generally accepted as being environmentally ‘friendly’ — or ‘Environmentally Acceptable Lubricants’ (EALs) — are: Triglycerides (plant/seed based, vegetable oils); Polyalkylene glycols, shortened to Polyglycols; Polyalphaolefins (PAOs), or synthetic ‘hydrocarbons’ (manmade mineral oil); and Synthetic Esters (two classes: fully Saturated Esters and Unsaturated Esters).

With critical pieces of cruise ships’ and Ro-Pax vessels’ propulsion, steering, stability and deck equipment relying on the performance of EALs to sail in environmentally sensitive waters, the right selection of lubricant is essential. So, how does one decide which base-oil type to select?

Decisions, decisions

If we look at the environmental properties of the different EALs as a ‘given’ and out of the equation, this simplifies the decision-making process. Those lubricants passing these stringent environmental requirements of biodegradation time that exhibit minimal toxicity to marine life and do not leave a residual ‘oil slick,’ can go forward to the next round of the selection process.

The second evaluation process is to choose a base-oil lubricant that will ensure correct performance for the application — the base oil is the inherent stability of the lubricant. Properties of the base oil include: viscosity stability (generally the most important property of the oil); anti-aging; low temperature flow; corrosion protection; compatibility with materials in contact with the oil; effect of any water ingress (hydrolysis and demulsibility); density; and last, but by no means least, evaporation loss. The lower evaporation loss of synthetic lubricants off-sets their additional cost.

The designed/engineered performance of the oil is where the skill of the lubricant ‘doctor’ comes in, with the selection of additives to complement the base oil: to enhance viscosity, or to further depress pour point for operation at lower temperatures; to provide shear stability, anti-wear and extreme-pressure additives; to modify the frictional properties for lower friction, or provide controlled friction for wet clutches. The base oil also needs to have good additive solubility to keep the additives in suspension and not separate.

52 — BC Shipping News — April 2017

Reliability and long-life come from the ‘partnership’ of the base oil and additives. Looking at the overall operational performance characteristics — Triglycerides have poor low and high-temperature performance; Polyglycols have a good low temperature operating capability but issues include toxicity; corrosion of metals due to their hygroscopy; and, as they are not compatible with mineral oils, conversion costs. PAOs have good low-temperature capability but require Viscosity Improvers to provide higher-viscosity lubricants such as gear oils. These lubricants can be broken down under conditions of shear. They are also often blended with unsaturated ester to improve biodegradability.

This leaves the Esters — unsaturated and saturated.

Unsaturated Esters are susceptible to thermal oxidation, resulting in polymerization and an increase in viscosity. Unsaturated Esters (and PAOs) require frequent monitoring, offer relatively short operational life and hence, have high through-life costs compared with the superior stability and performance of fully saturated Ester.

The third decision is based on cost. Decisions based on lowest price have two options: lower cost (and lower performance) base-oil ‘blends;’ or, for a ‘long-term game plan’, the throughlife reliability of the oil provides a beneficial payback. The following issues have become evident with some types of EALs: increasing oil viscosity (due to poor thermal stability); decreasing oil viscosity (due to shear instability); slime and bad smells (due to water contamination and oxidation); varnish and gumming of the system (due to thermal degradation); corrosion of equipment internals (due to the hygroscopic nature of the lubricant); overheating of propulsion systems (questioning oil film thickness and frictional characteristics); difficult filterability; and difficult change-over from mineral oils.

All of these problems will require an increase in system/lubricant monitoring, lubricant top-up, maintenance, system draining, re-filling and transport/disposal of used oil. These are the obvious direct costs of using inferior performing/life oils. Indirect and hidden costs include increased administration and labour costs, and lost revenue due to equipment downtime/failure.

Fully Saturated Synthetic Esters are leading the way in high performance and long-life marine lubricants. These lubricants, produced by PANOLIN, exhibit very good thermal oxidation resistance and shear stability, have excellent low-temperatureperformance characteristics and the consistency of performance to ensure correct operation of critical pieces of equipment in propulsion, steering and stability systems such as thrusters, rudders and stabilizers, as well as deck safety systems such as lifeboat deployment davits. They ensure designed operational performance is achieved should the worst happen in the worst of conditions.

It is the lubricant manufacturer’s job to tell you about the key performance indicators of their lubricant(s) —consult them!

Your equipment lubricant is an ASSET — select it wisely and look after it.

For more information about PANOLIN, contact Chris Richardson at BNAC Environmental Solutions (chris@bnac.ca).

