BC Shipping News - April 2012

INSIDE: 2012 CRUISE SCHEDULE AND VESSEL GUIDE

BC SHIPPING NEWS

Volume 2 Issue 3

www.bcshippingnews.com

April 2012

Commercial Marine News for Canada’s West Coast.

Tankers in Canadian waters: Are we ready?

Part Two: Pollution response: Risks and rewards

Meeting the challenge: The North American Emission Control Area

Industry insight

12-APR

Greg Wirtz, President, North West and Canada Cruise Association Innovative leadership...just like the industry

APRIL 2012

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Plus: Exercise PACIFIC GUARDIAN: Naval training hones skills...

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MARITIME SECURITY CHALLENGES 2012 OCTOBER 1-4, 2012

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Security issues in the Gulf of Guinea The illegal movement of people & illicit cargoes at sea

Photo by: Corporal (Cpl) Brandon O’Connell, MARPAC Imaging Services, Esquimalt Š 2011 DND-MDN Canada

Developments in aircraft carriers

Decision making during a crisis situation Maritime applications of unmanned and autonomous vehicles Shipbuilding and future naval requirements

Find out more about conference speakers and the MSC 2012 programme.

Register now for special Early Bird Rate.

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In co-operation with Maritime Forces Pacific of the Royal Canadian Navy

April 2012

Volume 2 Issue 3

On the cover: The Oosterdam, courtesy of Holland America.

Contents Cover Story I - P.42

Just how safe is our coast for supertankers?

By Ray Dykes

Cover Story II - P.44

Tankers in Canadian waters: Are we ready?

Part Two: Pollution response: Risks and rewards.

By K.Joseph Spears

10 Industry insight

6 18

Innovate leadership... just like the industry BCSN speaks with the President of the North West and Canada Cruise Association just in time for the start of the 2012 season.

22 Cruise season kick-off

Cruise schedule and vessel guide

The 2012 cruise season is about to begin and BCSN has an updated schedule for vessels in the Pacific North West/Alaska cruise theatre plus a handy vessel reference guide with ship details.

52 Technology / Innovation

Jastram innovation for over 100 years Even after 100 years, the Jastram name still stands for innovation.

BC Shipping News talks to reps at Jastram Engineering Ltd. and Jastram Technologies Ltd. to find out their involvement in the NSPS.

D E P A R T M E N T S

F E A T U R E S

Greg Wirtz

News briefs / industry traffic Letters to the editor and news.

Cruise industry

2012 cruise season: Market poised for continued growth

20

History lesson

32

Ports & terminals

35

Naval Exercises

37

Arctic shipping

41

Legal affairs

47

Air emissions

Sun, sand and picnics with the Union Steamship Company

By Lisa Glandt.

Visually modelling a port

By Captain Hossein J. Kamali PACIFIC GUARDIAN: Naval training exercise hones skills...

Canadian Arctic shipping

By Syd Heal.

Seafarer criminalization in pollution incidents

By Thomas S. Hawkins.

Meeting the challenge...The North American Emission Control Area.

By Captain Stephen Brown and Jane McIvor.

April 2012 BC Shipping News 3

April 2012 Volume 2/Issue 3 Publisher McIvor Communications Inc. President & Editor Jane McIvor

Located at Vancouver Waterfront and Roberts Bank

www.flyingangel.ca

Contributing Writers Darryl Anderson Captain Stephen Brown Ray Dykes Lisa Glandt Tom S. Hawkins Syd Heal Captain Hossein.J. Kamali K. Joseph Spears Greg Wirtz Advertising Mark Collett / MSL Marketing & Sales Phone: 604-351-0211 / Email: mark@bcshippingnews.com Stephen Fountaine Phone: 250-861-9006 / Email: stephen@bcshippingnews.com

Subscriptions Jane McIvor Phone: 604-893-8800/Email: jane@bcshippingnews.com

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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.

EDITOR’S NOTE I’m ready to answer the question about supertankers

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n this issue we continue our look at tanker traffic on the West Coast and oil spill response and preparedness.

We have a number of perspectives — Tom Hawkins with Bernard & Partners outlines the impact of criminalization of seafarers in pollution incidents; Ray Dykes joins Joe Spears in considering the question of whether the coast is ready for supertankers, however, unlike Joe’s article, which focuses on the oil spill response regime, Ray looks at the business argument for supporting Enbridge’s Northern Gateway project.

The best “surprise” article however came unsolicited in the form of a letter from George Adams, long-time industry leader, who raises a number of points that have so far been missed by many and worth repeating here.

Specifically, George points out two things: 1) “Much has been made..of the size of the ships to be employed in carrying the product from Kitimat to market — 320,000 deadweight tonnes has been quoted...From a safety point of view, and ignoring the economics, one can imagine the potential for congestion and increased risk of collision if say 10 32,000 deadweight-tonne ships were used in place of each of the proposed supertankers...”; 2) “In speculating on the inevitability of a collision or grounding it has been assumed that the whole cargo will be spilled. This is not correct. In addition

to increased safety resulting from double-hulled tanker construction one should understand that the space in which the cargo is carried is divided into smaller, separate tanks. There is absolutely no reason why, in the unlikely event of an accident, spillage would not be confined to a small percentage of the total cargo.”

BC Shipping News has...provided enough information and argument (from both sides)...to allow you to form your own, educated opinion...

It’s difficult to argue with logic and on both of the points above, George is certainly speaking with a solid knowledge of the realities of the shipping industry.

So, there you have it. BC Shipping News has, over the past year, hopefully provided enough information and argument (from both sides of the debate) to allow you to form your own, educated opinion on whether B.C. is ready for supertankers. As for my own opinion, I’ve learned that there are enough safeguards in place to greatly minimize the risk of an oil spill on the water — so much so that I confidently support increased volume and traffic. However, that doesn’t mean that we shouldn’t be continually upgrading our skills and abilities for spill response — especially

for large spills where attention is needed most. It’s only common sense to never say never and as Joe so appropriately notes: “We need a truth-to-power discussion with all interested parties if we are to be ready...”

In addition to the tanker traffic debate, and as per my note in last month’s editor’s note, we also look at the North American Emission Control Area that is due to take effect this August. It’s fortuitous that we have included an article — Meeting the challenge: The North American Emission Control Area (co-authored by myself and Stephen Brown) — at the same time we feature the cruise industry and herald the beginning of the 2012 cruise season.

As you’ll read in the Industry Insight with Greg Wirtz, President, North West and Canada Cruise Association, the lack of supply of low-sulphur fuel that meets ECA regulations has the potential to greatly affect the one sector of the industry that has already made incredible strides in advancing technological solutions to address air quality issues. Greg is hopeful that regulators will consider performance-based standards rather than prescriptive directives that include a fuel currently unavailable in the West Coast market.

Maybe Greg should get George Adams to look at this issue and submit another letter. You can’t beat an argument that is based on logic. BCSN — Jane McIvor

Member of: International Sailor’s Society Canada

April 2012 BC Shipping News 5

INDUSTRY traffic Transport Canada releases discussion paper on compulsory insurance for ships carrying passengers

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n early March, Transport Canada issued a discussion paper on “Proposed regulations respecting compulsory insurance for ships carrying passengers”. Stakeholders have until May 31, 2012 to comment.

The objective of the these regulations is to ensure that marine carriers engaged in domestic carriage of passengers in Canada maintain insurance to cover their liability to those passengers.

In August 2001 the Marine Liability Act (MLA) introduced a comprehensive liability regime for passengers carried on commercial or public purpose ships.

The department then undertook a comprehensive implementation study and extensive consultations with marine carriers and the marine insurance sector from 2001 to 2004. However, they were unable to proceed with the regulations at that time pending an amendment of the MLA to exclude adventure tourism activities. That amendment was adopted in 2009, clearing the way to proceed with the regulations.

During preliminary discussions with stakeholders in 2010/2011, eight main issues were raised and possible solutions were identified. The issues — including application of the new regulation;

6 BC Shipping News April 2012

the party responsible for maintaining the insurance; exemptions; amount of liability insurance required; criteria to determine passenger capacity; and time allotted for compliance — are addressed in the discussion paper, available by contacting Geneviève St-Amour (information below).

Comments should be directed to: Geneviève St-Amour, Policy Officer International Marine Policy & Liability Transport Canada 330 Sparks Street Ottawa, Ontario K1A 0N5 Email: genevieve.st-amour@tc.gc.ca Telephone: 613- 991-6015 The outcome of these consultations will be taken into account in the development of the final draft of these regulations that will be subsequently published in the Canada Gazette, Part I, along with a Regulatory Impact Analysis Statement. All stakeholders will then have a period of 60 days for comments on that first publication and the outcome will again be considered before the final regulations are published in Canada Gazette, Part II, which will determine the date when the regulations will enter into force.

NEWS BRIEFS A century of regulated maritime safety

By Jeffrey Smith, Chair, National Council, CIMarE

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his April brings the centenary of the most infamous of maritime disasters, the loss of 1,517 lives in the sinking of the RMS Titanic on her maiden voyage. Marine safety — perhaps most of all for passenger ships — has evolved all out of recognition in the time since. But we continue to see the loss of such ships in apparently avoidable accidents, most recently the MV Costa Concordia. 2012 also marks the 10th anniversary of the loss of the passenger ferry Le Joola off Senegal and the 25th anniversary of that of the Philippine ferry Doña Paz. The Titanic can be said to have launched the revolution in marine safety generally and passenger vessel standards in particular. In a time of evolving social norms and a greater regard for human life, the public response to the horror was unavoidable in developed, western countries. The legislative response among the leading shipping nations was immediate, if held up for a time during the First World War, with London hosting the first Safety of Life at Sea (SOLAS) convention. From that meeting of 13 states, common standards for construction, navigation and life-saving equipment were developed.

It would be only in 1933, after a second SOLAS convention, that a treaty-based regime for shipping regulation among maritime states became operative.

Today’s SOLAS treaty, dating from 1974, has been added to in far-ranging

ways, encompassing significant technical, crewing competency and process management standards.

In the end, the challenge of safe technology is being met. And maritime safety is arguably no longer a question of stringent regulation. The marginal utility of both approaches to arriving at marine safety, if still vital, is starting to be revealed. The challenges of technology (ship stability, for example) have largely been sorted out and continue to be refined with unprecedented global co-ordination, in large part because of the work of the International Maritime Organization. The challenges that remain for safety of life at sea, including in cruise ships, are at their most basic human challenges. They are — the accidents and scholarly studies show us — ones about human performance which means the training and watchkeeping competency of crews, corporate shoreside support to achieve safety in a culture of mutual reliance and trust, and of equipping mariners with a strong sense of judgment. A century after the Titanic, the goal of achieving maritime safety is less and less about regulation. It is — and always was — a matter of the social construct of the industry. That is where the next revolution is to be won.