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BC FERRIES

A tour of BC Ferries’ Salish Orca

T

ravellers on the Comox-Powell River route are in for a treat when BC Ferries’ newest LNG vessel, the Salish Orca, is put into service later this spring. According to Mark Wilson, Vice President of Engineering, who led a media tour of the ship in early March, replacing the 52-year-old Queen of Burnaby with the Salish Orca will not only save on fuel costs and reduce BC Ferries’ environmental footprint on the route, but it will provide for greater flexibility on multi-port trips, greater manoeuvrability and some of the most modern features available for passengers’ safety and comfort.

First, the basics

The Salish Orca is an eight-deck, dualfuel, gas-electric ship that can accommodate 145 vehicles. At 107 metres long and 24 metres wide, it is about 20 metres shorter than the Queen of Burnaby which has a 168-car capacity. Built by Remontowa S.A. in Gdansk, Poland, the Orca is the first of three dual fuel (natural gas/diesel) vessels ordered by BC Ferries. The Salish Eagle is already on its way (and should be arriving on the West Coast by April) and the Salish Raven is a few weeks behind it.

Remontowa has gained a reputation for their experience with gas-fuelled, having built about 20 vessels already.

Photos: BC Shipping News

54 — BC Shipping News — April 2017

“We put the RFP out to the industry in North America and invited all Canadian yards to submit a bid,” Wilson said. “But because of the federal government fleet renewal activity, there isn’t much capacity left to take on a project of this size.”

At a cost of about Cdn $200 million for all three vessels — working out to $65 million per vessel with about $5 million in project management and other costs — Wilson compared that price tag to the three vessels recently ordered by Washington State Ferries: “Their three vessels of similar size with traditional diesel systems cost over Cdn $400 million,” he said. “We’re really pleased with the value for cost and the world-class vessels we are getting.”

Welcome aboard

An obvious place to start our tour was on the car decks and the loading/offloading procedures. Wilson, along with Deborah Marshall, Executive Director, Public Affairs, greeted reporters after our cars had been directed onto the lower car deck. Prior to speaking about the ship, Wilson gave us a quick safety

briefing. “Safety is the utmost priority for BC Ferries,” he said, noting that there were no emergency drills planned so if we did hear alarms, we should muster on the ramp just off the ship.

Before providing details on the two car decks, Wilson pointed out the bow visor which is lowered before getting underway to protect the main car deck from sea spray. The main car deck is capable of taking about 85 vehicles, including large commercial trucks and buses; the lower deck is capable of taking 60 standard vehicles (the deck height is just a bit more than what you’ll find on the upper car deck of the Spirit Class).

“Because the Orca is a double-ender and can transit in both directions, everything on one end is replicated on the other — so rather than referring to bow and stern, they are known as #1 End and #2 End,” Wilson told us before demonstrating the ramps (of which there are two on either end) that are operated with hydraulic lifts to gain access to the lower deck. “This provides us with a tremendous amount of flexibility when it comes to loading and off-loading, especially on multi-port routes. We can load the lower car deck at the same time as we’re loading the main car deck, and we can position the vehicles in a much more efficient fashion to provide for greater convenience.”

While the Orca is scheduled to keep the same timing and schedule for Route 17 (Little River/Powell River) as the current Queen of Burnaby, and the two additional vessels will provide even more capacity, BC Ferries is looking at extending service for the shoulder seasons and peak periods on Routes 9 and 9A for the southern Gulf Islands, where that flexibility will come in handy for multiple stops.

“One difference that we’re really pleased with is the robustness of the propulsion control system as well as the The hydraulic ramp (with safety gate lowering) to access the lower car deck.

manoeuvrability of the vessel...”

As noted earlier, because the Salish Orca is a double-ender, whatever is on one end, is also on the other. That goes for the bridge as well. When we get to the bridge, we’re introduced to Senior Master Michael Smit, Senior Operations Manager for the route and most envied man in BC Ferries at the moment.

Wilson and Smit list off the features that were part of the design requirements for the bridge — a 360-degree view, including unobstructed visibility of the loading interface; a top speed of 15.5 knots (but “we got it up to 17 knots on sea trials”); 360-degree rotatable thrusters at both ends of the ship; a stateof-the-art integrated bridge system from Sperry; and roughly 60 cameras connected to a closed-circuit television system that monitors everything from passenger areas and machinery spaces to the bunker station and car decks and everything in between. The three-man station on either end of the bridge is an open design with multi-function workstations, allowing for full monitoring and control of navigation tools and ship operations.

“One difference that we’re really pleased with is the robustness of the propulsion control system as well as the manoeuvrability of the vessel,” Wilson said. “During the build and performance testing, Remontowa Shipyard not only met all of the performance requirements, but exceeded them. We’ve tested her through a number of different scenarios involving adverse conditions and it’s very impressive how easily the ship can be handled.”