Jeffrey Smith is a former RCN chief engineer and an Ottawa lawyer and law professor. He is counsel to classification societies and foreign governments on maritime safety and regulation.

2012 Mari-Tech Conference & Expo: Re-Birth of the Marine Technical Community

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April 10 - 11, 2012 Hampton Inn Ottawa Conference Centre

he Mari-Tech Society of Canada, the Society of Naval Architects and Marine Engineers (SNAME), Eastern Canadian Section, and the Ottawa Branch of the Canadian Institute of Marine Engineering (CIMarE) invite you to Mari-Tech 2012 — April 10 - 11, 2012 at the Hampton Inn and Conference Centre in Ottawa, Ontario.

Co-chaired by Jeffrey Smith (Chair, National Council and Ottawa Branch Representative, CIMarE), and Glenn Walters, (Chair, Eastern Canadian Section, SNAME), Mari-Tech 2012 features presentations including: • Meeting challenges, avoiding disasters: Canadian marine safety for the 21st century.

• Skating on thin ice: The IMO Polar Code.

• Challenges and opportunities in supporting the current and future Royal Canadian Navy fleets.

• MEPC 159 Regulation and ways of sewage treatment onboard.

• Design space exploration in the context of naval auxiliary ships.

• The Navy’s technical history: Should the past guide the future?

Plus exhibitors: MAN Diesel & Turbo / Thordon Bearings Inc. / Wartsila / Sperry Marine / International Paint / 3M Canada / ABB Turbo / Jastram / Schottel, Inc...and many more!

Visit www.mari-tech.org to register.

The RMS Titanic, April 1912.

Visit BC Shipping News at the Mari-Tech 2012 Trade Show!

BOOTH 29 April 2012 BC Shipping News 7

INDUSTRY traffic Hiring update from Seaspan Marine Corporation

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s Seaspan Marine Corporation ramps up activities on the NSPS contract, a number of new faces, new titles and new opportunities have been announced.

New faces

Brian Carter, President, Seaspan Shipyards — Brian was one of the first to be hired to reflect the growing needs of Seaspan. He assumed the role of President, Seaspan Shipyards in January and is responsible for delivering the long-term strategic plans of Seaspan’s three shipyard operations (Vancouver Drydock, Vancouver Shipyards and Victoria Shipyards).

Ann-Britt Everett, Manager, Talent Acquisition — One of the most important roles within Seaspan Marine Corp. during this time of growth is the person in charge of hiring. Ann-Britt’s immediate focus will be to improve recruitment processes and ensure that key resources are sourced and retained for the Federal Fleet Renewal program, as well as for all Seaspan Marine Corporation companies. Ann-Britt will also oversee immigration and relocation processes and play a lead role in implementing technology to streamline applicant tracking, recruitment and employee on-boarding.

New title

business activities to the Government of Canada, activities directly and indirectly related to the contract.

The supplier registration portal is open to all suppliers worldwide who seek to do business with Seaspan.

Registration on the site does not commit Seaspan to any specific course of action or guarantee any organization will be considered for future procurement opportunities.

All interested suppliers are invited to register at http://www.seaspan.com/ supplier_registration.php. Supplier selection will occur once the individual ship contracts are negotiated with the Government of Canada and ship designs/specifications are finalized.

Brian Carter Photo credit: Anita Alberto Photography

John Shaw, Vice President, Government Relations & Business Development — John’s key role in securing the NSPS contract has led to a promotion. Previously Vice President, Program Management, John’s new position reflects his strong experience in the marine industry and his ability to develop and implement strategies that have successfully led to the current growth status of Seaspan Marine Corp.

Seaspan’s website: www.seaspan.com/ careers.

“We have received roughly 2,400 resumes since October,” said Everett.

“Since we began posting specific positions in February, we’ve had at least another 300 from all over the world.”

As of the date of print, the following positions had been posted: • Vice President, Program Management • Vice President, Technical • Director, Engineering, New Construction • Director, Planning & Production Control • Program Manager, New Construction • Manager, New Construction Estimating • Manager, Corporate IRB and Value Proposition • Deputy Program Manager, New Construction • Manager, Production Engineering • Terminal Maintenance Supervisor • Director, Supply Chain Mgmt., New Construction Supplier Self-Registration Portal.

This new portal will establish a single database of all potential suppliers to match procurement operations with profiles. It will also establish more rigour in supplier qualification and development.

For the duration of the contract, Seaspan must deliver and report on its

New opportunities

Positions related to shipbuilding, ship repair, marine transport and corporate operations in Vancouver, Victoria and other West Coast ports, as well as positions related to the NSPS are posted and updated frequently on 8 BC Shipping News April 2012

John Shaw

Ann-Britt Everett

letter to the editor Mainstream media ignoring facts, focusing on fear

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ublic opinion on the merits or otherwise of the Northern Gateway project is being formed from information disseminated by the local and national press in all its forms.

Sadly, a large part of the coverage has been based on emotion and presumption but very little fact. To some extent, your publication has attempted to address some of the issues with knowledgeable comment and balanced opinion — I offer my two cents worth.

Much has been made of the product which will be carried on the outward voyages from Kitimat which, with some disdain, is reported as bitumen or, even worse, tar. In my past, I served on three tankers which were designed to carry bitumen exclusively loading at ports in the Caribbean for discharge at ports in Europe, West Africa, the United States and within the Caribbean.

In order to remain fluid and pumpable, the bitumen we carried on those ships was heated (I seem to recall it was loaded at a temperature of 300°F and maintained at a minimum 270°).

Whilst I am not aware of any spillage of bitumen from those ships, and certainly not during my voyages, it is easy to imagine how, in the event of spillage, the bitumen, on contact with colder water would rise rapidly to the surface (it is much lighter than salt and even fresh water), would cool rapidly and coagulate. I have no doubt that small amounts could have been rolled up into oil barrels.

I have no idea how that bitumen product would compare with that coming from the oilsands.

Much has been made also of the size of the ships to be employed in carrying the product from Kitimat to market — 320,000 deadweight tonnes has been quoted which is many times bigger than the ships on which I sailed. From a safety point of view, and ignoring the economics, one can imagine the potential for congestion and increased risk of

collision if say 10 32,000-deadweight tonne ships were used in place of each of the proposed supertankers.

In speculating on the inevitability of a collision or grounding it has been assumed that the whole cargo will be spilled. This is not correct. In addition to increased safety resulting from double-hulled tanker construction one should understand that the space in which the cargo is carried is divided into smaller, separate tanks. There is absolutely no reason why, in the unlikely event of an accident, spillage would not be confined to a small percentage of the total cargo.

In most of the maritime accidents resulting in significant oil spillage — including the Exxon Valdez and the Torrey Canyon — opportunities to minimize damage by removal of the majority of the oil onboard existed for several days.

Unfortunately, delays in responding to the initial accident, often through indecision, succeeded in aggravating the situations beyond the point of mitigation.

In the case of the Northern Gateway, I would be interested to know if any consideration has been given to how

quickly and from where relief tankers could be brought in as it might become necessary to remove remaining oil from a ship in the event of an accident penetrating one or more cargo compartments.

The views and advice of the marine industry have not been sought by the national press or, if they have been sought, they have not prominently appeared. One does not have to stray far for valuable input — to mention a few: we have a pilotage authority which has an outstanding safety record providing knowledgeable and experienced pilots to guide all ships within B.C. waters; we have a towboat industry with wide experience in their particular field; we have at least one marine architect recognized globally as a foremost authority on escort tugs utilized in situations similar to what will be experienced here; there is much valuable knowledge available within the Chamber of Shipping of British Columbia and the members of the Company of Master Mariners. I believe none of these are conflicted in this matter.

George A. Adams West Vancouver, B.C.

April 2012 BC Shipping News 9

INDUSTRY INSIGHT

Innovative leadership... just like the industry Greg Wirtz, President North West and Canada Cruise Association When it comes to understanding the cruise industry in British Columbia, there are few who can match the knowledge and experience of Greg Wirtz, President, North West and Canada Cruise Association.

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oming from Port Metro Vancouver where, as Manager of Trade Development, his focus had been on growing the local cruise industry, Greg Wirtz now represents the very companies he would approach for business. Gaining the perspective from both sides of the fence is a rare opportunity for many of us and Greg’s current leadership within the cruise industry clearly demonstrates the value of a well-rounded career.

BCSN: You’ve been in your current position as President of NWCCA for one year now but your history with the cruise industry dates back almost 20. Before we get into the issues, could you tell us how your past role has provided the qualifications needed for your new responsibilities?

GW: I came into the cruise portfolio at Port Metro Vancouver (PMV) when the expansion of Canada Place was underway in 1999. Over the years, I worked on a number of initiatives that benefitted the cruise industry — for example, the Canada Place Shore Power tttt and U.S. Direct (a travel program to route passengers directly from the Vancouver International Airport to the cruise terminal) — as well as took on

10 BC Shipping News April 2012

leadership roles with regional cruise associations, including the Cruise Industry Association of B.C., Cruise BC and the Pacific Rim Cruise Association.

All of these tasks have led to a greater understanding of the needs of the cruise lines as well as the unique aspects of this geographic market.

At the Port, my role was essentially to develop and lead execution of annual marketing plans and budgets for cargo and cruise sectors and also develop and implement programs and incentives that supported PMV objectives. My involvement with regional cruise associations provided an opportunity to work with other ports, destination marketing organizations and government representatives on cruise issues that were wider in scope than just Vancouver. We collaborated on feasibility and market studies and established a business case for British Columbia as a viable cruise destination.

All of these tasks have led to a greater understanding of the needs of the

cruise lines as well as the unique aspects of this geographic market.

BCSN: Could you provide some historical context for the NWCCA? How did the association get started?

GW: The NWCCA actually represents a success story of the cruise industry in Vancouver. The cruise lines formally established the association here in 1986 to undertake passenger screening operations — a responsibility that, under Canadian law, falls to the ship.

Essentially, the lines invested in a collective entity to perform this function and since that time have broadened their reach to represent their common interests in Alaska as well as in Washington State, Hawaii and most recently in the Atlantic and St. Lawrence areas.

While NWCCA represents the lines’ interests throughout Canada and the Pacific North West, we work closely with other cruise line associations — such as the Cruise Line International Association (CLIA) — on many issues that overlap regions. We have a very symbiotic relationship and assist each other in areas such as government relations, security and operations and draw on each other’s expertise as needs arise.

INDUSTRY INSIGHT BCSN: What is the economic impact of cruise for the Pacific North West?

GW: Roughly, the industry contributes $1 billion in direct and indirect benefits in Alaska; $1 billion in B.C. and $1 billion in Washington State. Those numbers aren’t exact but they give you a good idea of the size of the industry and its importance to local economies.

We last did a full economic impact study in 2007 and are currently working with Canadian ports, the cruise lines and regional cruise associations across Canada to update this study for the 2012 season.

There’s an opportunity here in the Pacific North West to grow the business for everyone and I think this can best be accomplished by collaboration...

Since 2007, there has been some loss for B.C., mostly due to a downturn in the home port business in Vancouver, but that business is rebuilding as is the activity in Alaska. The decline was a combination of factors: the Alaska head tax pushed some ships out of the market; impacts from global economic circumstances meant lower demand; and some business shifted from Vancouver to Seattle. We also saw a shift away from open jaw cruises across the Gulf of Alaska which resulted in less people staying in hotels, visiting sites like Denali Park and Fairbanks, or flying in and out of Anchorage. That business is coming back now. Turning the corner on the Alaska head tax was really important. It’s not all fixed but we have started to grow again. Vancouver’s volumes jumped substantially last year; 2012 will be up a little and 2013 will be up significantly.

BCSN: In developing a destination for the cruise market, it would seem that there are a lot of external factors — both positive and negative — that come into play and regardless of how much you market, there are some issues that are beyond a community’s control. Could you comment on this in the context of the B.C. market?

GW: While I was at the Port, that was a driving force of a lot of our efforts — identifying impediments such as air access, air lift, cost and the increased difficulty of moving between the U.S. and Canadian borders. Offsetting that is the passenger experience in Vancouver. When Disney president Karl Holz recently announced the return of the Disney Wonder to Vancouver following the 2012 season in Seattle, he provided a succinct summary of the situation in an article with USA TODAY. He said that Vancouver’s closer proximity to Alaska allows for a slightly better seven-night itinerary, with more time in Alaska ports. The line also received great feedback about Vancouver from customers who sailed out of the city in 2011. “One of the clear messages (from customer surveys) was they enjoy the Vancouver experience,” Holz said. He also noted that the line switched to Seattle in part because it thought customers would have an easier time finding flights at affordable prices. But the line’s experience in Vancouver showed that customers weren’t deterred by higher fares for flights.

When you look at costs for both the air side and the ship side, the extra fuel

it takes to operate out of Seattle might add as much as $50 to the price of the cruise. Flight costs could be as much as $200 per person so the ship might save fuel costs but the passengers are still paying more. The cruise line has to factor both of these in to ensure the cost of the cruise remains within an affordable range for their guests.

BCSN: Regarding the shift of some business from Vancouver to Seattle over the past few years, could you comment on how that affected the market here in British Columbia?

GW: Seattle’s growth as a home port has allowed the market here to diversify and has increased British Columbia’s appeal as a destination in its own right.

Victoria, Nanaimo, Prince Rupert, Port Alberni — all have developed a local cruise industry that benefits their community by generating jobs and income.

There’s an opportunity here in the Pacific North West to grow the business for everyone and I think this can best be accomplished by collaboration of the home ports of Vancouver and Seattle through initiatives like developing itineraries with dual embarkation or one-way cruises from Vancouver to Seattle and vice-versa. But it will take

Greg thanks the Miami Dade Police for the use of their horse during a marketing scheme for Cruise BC at Seatrade Miami.

April 2012 BC Shipping News 11

INDUSTRY INSIGHT

Greg with Charlie Ball, President, Princess Tours, during a panel session at Seatrade Cruise Shipping Miami. teamwork and co-operation amongst the ports to move these ideas further along. One of the benefits I found when working with cruise associations in the province was that the association structure allows you to look at issues beyond your own organization. From a cruise line’s perspective, they don’t play favourites — they respect the fact that there is competition between destinations but the real competition lies with other leisure activities like all-inclusive resorts or independent travel. The first challenge is to get people to choose a cruise for their vacation.

BCSN: Do the cruise lines take that cooperation into consideration when deciding on new itineraries?

GW: Each line is driven by their own set of needs but let’s say I just built the Oasis of the Seas and now I have a voyager-class ship that doesn’t work in that market anymore and I need to move it. Where? I’m going to start with a market and then figure out where I’m going to work within that market. The market benefits greatly when the local community helps to define assets and resolve regional differences. If there are air quality issues in Victoria, it’s an issue for the market. It doesn’t mean the Alaska Cruise Alliance needs to fix that problem but they can get further ahead if they work together because Juneau has also dealt with air quality issues and it’s the same ship that will 12 BC Shipping News April 2012

visit both ports. The cruise lines want to know that they have teams on the land side that are working together to help them overcome these kinds of issues. There is a lot to gain by standing together no matter which side of the border you’re on.

BCSN: Do you think there will ever be changes to the Passenger Services Act that will remove the necessity of having an international port visit in between two national visits?

GW: The NWCCA takes the same stance as CLIA when it comes to the U.S. Passenger Services Act or Canadian cabotage regulations: we haven’t taken a position on any federal legislation.

The decision of whether to repeal or modify these regulations involves complex issues where cruise is only one piece of the puzzle. Since the foreign passenger vessel industry, from its inception, has been engaged in international voyages, modifications to the Acts would not impact the majority of our current operations. While some ports might want to see changes based on speculation that it would improve their business, we don’t look at it that way. Existing laws have been in place for over 100 years and the industry is accustomed to working within the parameters set.

BCSN: What sort of trends are you seeing in the industry? Things like vessel size and itineraries?

GW: Globally, the cruise industry has seen spectacular growth and diversification over the years. Using Alaska as an example — which is one of the longest held cruise markets — it’s seen its share of growth in number of ships; in sizes of ships; the demographic and profile of the passengers; the experiences, the destination. The industry has really grown and evolved to embrace a much broader set of opportunities for its passengers.

BCSN: With the introduction of the Oasis and Allure — the largest cruise ships in the world — do you think this is now the trend and we’ll be seeing even bigger ships?

GW: There are no ships on the order books that I know of that are larger.

I think the question of size has been posed with every class of ship that has been built in the modern era — how can they get any bigger — and yet they do. Every time a new ship is built, years of experience and lessons from past builds go into it. When the Oasis-class ship was introduced, a new terminal had to be built in Ft. Lauderdale to accommodate it. There was a worry that the process for embarkation and disembarkation of that many people couldn’t be done in the same frame of time as you have for smaller ships yet the performance speaks for itself. The industry has done extremely well in providing innovative solutions. There haven’t been any issues with processing passengers.

BCSN: Recognizing that we won’t see that size of ship here for some time to come, do you think the expansion of the Panama Canal will change itineraries?

GW: It will and probably in ways that we don’t fully appreciate. When you look at the limits the existing canal put on the movement of ships, so many of the previous generations of ships were built to a Panama Canal standard and that became the standard of the ships operating in this area because it fit well with the seasonality of our business.

As bigger ships were built, the thinking was that they would keep them in

INDUSTRY INSIGHT the Atlantic and keep the panamax-size vessels in the Pacific. That has changed already — there are currently post-Panamax ships here in the Pacific and they operate all year round. That has helped spread the globalization of the industry and grown the business in places like Latin America and Asia.

The North American Emission Control Area (NA-ECA) that is coming into force this August will create a whole new set of challenges for the industry...

BCSN: Locally, some ports like Campbell River and Port Alberni seem to have stalled in their efforts to build a cruise industry. What sort of factors does a cruise line consider when planning itineraries?

GW: First and foremost, there are no guarantees when it comes to developing a destination for cruise lines. It is a fluid business. The ebbs and flows of Mexico are a good example of that — the cruise industry would prefer to have a bigger presence there but they’re operating in consumer markets and when there are consumer issues with the tourism industry in Mexico it forces the cruise lines to change their patterns. It becomes issues for some destinations and opportunities for others. In B.C., there have been challenges for some ports in becoming destinations, not because they’re not good ports or destinations but because of broader global consumer issues.

Another example of a global trend that has affected itineraries can be seen in factors that affect operating costs such as fuel. Using Alaska as an example, it is a fuel-intensive itinerary because of the distance covered. As fuel costs continue to increase, it forces choices in the way lines operate and yet Alaska continues to grow because consumer demand supports the growth of that market.

The North American Emission Control Area (NA-ECA) that is coming into force this August will create a whole

new set of challenges for the industry that need to be considered and there will likely be more changes in the way itineraries are developed in the future as a result of the new realities of fuel supply and costs.

BCSN: I understand there are issues with obtaining a supply of low-sulphur fuel that matches the requirements for NA-ECA. For the cruise lines operating within the 200 nautical mile zone of NAECA, what are they going to do this season for supply?

GW: The first thing to note is that the cruise industry doesn’t have a track record of just following. We have been out in front of ECA from the outset proposing ways to balance the goals behind the regulations and hoping to maintain the viability of the industry. We’re still working with government representatives in Canada, the U.S. and the flag states on how best to achieve the goals of ECA. We’ve heard clearly from fuel suppliers that the low-sulphur fuel being mandated under ECA is not available on the West Coast. If the lines were not the leaders they have shown themselves to be within the shipping industry, it might be easier to go back to government and simply tell them we can’t comply without the supply. Instead, the industry has proposed an equivalency model which is based less on the specific

fuel that is available and more on the performance against the standard. If the goal is to protect the environment and public health by reducing sulphur emissions, the important thing to do is to free industry to develop innovative ways to achieve that. If we focus solely on fuel sulphur content, we’ll miss opportunities for technological innovation. Time and time again, the cruise industry has proven itself in its ability to take the lead on many technological advancements.

As an industry, we have taken that message to representatives in Ottawa.

Ultimately, fuel availability issues serve to reinforce the value of this equivalency model as a solution. Essentially, what we’re saying is: focus on the emission goal and let us manage fuel consumption — for example, in populated port areas we can do substantially better through innovations like shore power.

BCSN: If the government insists on focusing only on fuel, what will that do the proliferation of shore power?

GW: If we focus only on fuel, it may just negate the value of the investments that governments, ports and industry in Canada have already made in shore power and disincent future investments. That’s the thing — the intention behind ECA has always been about improving the environment and

Greg with George Kowalski, Vancouver Shipyards, and Barry Penner, then MLA for Chilliwack and member of the Pacific North West Economic Region, during Seatrade.

April 2012 BC Shipping News 13

INDUSTRY INSIGHT public health, and governments have struggled in how to achieve that. The industry didn’t wait to start developing alternative technologies — for example, scrubbers onboard ships weren’t based on ECA. Technologies like scrubbers and shore power have the opportunity to be advanced on the basis of ECA if we allow them and we should be encouraging this. Wherever shore power eliminates or greatly reduces emissions, we should be incenting the development and use of it.

Interestingly enough, the Government of Canada has just announced a $27 million funding program for any Canadian port that wants to build on the success of what was done at Canada Place. For Transport Canada, it greatly benefits them to take advantage of the technologies in which they’re already investing.