Just a few steps below the bridge is the Engine Control Room (ECR) where all of the engineering operations of the ship can be controlled, including the LNG bunkering procedure and all of the machinery and safety systems. A few more steps from there are cabins with an office and living space for the Senior Chief Engineer and the Senior Master.

Just below this floor, there are 14 more cabins as well as a training room, pantry, laundry and change rooms. “This is a 45-year asset and we wanted to ensure a lot of flexibility for future needs,” Wilson said, noting that BC Ferries has the option of operating the vessel as a live-aboard ship. Deck 5 also has passenger sun decks on either end with more outside viewing areas than the vessels being replaced.

Comfort and safety

The configuration of the passenger deck provides for large viewing areas. “We’re very happy with the sight lines that provide for lots of sunlight and the spaciousness of the passenger areas,” Wilson said, noting that the ship has a centre casing

Photos: BC Shipping News

The bridge times two

End #1 bridge (replicated on End #2).

“so passenger seating around the block is maximized.” Indeed, with a full cafeteria, seating areas, a gift shop, children’s play area as well as work stations, the design shows great thought went into creating a comfortable experience for passengers — all passengers, taking into account an aging demographic and disability needs — Wilson said, as he pointed to an accessibility washroom with a button-operated, large sliding door.

And, of course, not forgetting their priority for safety, Wilson provided an overview of the evacuation stations (two on each side of the ship) that were decked out with emergency chutes and life jackets from LSA (Liferaft Systems Australia). “In addition to the evacuation system now being inside the ship, the chutes are angled, making it easier to disembark to the life raft.”

The guts

The highlight of the tour…Wilson takes us to the #1 Engine Room (Engine Room #2 replicates everything we see here) and shows us the Schottel thrusters, the Wärtsilä electric motor, the Marioff water mist system (atomized to smother a fire without damaging the machinery) as well as the main engines — three 8L20DF Wärtsilä dual-fuel engines — and the natural gas storage tank.

The LNG storage tank is located behind air-lock doors in a heavily insulated room and looks like a large, blue thermos.

“There is no refrigeration system,” Wilson pointed out, further noting that the double-walled stainless steel tank with an insulation layer is capable of storing 130 cubic metres of natural gas (enough to fill an average-sized backyard swimming pool).

April 2017 — BC Shipping News — 55

Photos: BC Shipping News Courtesy BC Ferries

A Wärstilä 8L20DF dual-fuel engine.

Demonstrating the bunkering process.

Because of the very low pressure system, the LNG can be stored for up to six weeks, however, at an average daily consumption rate of 10 cubic metres under normal operating circumstances, Wilson expected a bunkering schedule of about every two weeks. “Similar levels of low sulphur diesel fuel are also stored and it’s a seamless change from natural gas to diesel while in operation, but our expectation is to operate solely on natural gas.”

In addition to an anticipated 50 per cent savings of the fuel bill, another advantage of the cleaner-burning natural gas is the easier maintenance and reduced need for lubricants or additives, not to mention the reduction of SOx, Nox and particulate emissions.

First in the world

While LNG and dual-fuel vessels are becoming more commonplace — over 50 ferries are operating worldwide currently and even more, including cruise ships are on the order books — the three Salish Class vessels (as well as the two new LNG ferries at Seaspan) are the first in the world to use an onboard truck for bunkering. All vessels will be supplied by FortisBC trucks operating out of the FortisBC Tilbury and Mount Hayes LNG facilities.

As we make our way back to the main car deck where the bunkering will take place, we’re met by FortisBC team members Jorge Lobo, Manager, LNG Industrial Applications, and Sarah Smith, Director of Natural Gas Transportation and Regional LNG, who explain the process of bunkering and the safeguards in place.

56 — BC Shipping News — April 2017

Noting first that truck-on-ship bunkering — versus shipto-ship or shore-to-ship — avoids the need to contend with currents or waves, which could result in lost connections (and of course, no expensive shore-side infrastructure), Smith and Lobo described how the bunkering process takes about two hours (a bit longer than bunkering of diesel, mostly because of the multiple hoses and connections). The truck backs into place and the truck’s pressure relief system is connected to the ship’s gas vent mast system before the rest of the components are connected. There is a stainless steel tray below the main hose that will contain an LNG leak and protect the surrounding area, and, before transferring the LNG, the system is tested with inert nitrogen to make sure all connections are tight.