BCSN: How does a port decide whether shore power is a viable option for them?

GW: Doing a feasibility study is always a good first step. From my experience in Vancouver, the feasibility study was based on a set of criteria developed by the cruise industry. You need to consider whether there is a supply of clean electricity available at a reasonable rate; whether government, port and industry representatives can

partner on the initiative; and most importantly, whether the frequency of regular calls by ships that are capable of connecting by shore power would provide an adequate return on investment. You wouldn’t build shore power to try to attract cruise business — it’s something that’s marketable for the port but to date it has not been the driver of itinerary decisions.

What we want is to innovate and achieve the health and environmental goals in the entire region.

BCSN: Noting that Victoria’s Ogden Point has been the target of complaints by residents of James Bay, do you think Victoria would be a good candidate for shore power?

GW: Yes, they have many of the attributes that would make for a successful shore power project. It is being promoted in the community as one of the solutions to concerns over air emissions but there are questions that still need to be resolved — for example, the supply of electricity to Vancouver Island (which comes from the Lower Mainland) and whether sufficient capacity can be dedicated to cruise ships and at what cost. The frequency of calls

Greg with Cees Deelstra, VP, Nautical Operations, Holland America Line and Shaun Stevenson, VP, Business Development, Prince Rupert Port Authority.

14 BC Shipping News April 2012

is obviously positive in Victoria’s case but one of the challenges the Greater Victoria Harbour Authority is trying to overcome is the length of the calls.

There’s a connect and disconnect period with the ship and in order for shore power to make sense, you need a minimum amount of connection time for it to be beneficial.

There are other candidates as well — Halifax, for example, is a leading candidate to be the first in Eastern Canada to install shore power.

Getting back to the supply of fuel for a minute, we recently heard that Atlantic Canada might be in a better position to obtain a supply of low-sulphur fuel.

That’s great but we feel it’s important not to have preferential treatment for any given region. Recognizing that Canada and the U.S. have already exempted the Great Lakes and have allowed for vessel averaging for emission measurements, the cruise industry doesn’t want to have different rules for different regions. What we want is to innovate and achieve the health and environmental goals in the entire region. Equivalencies are provided for under the international MARPOL regulations but they just haven’t been tested in law yet. We’re making slow and steady progress on this. Transport Canada has said all along that they don’t want to be prescriptive, they want regulations to be performance-based so we’re optimistic.

BCSN: Looking at how the cruise industry is often first to develop new technologies, what other innovations has the industry developed that can now be seen in other shipping sectors?

GW: There are a lot of technologies as well as best practices in managing efficiencies — the industry is learning from each other all the time. Cruise is a leader because its’ cost driven — the model is based on filling the ship so you have to set a price that will encourage people to book a cruise. If you want to be successful, you manage your costs and we do that very well. A good example of that is reducing consumption and

waste through managing everything that comes onboard the ship. Food, for example — incredibly sophisticated algorithms are created to manage supply and ordering. Our members also go to great lengths to reduce waste — in some cases, packaging is eliminated before products are brought onboard, or replaced with re-usable packaging.

Some lines have eliminated plastic cups, straws and other packaging and have opted for bulk dispensers for things like condiments.

Treating waste water and sewage is another example of how the cruise industry is at the leading edge of technology. It’s fair to say that, as an industry, we could put our systems up against virtually any land-based facility. Our advanced waste water treatment systems are state of the art. The systems onboard cruise ships 10 years ago are now being put in place in land-based plants and being hailed as pioneering technology. Washington State, for example, is very excited about new waste water treatments being installed that use the very same technology the cruise industry put in place 10 years ago.

Our industry represents a field of leaders in every aspect. While some initiatives are not necessarily “environmental”, anything that improves efficiency ultimately benefits the environment — LED lighting, for example, which reduces fuel consumption and therefore has a positive effect on lessening our impact on the environment.

Vacuum and low-flow flush toilets are another example of how we reduce consumption.

BCSN: How do you afford implementing all of these new technologies and not have prices for cruises that are beyond reach for the public?

GW: The beauty of technological innovation is applying capital costs to reduce operating costs. A lot of the innovations are based on that. Our industry is making investments by reducing operating costs and at the same time, reducing the environmental impact.

BCSN: While environmental issues must consume a great deal of your time, April 2012 BC Shipping News 15

INDUSTRY INSIGHT there are other issues that the cruise industry must also address. One subject that comes to mind is security. Since the terrorist attacks in 2001, there must be an increased sensitivity to onboard security — could you provide insight into that?

GW: This is a good opportunity for me to dispel the myths around the security business pre-2001. The cruise industry has been remarkably consistent over the years and ahead of the curve on security — not just from the ship but from the port side as well.

I give a lot of credit to the people at Port Metro Vancouver for having the foresight in rebuilding Canada Place from end to end pre-2001 and taking into account best security practices and technology. The Port did a great job of tying in terminal operations with screening functions that the cruise lines do.

BCSN: While screening procedures to get passengers onboard the ship is one aspect of security, what about the increased requirements for cross-border travel?

GW: Yes, that’s a big issue for our

About Greg Wirtz

G

reg joined Port Metro Vancouver in 1990 and worked his way through the organization to become Manager, Trade Development where he led the PMV Trade Development team to successfully deliver results of a corporate strategic initiative to confirm PMV’s most important customers, what they value most and why.

While at the Port, Greg managed all aspects of cruise operations and marketing as well as managed staff, developed marketing and operating plans and budgets, managed internal project teams and external customer and stakeholder relationships. He also led complex business process improvement projects, undertook operations and market research and analysis and presented to internal and external audiences on a wide range of subjects.

In addition to leading PMV cruise operations to achieve top results based on passenger satisfaction surveys and independent ratings, including the highest rating of all cruise home ports in North America, Greg led the development and implementation of the U.S. Direct Program in conjunction with cruise lines, Vancouver Airport Authority, CBSA and US CBP, and the highly successful, multiple award-winning shore power project. As an outcome of this project, Port Metro Vancouver became just the third port globally to provide shore power for cruise ships and the first in Canada.

Taking on roles beyond the Port, Greg founded and chaired Cruise BC Association for the first four years and led development and implementation of an association governance model, organization and committee structure, sustainable funding model, business plans, marketing, communications and advocacy plans and budgets. He also facilitated and presented comprehensive cruise home port competitive analysis to a targeted group of CEOs representing Port Metro Vancouver, Tourism Vancouver, Vancouver Airport Authority and the BC Ministry of Tourism.

Greg lives in Vancouver with his wife Susan and children William and Natasha. In addition to parenting, travel and many athletic pursuits (soccer, golf, tennis, running and water sports), Greg’s time away from the office is spent on home renovations and building projects. “I have rebuilt our 1929-built house from top to bottom over the last 10 years and am still not done yet!”

16 BC Shipping News April 2012

industry and we’re monitoring developments with the Beyond the Borders initiative — a joint Canadian/U.S. effort to improve security and efficiency for legitimate trade and travel. Since 2001, we’ve seen a thickening of the border and an increasing number of processes that passengers have to go through to get to the ship. We made a submission to the Beyond the Borders initiative and have also just issued a joint letter with Port Metro Vancouver to the Open Skies Coalition which the B.C. Government initiated to facilitate travel across the borders in a cost effective, non-prohibitive way. That’s one of the biggest impediments to Vancouver as a home port — the cost of getting here is burdened by repetitive clearance processes, as many as four border clearances in Vancouver for passengers on a one-week cruise.

BCSN: What about the issue of passenger safety, especially in light of the Costa Concordia incident?

GW: First and foremost, the industry is deeply concerned about the loss of life and has sympathy for the families who lost members as well as for the passengers who were put through the trauma of an emergency. We also have a great sense of gratitude for all of the rescuers and volunteers who reacted quickly to safely evacuate more than 4,000 people. While the investigation is ongoing, we can’t comment specifically on the Costa Concordia but it’s important to note that we’re not waiting for the investigation to be complete to take action. For example, the industry has implemented a global policy that muster and evacuation drills must be performed before the ship leaves its home port. The IMO SOLAS requirements call for a 24-hour period to conduct these drills but our industry has now made it standard on every cruise ship globally to conduct drills before leaving the dock. The other thing the industry announced right away is a comprehensive operational safety review — again, not waiting for the investigation to be complete.

INDUSTRY INSIGHT I should note that the Costa Concordia incident is an incredible aberration from an industry that has a great track record of safety. The number of people who have travelled onboard cruise ships compared to the number injured demonstrates that it’s one of the safest forms of travel and vacation experiences. It’s highly regulated and it’s a safety-first industry. Is there anything else that we can learn? Always. That’s why we’re participating in the full investigation and learning everything we can. Part of the process however is letting the investigation uncover the circumstances of what happened and in parallel with that, addressing any safety issues that we can. The obvious one was the muster drill before leaving the port, we didn’t have to wait to implement that.

BCSN: Looking at the Costa Concordia in context of the West Coast, if an incident like that had happened here, are we prepared to respond to this kind of an emergency?

GW: Ships are regulated to provide for their passengers in circumstances like that to a certain standard. The lifeboats have to be able to keep people safe and contained for a period of time. You can’t prepare for every circumstance but we do undertake exercises and preparation drills in conjunction with response agencies — both here and in Alaska. We identify available resources that could help — fishing vessels, ferries, response vessels, aircraft — and we work with the ports, cruise terminal operators and government agencies on emergency exercises every year. There are terminal evacuations, muster ship evacuation drills and, my colleague, Donna Spalding, has been working with a federal group for the past six months on organizing a mass evacuation from a ship — how that would play out and what resources would be needed to deal with casualties and injuries; housing and transportation.

We also liaise with the Alaska regional response team. Their focus is on oil spills but their overall purpose is for emergency response. The silver lining

of a terrible tragedy like this is that it forces people to review their plans.

BCSN: Final question: We started this interview noting that you have the benefit of a perspective that spans both sides of the cruise industry equation — supplier and client. Could you describe the transition?

GW: It’s been a real eye opener for me and I’m grateful for the change in perspective and the challenges that come

with that. I very much enjoyed my time at Port Metro Vancouver and working with the supply side of the industry and am happy that I continue to be engaged with the local cruise industry — after all, we’re all working toward the same goal: a satisfied passenger. I’m also very grateful for the support I have received from Donna here in the office and the member cruise lines. It’s been a great experience so far. BCSN

About North West and Canada Cruise Association

T

he North West & Canada Cruise Association (NWCCA) is a non-profit association representing the major cruise lines operating in the Pacific North West – British Columbia, Washington State, Alaska & Hawaii; and in Atlantic Canada and Quebec.

Initially established in 1986, NWCCA’s role includes the development of strong partnerships with the communities where its member lines are based and those they visit.

The Association is at the forefront of initiates related to environment, security and safety, as well as community and government relations. It provides support for the work of local organizations to mitigate industry-related concerns, and to develop local opportunities. It supports economic and environmental studies related to the industry, and collaborates with government agencies to ensure a workable regulatory environment.

The NWCCA office is located in Vancouver, B.C., Canada. The Association has affiliated associations based in Alaska, Hawaii and Florida.

Member lines: Carnival Cruise Line Celebrity Cruise Line Crystal Cruises Disney Cruise Line Holland America Line Norwegian Cruise Line

Princess Cruises Oceania Cruises Regent Seven Seas Cruises Royal Caribbean Cruise Line Silversea Cruises

Board of directors: Birger Vorland, Crystal Cruises Bob Stone, Royal Caribbean Cruise Line & Celebrity Cruises Charlie Ball, Princess Cruises Christian Sauleau, Silversea Cruises Domenico Tringale, Carnival Corporation Minas Myrtidis, Norwegian Cruise Line Paul Goodwin, Holland America Line Robin Lindsay, Prestige Cruise Line (Regent Seven Seas/Oceania Cruises) Russell Daya, Disney Cruise Line For information on North West and Canada Cruise Association, please visit: www.nwcruiseship.com.

April 2012 BC Shipping News 17

2012 CRUISE SEASON

Market poised for continued growth...

Worldwide

According to statistics from the Cruise Lines International Association (CLIA), almost 16.5 million people took a cruise in 2011, surpassing the 2010 season by as much as 1.5 million passengers. Between 1980 and 2012, CLIA’s fleet will have carried an estimated 225 million passengers. With an annual growth averaging 7.5 per cent, the 2012 season is expected to reach as high as 17.7 million people worldwide.

To keep up with demand, CLIA members added 13 new ships (including one refurbished) in 2011 and expect to introduce 14 new ships (including one re-introduced). The additional capacity for the two years amounts to 32,870 new beds.

Deployment trends over the past five years shows that growth was highest in the Mediterranean and Australia/South Pacific cruise theatres as well as Transatlantic voyages.

While South America and Europe also saw solid growth, destinations such as Mexico and Hawaii experienced declines in their “bed day” allotment.

The Caribbean continues to be the top cruising geographic market with 33.7 18 BC Shipping News April 2012

per cent of total capacity, followed by the Mediterranean (20.44 per cent), Europe/Scandinavia (7.9 per cent) and Alaska (6.18 per cent).

Source: CLIA 2012 Industry Media Update.

Pacific North West

Here in the Pacific North West, with Alaska as the fourth most popular destination worldwide for cruise passengers, the 2012 season shows that the market is poised for continued growth.

Vancouver

Port Metro Vancouver is looking forward to another successful cruise season, starting with the arrival of the Crystal Serenity on April 16. This year, approximately 670,000 passengers on 191 ship calls are anticipated, a modest increase from 2011. Returning for the 2012 season, Port Metro Vancouver is excited to welcome back Princess Cruises’ Sapphire Princess.

This vessel features the Voyage of the Glaciers cruise between Vancouver and Whittier, Alaska, a seven-day, oneway itinerary with stops in Juneau, Skagway, Glacier Bay and College Fjord.

Vancouver is the only home port that offers a range of itineraries including

round trip and one-way cruises through the scenic Inside Passage. The shorter distance of this route allows guests to spend more time in Alaskan ports.

Port Metro Vancouver is also working to develop new and innovative sustainability programs and continues to work with industry leaders to reduce their carbon footprint in Vancouver.

Forty per cent of this season’s calls will be shore power-enabled, including the returning Sapphire Princess. Since launching in late 2009, the successful shore power initiative has seen 90 vessel calls connect, the equivalent of taking more than 1,500 cars off the road.

Port Metro Vancouver will also be unveiling current Blue Circle Award recipients in the spring. This is an award that recognizes emissionsreduction achievements by marine carriers that call on the Port.

Victoria

There’s never been a more exciting time at Victoria’s Ogden Point cruise ship terminal. The 2012 season is expected to bring a record number of ships and visitors to BC’s capital.

Cruise ships have been visiting Victoria in increasingly greater num-

2012 CRUISE SEASON Ogden Point continues to flourish as a gateway to Victoria and a valuable working harbour facility.

Seattle

The Port of Seattle anticipates 864,330 revenue passengers, with approximately 13 ships making 202 calls.

The season starts on May 6 and ends September 30. The cruise business in Seattle is responsible for more than 4,447 jobs, $425 million (U.S.) in annual business revenue, and nearly $19 million (U.S.) annually in state and local tax revenues. Each vessel call generates almost $2 million (U.S.) for the local economy.

Prince Rupert Port Metro Vancouver’s shore power connection. bers over the years. Less than 50 ships arrived in the year 2000. This season, 229 ship calls are expected, and Ogden Point remains Canada’s busiest cruise port of call.

The Disney Wonder and the Norwegian Jewel will make their first regular weekly visits to the port. Cruise ships are anticipated to bring more than 475,000 passengers into Victoria Harbour this year. Passengers will be welcomed to British Columbia’s Garden City by the more than 130 roses that were planted last year.

More efficient recycling services have been tested to improve service to cruise lines. By offloading waste water, recyclables and trash in Victoria, cruise ships can focus on passengers, luggage and stores while in their home ports. The new system, conceived by Norwegian Cruise Line, is currently in operation in Miami and is being tested in other ports.

Complementing the cruise ship business, the port will also be welcoming the return of fibre optic cable storage and vessel berthing. Global Marine Systems will be storing fibre optic cable in the Pier A warehouse for the next five years. The cable is used to create telecommunications links and transport power from offshore wind farms.

For 2012, the community of Prince Rupert welcomes the return of Holland America, with the MS Zaandam, along with luxury cruise lines Silverseas’ Silver Shadow and Regent Seven Seas’ Navigator. Since opening the Northland Cruise Terminal in 2004, Prince Rupert has hosted nearly 600,000 cruise guests, showcasing phenomenal wilderness and wildlife encounters, deep aboriginal culture and a multi-cultural pioneer history. Andrew Hamilton, Director of Business Development for the Prince Rupert Port Authority notes that in 2012, “The goal is to build upon the great experiences currently offered through enhancements to the diversity and capacity of our excursion prgram and growth in shore side guest services and amenities.”

Nanaimo

After a very successful launch of their new cruise terminal in 2011, the Nanaimo Port Authority is looking forward to the 2012 crusie season. In

Greeters to cruise passengers at Ogden Point in Victoria. addition to repositioning visits from Norwegian, Celebrity and Princess Cruise Lines, the World will also be making a return visit to Nanaimo for several days. Nanaimo has received positive visitor evaluations cince the cruise ships started regular calls in 2005.

With the new facility opening in May of last year, evaluations have shown an increase in visitor satisfaction form both those enjoying the diverse selection of shore excursion opportunities as well as those choosing to self-explore in the picturesque and charming downtown and waterfront area. The community is gearing up for another exciting year and plans to offer visitors the special Nanaimo hospitality. BCSN

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

April 2012 BC Shipping News 19

HISTORY LESSON

Sun, sand and picnics with the Union Steamship Company

By Lisa Glandt

Librarian/Archivist, Vancouver Maritime Museum

W

hen it’s cold and raining in Vancouver we all dream of escaping to the sunshine with warm tropical breezes. This sentiment has not changed for Vancouverites over the years but you might be surprised that one of the most popular holiday cruise destinations was just a short boat ride away at Bowen Island.

In 1920 the Union Steamship Company purchased the holdings of the Terminal Steamship Navigation Company on Bowen Island that included an estate, hotel and the steamers Ballena and Bowena. The company, established in 1889, already had a growing fleet of cargo steamers that transported cargo, mail, and passengers to the logging camps, canneries and communities along the B.C. coast.

In 1917 the Union Steamship Company acquired the Selma Park picnic grounds at Sechelt. The growing popularity of this three-hour cruise from Vancouver that then offered passengers cottages and tents for rent, a dance hall, tennis courts, bathing and boating, led towards an expansion of resort destinations and day trips that included Bowen Island.

Bowen Island was advertised as the “playground of Vancouver”. In 1921 the 20 BC Shipping News April 2012

company began construction on 100 “attractively designed” cottage bungalows and smaller camp cottages. A model farm with imported Ayrshire cattle provided fresh dairy for the campers.

The hotel was refurbished and offered lawn bowling and six tennis courts.

A dance pavilion that could hold up to 800 couples was built — said to be the largest in British Columbia at the time. A salt-water swimming pool was built alongside the lagoon and nature trails linked the cottages as picnickers enjoyed 1,000 acres maintained by the company.

In the 1920s as many as six steamers... left the Union pier on summer weekends carrying 5,000 to 6,000 people between Friday night and Sunday morning.

In 1924 the Lady Alexandra began service from Vancouver to Bowen Island.

She was a grand boat built in Scotland with a length of 225 feet, a breadth of 40 feet and a maximum speed of 14 knots. She had spacious decks that included a large enclosed saloon on the upper deck, a refreshment counter, six staterooms, a dining saloon, and had

a hardwood dance floor that extended the length of the ship. On her first trip to Bowen Island, the Lady Alexandra carried 800 passengers (she was licensed for up to 1,400). Sand from Scotland’s east coast, previously stored in the ballast holds of the Lady Alexandra and Catala, was used to improve the main beaches. The Lady Alexandra quickly became a favourite vessel that offered regular daily runs between Vancouver and Bowen Island and she reigned as “the” local excursion queen for 24 years.

In the 1920s as many as six steamers, including the Lady Cynthia, Lady Cecilia and Lady Evelyn, left the Union pier on summer weekends carrying 5,000 to 6,000 people between Friday night and Sunday morning. Some of the larger groups leaving for company picnics on Bowen Island included staff from the Longshoreman’s Union, The Bay, Woodwards, Spencer’s, BC Telephone, BC Electric and Kelly Douglas.

With the success of Bowen Island, the Union Steamship Company began to offer more day trips and holiday packages. In 1925 they joined with the PGE Railway Company to offer a sea/ rail trip on Howe Sound. The trip left at 9:30 am Sunday with a boat trip up the fjord where passengers would continue

VANCOUVER MARITIME MUSEUM via railway sightseeing cars to Squamish. Passengers returned to Vancouver by 8:30 pm and the whole trip cost a mere $2.50. Weekend trips could be taken to Toba Inlet, Loughborough Inlet and Kingcom Inlet. Longer excursions could be taken up the B.C. coast via the Inland Passage. The six-day trip covered 700 miles and made 30 to 40 stops at canneries, First Nations settlements and coastal towns all for a cost between $50 and $60. In 1926 the company added the Sechelt Hotel and 240 acres to its holdings and they renovated the picnic grounds and resort facilities.