In terms of safety precautions, Wilson pointed out that liquefied natural gas is stored at minus 160 degrees celsius and when it warms, the resulting vaporized gas will become lighter than air. “There are two fans (one is redundant) in the bunkering space which generate enough air flow so that if LNG does leak, vaporized natural gas is directed over board, as is any remaining LNG that has yet not vaporized,” he said. “There’s such a volume flow of air that the natural gas is below its lower flammable limit so that the risk of ignition is very, very low.” Wilson also said that the system was modelled through computation fluid dynamic programs where BC Ferries and FortisBC worked with Transport Canada for greater confidence in the system.

Another safety feature pointed out was pressure relief lines running along the ceiling of the main car deck. Wilson explained that these direct any pressure relief event to the gas vent mast — which by code, is required to be a safe location away from any ignition sources, thus allowing for the safe release of vented natural gas,” he said.

More to follow

At the end of our tour, we got the opportunity to ask BC Ferries President Mike Corrigan a few questions. In addition to the arrival of the Salish Eagle and Raven, the Spirit class vessels are undergoing conversions to dual fuel (first one is expected to return in 2018), bringing the LNG fleet to five in total for now.

“Any intermediate-to-large class size is a good candidate for LNG,” he said, “including the Coastal Class and the C-Class vessels. Anything smaller than that doesn’t make sense economically — and the engines aren’t available in that size which is probably the biggest deterrent.”

Corrigan indicated that battery power was one option being considered for smaller vessels, including two minor class vessels which are just below the threshold to be considered for LNG. He was also very pleased with the first year of operations for the Baynes Sound Connector which “has exceeded our expectations in terms or reducing our environmental footprint and saving $1.8 million in operations.”

Overall, Corrigan has put in place a $3.1 billion capital plan which calls for the replacement or life extension of 13 vessels over the next 12 years, significantly reducing the 33-year average age of the fleet.

BC Shipping News is very much looking forward to more tours… BCSN

More photos online at www.bcshippingnews.com

Natural gas. Good for navigating the future.

Image courtesy of Seaspan Ferries Corporation

Image courtesy of BC Ferries

FortisBC has been operating liquefied natural gas (LNG) facilities safely and reliably on the West Coast of B.C. since 1971. Recently, Seaspan Ferries Corporation and BC Ferries chose cleaner-burning LNG supplied by FortisBC to fuel their new ferries.

LNG will help reduce their fuel costs and lower carbon dioxide emissions by approximately 42,500 metric tonnes per year1—the equivalent of taking 8,800 passenger vehicles off the road annually.2 From ferries and tractor-trailers to delivery trucks and waste haulers, natural gas from FortisBC is navigating the future of B.C.’s heavy-duty transportation sector.

To learn more about natural gas for transportation, visit fortisbc.com/thefuture.

That’s energy at work.

Ministry of Energy and Mines, Renewable and Low Carbon Fuel Requirements Regulation at http://www2.gov.bc.ca/assets/gov/farming-natural-resources-and-industry/ electricity-alternative-energy/transportation/renewable-low-carbon-fuels/rlcf-012.pdf. 2United States Environmental Protection Agency Greenhouse Gas Equivalencies Calculator at https://www.epa.gov/energy/greenhouse-gas-equivalencies-calculator.

1

FortisBC uses the FortisBC name and logo under license from Fortis Inc. (17-062.14 03/2017) 17-062.14_BCShippingNews_BCFerries-Seaspan-Ad_P3.indd 1

3/10/2017 11:23:30 AM

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The Maritime Museum of BC’s

14 th Annual

Massive Marine Support the reuse of marine-related products.

Donate today!

Boating & Fishing Supplies Tools l Books l Marine Art Located at: Canoe Cove Marina (Unit 14) North Saanich, Vancouver Island, B.C. Winter Hours: Fridays & Saturdays 10:00 a.m. to 3:00 p.m.

Phone Number: (778) 351-0011

mmbc.bc.ca/atm 58 — BC Shipping News — April 2017

Garage Sale

Saturday, April 22nd Ogden Point - Pier A, 9am to 1pm FREE PARKING! Entrance Fee: $5.00 (children under 12 free) Table Rental / Car Topper / Boat on Trailer Fee: $40.00 (Early Bird: $30.00 if paid by March 31st) Commercial Rental Fee: $85.00 Donation of items for the Museum are welcome. Please contact the Museum prior to drop-off or to arrange for pick-up.

To register or for more information, please call 250-385-4222, ext. 102 or email Ann Jones at ajones@mmbc.bc.ca.

CFB Esquimalt

Council of Marine Carriers

The voice of Western Canadian tug and barge operators.

State of the Industry in 2017 22ND B.C. TOWBOAT INDUSTRY CONFERENCE June 1 to 3, 2017

The Fairmont Chateau Whistler Whistler, B.C.

Visit the CMC website for further information: www.comc.cc

All photos courtesy Dave Roels (www.daveroels.com)

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