The Union Steamship Company did feel a decline in general business during the Depression, but the summer excursion fleet to Bowen Island and the Sechelt and Selma picnic resorts remained strong. The Union’s marketing strategy was one of the driving forces behind their success — with advertising slogans that referred to the Gulf Islands as the modern “Gulf Coast Riviera”. Brochures reminded us that “the stress and strain of modern existence makes occasional relaxation an essential, and no more effective form of this can be obtained than voyaging along the shore line of this great coast for a few days. Glowing sunshine above and richtoned waters beneath bestow that perfect rest so essential to the worker…” The draw of sailing to holiday resorts close to home — including Savary Island, Lund, Buccaneer Bay, and Halfmoon Bay were advertised as practical destinations as “it scarcely seems worthwhile to spend time and money rushing to places like Honolulu and the Indies when there are seaside resorts of such beauty close…”

The cost of these local holidays and day trips also helped make them popular. Gasoline rationing was in effect during the war and this impacted highway travel. From the 1920s to 1940s, it cost $1.00 return to sail on the Lady Alexandra to Bowen Island, with an extra $0.50 for a hotel lunch. A midweek excursion (Tuesday to Friday) with hotel stay cost $10.50 and an all-inclusive week-long package cost $25.00.

A day trip to Savary Island (including a stop in Powell River) cost $2.00 for the 160-mile round trip so passengers who

wanted to commute to stops along the way found this an economic means of transportation. Tourism peaked between 1937 and 1946 — the Lady Alexandra recorded 137,000 passengers in 1937 and in 1946, 101,000 visitors were said to have arrived on Bowen Island either by way of Union vessel or Sannie boats from Horseshoe Bay. It wasn’t until the late 1940s/early 1950s that Union’s day excursions began showing a decline. The removal of gasoline restrictions, the rise of personal automobiles, new roads connecting Horseshoe Bay to the North Shore, and other ferry services operating in Howe Sound all meant competition. In November 1950 the company withdrew its services from the Sechlet peninsula and the Lady Cecilia and Lady Rose were sold in 1951. The Lady Alexandra began operating on a restricted schedule from Victoria Day to Labour Day weekend and by 1952 she was totally withdrawn from service. In 1953 Sechelt was phased out as a resort and the recreation grounds and other Union holdings eventually sold to make way for residential and commercial expansion.

If you ventured to Bowen Island today, you will find the original Union Steamship Company cottages in Snug Cove.

They maintain their original character and remind us that we don’t always need to seek relaxation in a tropical location, but instead can look to our own backyard.

Brochure promoting excursions to Bowen Island.

Weekend holiday-goers at the Union dock.

April 2012 BC Shipping News 21

2012 cruise schedule Greater Victoria Harbour Authority Ogden Point Date Apr 17, Tue May 04, Fri May 11, Fri May 12, Sat May 12, Sat May 12, Sat May 13, Sun May 14, Mon May 15, Tue May 16, Wed May 16, Wed May 17, Thu May 18, Fri May 18, Fri May 18, Fri May 19, Sat May 19, Sat May 19, Sat May 19, Sat May 21, Mon May 21, Mon May 24, Thu May 24, Thu May 24, Thu May 25, Fri May 25, Fri May 26, Sat May 26, Sat May 26, Sat May 28, Mon May 31, Thu May 31, Thu May 31, Thu May 31, Thu May 31, Thu Jun 01, Fri Jun 01, Fri Jun 01, Fri Jun 02, Sat Jun 02, Sat Jun 02, Sat Jun 03, Sun

Vessel CRYSTAL SERENITY NORWEGIAN PEARL SEVEN SEAS NAVIGATOR CELEBRITY CENTURY OOSTERDAM NORWEGIAN PEARL CORAL PRINCESS CARNIVAL SPIRIT ISLAND PRINCESS AMSTERDAM STATENDAM CELEBRITY INFINITY SAPPHIRE PRINCESS NORWEGIAN JEWEL WESTERDAM STATENDAM OOSTERDAM DISNEY WONDER NORWEGIAN PEARL CARNIVAL SPIRIT SEA PRINCESS CELEBRITY INFINITY AMSTERDAM RHAPSODY OF THE SEAS NORWEGIAN JEWEL WESTERDAM OOSTERDAM STAR PRINCESS NORWEGIAN PEARL CARNIVAL SPIRIT CELEBRITY INFINITY AMSTERDAM RHAPSODY OF THE SEAS CELEBRITY MILLENNIUM SEA PRINCESS NORWEGIAN JEWEL WESTERDAM GOLDEN PRINCESS OOSTERDAM NORWEGIAN PEARL STAR PRINCESS DISNEY WONDER

From/To Vancouver/San Francisco Astoria/Nanaimo Sitka/Vancouver Astoria/Vancouver Ketchikan/Seattle Ketchikan/Seattle San Francisco/Vancouver Ketchikan/Seattle San Francisco/Vancouver San Diego/Seattle San Diego/Vancouver Skagway/Seattle Seattle/Vancouver Los Angeles/Vancouver Ketchikan/Seattle Astoria/Vancouver Ketchikan/Seattle San Francisco/Vancouver Ketchikan/Seattle Ketchikan/Seattle Ketchikan/San Francisco Skagway/Seattle Ketchikan/Seattle Skagway/Seattle Skagway/Seattle Ketchikan/Seattle Ketchikan/Seattle Skagway/Seattle Ketchikan/Seattle Ketchikan/Seattle Skagway/Seattle Ketchikan/Seattle Skagway/Seattle San Francisco/Vancouver Ketchikan/San Francisco Skagway/Seattle Ketchikan/Seattle Ketchikan/Seattle Ketchikan/Seattle Ketchikan/Seattle Skagway/Seattle Ketchikan/Seattle

Arrival Departure 07:00 17:00 08:00 17:00 08:00 23:00 08:00 17:00 18:00 23:59 18:00 23:59 12:00 23:59 19:30 23:59 12:00 23:59 12:00 23:00 12:00 23:59 18:00 23:59 08:00 23:59 08:00 17:00 18:00 23:59 12:00 23:59 18:00 23:59 07:00 17:00 18:00 23:59 19:30 23:59 06:00 14:00 18:00 23:59 18:00 23:59 09:00 18:00 14:00 21:00 18:00 23:59 18:00 23:59 19:00 23:59 18:00 23:59 19:30 23:59 18:30 23:59 18:00 23:59 09:00 17:30 14:00 20:00 06:00 14:00 14:00 21:00 18:00 23:59 19:00 23:59 18:00 23:59 18:00 23:59 19:00 23:59 18:30 23:59

Vessel Guide Carnival Cruise Line www.carnival.com

Carnival Spirit Inaugural cruise - 2001 Length (LOA) - 960’ Draft - 26’ / Beam - 106’ Tonnage - 88,500 Passenger Decks - 12 Total staterooms - 1,062 Passenger capacity - 2,124 Total crew - 930

Celebrity Cruises www.celebritycruises.com

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

Celebrity Infinity

Specializing in the treatment and disposal of bilge water, waste fuel, waste oil, sludge and hazardous waste.

Tel: 250.380.0436 Cell: 250.858.8036 Fax: 250.380.0437 22 BC Shipping News April 2012

825 Admirals Road Victoria, BC V9A 2P1 plehmann@pwws.ca

Inaugural cruise - 2001 Length (LOA) - 965’ Draft - 26.3’ / Beam - 105.6’ Tonnage - 91,000 Passenger Decks - 11 Total staterooms - 1,025 Passenger capacity - 2,050 Total crew - 999

2012 cruise schedule

Vessel Guide Celebrity Cruises www.celebritycruises.com

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

Crystal Cruises

www.crystalcruises.com

Crystal Serenity Inaugural cruise - 2003 Length (LOA) - 790’ Draft - 97.2’ / Beam - 97.2’ Tonnage - 68,000 Passenger Decks - 9 Total staterooms - 535 Passenger capacity - 1,080 Total crew - 635

Disney Cruise Line www.disneycruise.com

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

Greater Victoria Harbour Authority Ogden Point Jun 04, Mon Jun 07, Thu Jun 07, Thu Jun 08, Fri Jun 08, Fri Jun 08, Fri Jun 09, Sat Jun 09, Sat Jun 09, Sat Jun 10, Sun Jun 10, Sun Jun 11, Mon Jun 14, Thu Jun 14, Thu Jun 14, Thu Jun 15, Fri Jun 15, Fri Jun 15, Fri Jun 16, Sat Jun 16, Sat Jun 16, Sat Jun 17, Sun Jun 18, Mon Jun 20, Wed Jun 21, Thu Jun 21, Thu Jun 22, Fri Jun 22, Fri Jun 22, Fri Jun 23, Sat Jun 23, Sat Jun 23, Sat Jun 24, Sun Jun 24, Sun Jun 25, Mon Jun 28, Thu Jun 28, Thu Jun 28, Thu Jun 29, Fri Jun 29, Fri Jun 29, Fri Jun 30, Sat Jun 30, Sat Jun 30, Sat Jul 01, Sun Jul 02, Mon Jul 05, Thu Jul 05, Thu Jul 06, Fri Jul 06, Fri Jul 06, Fri Jul 07, Sat Jul 07, Sat Jul 07, Sat Jul 08, Sun Jul 09, Mon Jul 10, Tue

CARNIVAL SPIRIT CELEBRITY INFINITY RHAPSODY OF THE SEAS WESTERDAM GOLDEN PRINCESS NORWEGIAN JEWEL OOSTERDAM STAR PRINCESS NORWEGIAN PEARL SEA PRINCESS DISNEY WONDER CARNIVAL SPIRIT RHAPSODY OF THE SEAS AMSTERDAM CELEBRITY INFINITY GOLDEN PRINCESS NORWEGIAN JEWEL WESTERDAM OOSTERDAM STAR PRINCESS NORWEGIAN PEARL DISNEY WONDER CARNIVAL SPIRIT SEA PRINCESS RHAPSODY OF THE SEAS CELEBRITY INFINITY GOLDEN PRINCESS WESTERDAM NORWEGIAN JEWEL OOSTERDAM STAR PRINCESS NORWEGIAN PEARL DISNEY WONDER SEA PRINCESS CARNIVAL SPIRIT CELEBRITY INFINITY RHAPSODY OF THE SEAS AMSTERDAM WESTERDAM NORWEGIAN JEWEL GOLDEN PRINCESS NORWEGIAN PEARL OOSTERDAM STAR PRINCESS DISNEY WONDER CARNIVAL SPIRIT RHAPSODY OF THE SEAS CELEBRITY INFINITY NORWEGIAN JEWEL GOLDEN PRINCESS WESTERDAM STAR PRINCESS NORWEGIAN PEARL OOSTERDAM DISNEY WONDER CARNIVAL SPIRIT SEA PRINCESS

Ketchikan/Seattle Skagway/Seattle Skagway/Seattle Ketchikan/Seattle Ketchikan/Seattle Skagway/Seattle Ketchikan/Seattle Skagway/Seattle Ketchikan/Seattle Ketchikan/San Francisco Ketchikan/Seattle Ketchikan/Seattle Skagway/Seattle Sitka/Seattle Skagway/Seattle Ketchikan/Seattle Skagway/Seattle Ketchikan/Seattle Ketchikan/Seattle Skagway/Seattle Ketchikan/Seattle Ketchikan/Seattle Ketchikan/Seattle Ketchikan/San Francisco Skagway/Seattle Skagway/Seattle Ketchikan/Seattle Ketchikan/Seattle Skagway/Seattle Ketchikan/Seattle Skagway/Seattle Ketchikan/Seattle Ketchikan/Seattle San Francisco/Ketchikan Ketchikan/Seattle Skagway/Seattle Skagway/Seattle Sitka/Seattle Ketchikan/Seattle Skagway/Seattle Ketchikan/Seattle Ketchikan/Seattle Ketchikan/Seattle Skagway/Seattle Ketchikan/Seattle Ketchikan/Seattle Skagway/Seattle Skagway/Seattle Skagway/Seattle Ketchikan/Seattle Ketchikan/Seattle Skagway/Seattle Ketchikan/Seattle Ketchikan/Seattle Ketchikan/Seattle Ketchikan/Seattle Ketchikan/San Francisco

19:30 18:00 09:00 18:00 19:00 14:00 18:00 19:00 18:00 06:00 18:30 19:30 09:00 12:00 18:00 19:00 14:00 18:00 18:00 19:00 18:00 18:30 19:30 06:00 09:00 18:00 19:00 18:00 14:00 18:00 19:00 18:00 18:30 12:00 19:30 18:00 09:00 12:00 18:00 14:00 19:00 18:00 18:00 19:00 18:30 19:30 09:00 18:00 14:00 19:00 18:00 19:00 18:00 18:00 18:30 19:30 06:00

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

April 2012 BC Shipping News 23

2012 cruise schedule

Vessel Guide

Greater Victoria Harbour Authority Ogden Point Jul 12, Thu Jul 12, Thu Jul 12, Thu Jul 13, Fri Jul 13, Fri Jul 13, Fri Jul 13, Fri Jul 14, Sat Jul 14, Sat Jul 14, Sat Jul 14, Sat Jul 15, Sun Jul 15, Sun Jul 16, Mon Jul 19, Thu Jul 19, Thu Jul 19, Thu Jul 20, Fri Jul 20, Fri Jul 20, Fri Jul 20, Fri Jul 21, Sat Jul 21, Sat Jul 21, Sat Jul 22, Sun Jul 23, Mon Jul 25, Wed Jul 26, Thu Jul 26, Thu Jul 26, Thu Jul 27, Fri Jul 27, Fri Jul 27, Fri Jul 28, Sat Jul 28, Sat Jul 28, Sat Jul 28, Sat Jul 29, Sun Jul 30, Mon Jul 30, Mon Aug 02, Thu Aug 02, Thu Aug 03, Fri Aug 03, Fri Aug 03, Fri Aug 04, Sat Aug 04, Sat Aug 04, Sat Aug 05, Sun Aug 06, Mon Aug 09, Thu Aug 09, Thu Aug 09, Thu Aug 09, Thu Aug 10, Fri Aug 10, Fri Aug 10, Fri

RHAPSODY OF THE SEAS AMSTERDAM CELEBRITY INFINITY WESTERDAM GOLDEN PRINCESS NORWEGIAN JEWEL THE WORLD OOSTERDAM NORWEGIAN PEARL STAR PRINCESS THE WORLD SILVER SHADOW DISNEY WONDER CARNIVAL SPIRIT AMSTERDAM RHAPSODY OF THE SEAS CELEBRITY INFINITY NORWEGIAN JEWEL GOLDEN PRINCESS WESTERDAM SEA PRINCESS STAR PRINCESS NORWEGIAN PEARL OOSTERDAM DISNEY WONDER CARNIVAL SPIRIT SILVER SHADOW AMSTERDAM CELEBRITY INFINITY RHAPSODY OF THE SEAS GOLDEN PRINCESS WESTERDAM NORWEGIAN JEWEL NORWEGIAN PEARL STAR PRINCESS HANSEATIC OOSTERDAM DISNEY WONDER SEA PRINCESS CARNIVAL SPIRIT RHAPSODY OF THE SEAS CELEBRITY INFINITY GOLDEN PRINCESS WESTERDAM NORWEGIAN JEWEL NORWEGIAN PEARL OOSTERDAM STAR PRINCESS DISNEY WONDER CARNIVAL SPIRIT RHAPSODY OF THE SEAS SEA PRINCESS AMSTERDAM CELEBRITY INFINITY GOLDEN PRINCESS NORWEGIAN JEWEL WESTERDAM

24 BC Shipping News April 2012

Skagway/Seattle Sitka/Seattle Skagway/Seattle Ketchikan/Seattle Ketchikan/Seattle Skagway/Seattle Friday Harbour/R.R.Anch.

Ketchikan/Seattle Ketchikan/Seattle Skagway/Seattle R,R, Anch/Saltspring Island Prince Rupert/Vancouver Ketchikan/Seattle Ketchikan/Seattle Ketchikan/Seattle Skagway/Seattle Skagway/Seattle Skagway/Seattle Ketchikan/Seattle Ketchikan/Seattle Ketchikan/San Francisco Skagway/Seattle Ketchikan/Seattle Ketchikan/Seattle Ketchikan/Seattle Ketchikan/Seattle Sitka/Vancouver Ketchikan/Seattle Skagway/Seattle Skagway/Seattle Ketchikan/Seattle Ketchikan/Seattle Skagway/Seattle Ketchikan/Seattle Skagway/Seattle Seward/Vancouver Ketchikan/Seattle Ketchikan/Seattle Ketchikan/San Francisco Ketchikan/Seattle Skagway/Seattle Skagway/Seattle Ketchikan/Seattle Ketchikan/Seattle Skagway/Seattle Ketchikan/Seattle Ketchikan/Seattle Skagway/Seattle Ketchikan/Seattle Ketchikan/Seattle Skagway/Seattle Ketchikan/San Francisco Sitka/Seattle Skagway/Seattle Ketchikan/Seattle Skagway/Seattle Ketchikan/Seattle

09:00 12:00 18:00 18:00 19:00 14:00 08:00 18:00 18:00 19:00 07:00 08:00 18:30 19:30 20:00 09:00 18:00 14:00 19:00 18:00 06:00 19:00 18:00 18:00 18:30 19:30 10:00 20:00 18:00 09:00 19:00 18:00 14:00 18:00 19:00 08:00 18:00 18:30 06:00 19:30 09:00 18:00 19:00 18:00 14:00 18:00 18:00 19:00 18:30 19:30 09:00 06:00 12:00 18:00 19:00 14:00 18:00

18:00 23:00 23:59 23:59 23:59 21:00 17:00 23:59 23:59 23:59 17:00 23:59 23:59 23:59 23:59 18:00 23:59 21:00 23:59 23:59 14:00 23:59 23:59 23:59 23:59 23:59 23:59 23:59 23:59 18:00 23:59 23:59 21:00 23:59 23:59 16:30 23:59 23:59 14:00 23:59 18:00 23:59 23:59 23:59 21:00 23:59 23:59 23:59 23:59 23:59 18:00 14:00 23:00 23:59 23:59 21:00 23:59

Hapag-Lloyd Cruises www.hl-cruises.com

MS Hanseatic Inaugural cruise - 1993 Length (LOA) - 402.9’ Draft - 16.1’ / Beam - 59’ Tonnage - 8,378 Passenger Decks - 6 Total staterooms - 88 Passenger capacity - 184 Total crew - 125

Holland America Line www.hollandamerica.com

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

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

Vessel Guide Holland America Line www.hollandamerica.com

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

Volendam Inaugural cruise - 1999 Length (LOA) - 784’ Draft - 26’ / Beam - 105.8’ Tonnage - 61,214 Passenger Decks - 10 Total staterooms - 716 Passenger capacity - 1,432 Total crew - 615

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

2012 cruise schedule Greater Victoria Harbour Authority Ogden Point Aug 11, Sat Aug 11, Sat Aug 11, Sat Aug 12, Sun Aug 13, Mon Aug 16, Thu Aug 16, Thu Aug 17, Fri Aug 17, Fri Aug 17, Fri Aug 18, Sat Aug 18, Sat Aug 18, Sat Aug 19, Sun Aug 19, Sun Aug 20, Mon Aug 23, Thu Aug 23, Thu Aug 23, Thu Aug 24, Fri Aug 24, Fri Aug 24, Fri Aug 25, Sat Aug 25, Sat Aug 25, Sat Aug 26, Sun Aug 27, Mon Aug 29, Wed Aug 30, Thu Aug 30, Thu Aug 31, Fri Aug 31, Fri Aug 31, Fri Aug 31, Fri Sep 01, Sat Sep 01, Sat Sep 01, Sat Sep 02, Sun Sep 02, Sun Sep 03, Mon Sep 06, Thu Sep 06, Thu Sep 06, Thu Sep 07, Fri Sep 07, Fri Sep 07, Fri Sep 08, Sat Sep 08, Sat Sep 08, Sat Sep 10, Mon Sep 11, Tue Sep 13, Thu Sep 14, Fri Sep 14, Fri Sep 14, Fri Sep 15, Sat Sep 15, Sat

STAR PRINCESS NORWEGIAN PEARL OOSTERDAM DISNEY WONDER CARNIVAL SPIRIT CELEBRITY INFINITY RHAPSODY OF THE SEAS WESTERDAM NORWEGIAN JEWEL GOLDEN PRINCESS NORWEGIAN PEARL STAR PRINCESS OOSTERDAM SEA PRINCESS DISNEY WONDER CARNIVAL SPIRIT AMSTERDAM RHAPSODY OF THE SEAS CELEBRITY INFINITY NORWEGIAN JEWEL GOLDEN PRINCESS WESTERDAM STAR PRINCESS NORWEGIAN PEARL OOSTERDAM DISNEY WONDER CARNIVAL SPIRIT SEA PRINCESS CELEBRITY INFINITY RHAPSODY OF THE SEAS SEVEN SEAS NAVIGATOR GOLDEN PRINCESS WESTERDAM NORWEGIAN JEWEL OOSTERDAM STAR PRINCESS NORWEGIAN PEARL DISNEY WONDER SEA PRINCESS CARNIVAL SPIRIT CELEBRITY INFINITY RHAPSODY OF THE SEAS AMSTERDAM GOLDEN PRINCESS WESTERDAM NORWEGIAN JEWEL OOSTERDAM STAR PRINCESS NORWEGIAN PEARL CARNIVAL SPIRIT DAWN PRINCESS CELEBRITY INFINITY GOLDEN PRINCESS NORWEGIAN JEWEL WESTERDAM STAR PRINCESS OOSTERDAM

Skagway/Seattle Ketchikan/Seattle Ketchikan/Seattle Ketchikan/Seattle Ketchikan/Seattle Skagway/Seattle Skagway/Seattle Ketchikan/Seattle Skagway/Seattle Ketchikan/Seattle Ketchikan/Seattle Skagway/Seattle Ketchikan/Seattle Ketchikan/San Francisco Ketchikan/Seattle Ketchikan/Seattle Sitka/Seattle Skagway/Seattle Skagway/Seattle Skagway/Seattle Ketchikan/Seattle Ketchikan/Seattle Skagway/Seattle Ketchikan/Seattle Ketchikan/Seattle Ketchikan/Seattle Ketchikan/Seattle Ketchikan/San Francisco Skagway/Seattle Skagway/Seattle Ketchikan/Astoria Ketchikan/Seattle Ketchikan/Seattle Skagway/Seattle Ketchikan/Seattle Skagway/Seattle Ketchikan/Seattle Ketchikan/Seattle San Francisco/Ketchikan Ketchikan/Seattle Skagway/Seattle Skagway/Seattle Sitka/Seattle Ketchikan/Seattle Ketchikan/Seattle Skagway/Seattle Ketchikan/Seattle Skagway/Seattle Ketchikan/Seattle Ketchikan/Seattle Vancouver/San Francisco Skagway/Seattle Ketchikan/Seattle Skagway/Seattle Ketchikan/Seattle Skagway/Seattle Ketchikan/Seattle

19:00 18:00 18:00 18:30 19:30 18:00 09:00 18:00 14:00 19:00 18:00 19:00 18:00 06:00 18:30 19:30 12:00 09:00 18:00 14:00 19:00 18:00 19:00 18:00 18:00 18:30 19:30 06:00 18:00 09:00 08:00 19:00 18:00 14:00 18:00 19:00 18:00 18:30 12:00 19:30 18:00 09:00 12:00 19:00 18:00 14:00 18:00 19:00 18:00 19:30 07:00 18:00 19:00 14:00 18:00 19:00 18:00

23:59 23:59 23:59 23:59 23:59 23:59 18:00 23:59 21:00 23:59 23:59 23:59 23:59 14:00 23:59 23:59 23:00 18:00 23:59 21:00 23:59 23:59 23:59 23:59 23:59 23:59 23:59 14:00 23:59 18:00 17:00 23:59 23:59 21:00 23:59 23:59 23:59 23:59 19:00 23:59 23:59 18:00 23:00 23:59 23:59 21:00 23:59 23:59 23:59 23:59 13:00 23:59 23:59 21:00 23:59 23:59 23:59

April 2012 BC Shipping News 25

2012 cruise schedule

Vessel Guide

Greater Victoria Harbour Authority Ogden Point Sep 15, Sat Sep 16, Sun Sep 20, Thu Sep 20, Thu Sep 21, Fri Sep 21, Fri Sep 21, Fri Sep 22, Sat Sep 22, Sat Sep 22, Sat Sep 24, Mon Sep 27, Thu Sep 28, Fri Sep 29, Sat Oct 01, Mon Oct 24, Wed

NORWEGIAN PEARL CELEBRITY MILLENNIUM AMSTERDAM CELEBRITY INFINITY NORWEGIAN JEWEL WESTERDAM GOLDEN PRINCESS NORWEGIAN PEARL OOSTERDAM STAR PRINCESS STATENDAM CELEBRITY CENTURY WESTERDAM OOSTERDAM SAPPHIRE PRINCESS ZAANDAM

Ketchikan/Seattle Nanaimo/San Francisco Sitka/Seattle Skagway/Seattle Skagway/Seattle Ketchikan/Seattle Ketchikan/Seattle Ketchikan/Vancouver Ketchikan/Seattle Skagway/Seattle Vancouver/San Diego Nanaimo/Seattle Ketchikan/Seattle Ketchikan/Seattle Nanaimo/San Francisco Vancouver/San Diego

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

23:59 17:00 23:00 23:59 21:00 23:59 23:59 23:59 23:59 23:59 13:00 18:00 23:59 23:59 14:00 14:00

Nanaimo Port Authority

Holland America Line www.hollandamerica.com

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

New Cruise Terminal

Date Vessel May 5, Sat NORWEGIAN PEARL Jul 17-19 (Tue-Thu)THE WORLD Sep 15, Sat CELEBRITY MILLENNIUM Sep 26, Wed CELEBRITY CENTURY Sep 30, Sun SAPPHIRE PRINCESS

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

Departure 17:00 06:00 17:00 17:00 18:00

Coming from Victoria Coastal Vancouver Vancouver Vancouver

Port Metro Vancouver Canada Place / Ballantyne Pier Date Apr 16, Mon Apr 19, Thu May 01, Tue May 02, Wed May 04, Fri May 05, Sat May 06, Sun May 06, Sun May 09, Wed May 11, Fri May 11, Fri May 11, Fri May 12, Sat May 12, Sat May 13, Sun May 13, Sun May 14, Mon May 15, Tue May 16, Wed May 16, Wed May 17, Thu May 17, Thu May 19, Sat May 19, Sat

Vessel CRYSTAL SERENITY OOSTERDAM CARNIVAL SPIRIT VOLENDAM RADIANCE OF THE SEAS OOSTERDAM NORWEGIAN PEARL ZAANDAM VOLENDAM RADIANCE OF THE SEAS RHAPSODY OF THE SEAS WESTERDAM SEVEN SEAS NAVIGATOR ZUIDERDAM CELEBRITY CENTURY ZAANDAM CORAL PRINCESS STAR PRINCESS ISLAND PRINCESS VOLENDAM AMSTERDAM STATENDAM DIAMOND PRINCESS SAPPHIRE PRINCESS

26 BC Shipping News April 2012

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

Arrival Departure 07:00 23:59 07:00 17:00 08:00 17:00 07:00 17:00 07:00 16:30 07:00 16:45 07:00 16:00 07:00 16:00 07:00 17:00 07:00 16:30 07:00 16:30 07:00 16:45 06:00 12:00 07:00 17:00 07:00 16:30 07:00 17:00 07:00 16:30 10:00 16:30 07:00 16:30 07:00 17:00 07:00 17:00 07:00 1645 07:00 16:30 07:00 16:30

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

Nippon Yusen Kaisha www.asukacruise.co.jp

Asuka II Inaugural cruise - 1990 (as Crystal Harmony) Length (LOA) - 790’ Draft - 25.7’ / Beam - 97’ Tonnage - 50,142 Passenger Decks - 8 Total staterooms - 480 Passenger capacity - 960 Total crew - 545

Vessel Guide Norwegian Cruise Line www.ncl.com

Norwegian Pearl Inaugural cruise - 2006 Length (LOA) - 965’ Draft - 27’ / Beam - 105’ Tonnage - 93,000 Passenger Decks - 12 Total staterooms - 1,190 Passenger capacity - 2,380 Total crew - 1,154

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

Princess Cruises www.princess.com

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

2012 cruise schedule Port Metro Vancouver Canada Place / Ballantyne Pier May 19, Sat May 19, Sat May 20, Sun May 20, Sun May 20, Sun May 21, Mon May 22, Tue May 23, Wed May 23, Wed May 25, Fri May 26, Sat May 26, Sat May 27, Sun May 27, Sun May 28, Mon May 30, Wed May 30, Wed Jun 01, Fri Jun 02, Sat Jun 02, Sat Jun 03, Sun Jun 03, Sun Jun 06, Wed Jun 06, Wed Jun 07, Thu Jun 08, Fri Jun 09, Sat Jun 09, Sat Jun 10, Sun Jun 10, Sun Jun 11, Mon Jun 13, Wed Jun 13, Wed Jun 15, Fri Jun 16, Sat Jun 16, Sat Jun 17, Sun Jun 17, Sun Jun 20, Wed Jun 20, Wed Jun 20, Wed Jun 21, Thu Jun 22, Fri Jun 23, Sat Jun 23, Sat Jun 24, Sun Jun 24, Sun Jun 25, Mon Jun 27, Wed Jun 27, Wed Jun 29, Fri Jun 30, Sat Jun 30, Sat Jul 01, Sun Jul 01, Sun Jul 04, Wed Jul 04, Wed

ZUIDERDAM NORWEGIAN JEWEL DISNEY WONDER CELEBRITY CENTURY STATENDAM DISNEY WONDER GOLDEN PRINCESS ISLAND PRINCESS VOLENDAM RADIANCE OF THE SEAS DIAMOND PRINCESS ZUIDERDAM CELEBRITY CENTURY ZAANDAM CORAL PRINCESS SEVEN SEAS NAVIGATOR VOLENDAM CELEBRITY MILLENNIUM SAPPHIRE PRINCESS ZUIDERDAM CELEBRITY CENTURY STATENDAM ISLAND PRINCESS VOLENDAM SILVER SHADOW RADIANCE OF THE SEAS DIAMOND PRINCESS ZUIDERDAM CELEBRITY CENTURY ZAANDAM CORAL PRINCESS SEVEN SEAS NAVIGATOR VOLENDAM CELEBRITY MILLENNIUM SAPPHIRE PRINCESS ZUIDERDAM CELEBRITY CENTURY STATENDAM ISLAND PRINCESS Asuka II VOLENDAM SILVER SHADOW RADIANCE OF THE SEAS DIAMOND PRINCESS ZUIDERDAM CELEBRITY CENTURY ZAANDAM CORAL PRINCESS SEVEN SEAS NAVIGATOR VOLENDAM CELEBRITY MILLENNIUM SAPPHIRE PRINCESS ZUIDERDAM CELEBRITY CENTURY STATENDAM ISLAND PRINCESS VOLENDAM

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

07:00 07:00 06:00 07:00 07:00 — 10:00 07:00 07:00 07:00 07:00 07:00 07:00 07:00 07:00 07:00 07:00 07:00 07:00 07:00 07:00 07:00 07:00 07:00 08:00 07:00 07:00 07:00 07:00 07:00 07:00 08:00 07:00 07:00 07:00 07:00 07:00 07:00 07:00 07:00 07:00 08:00 07:00 07:00 07:00 07:00 07:00 07:00 07:00 07:00 07:00 07:00 07:00 07:00 07:00 07:00 07:00

17:00 16:00 — 16:30 17:00 17:00 18:00 16:30 17:00 16:30 16:30 17:00 16:30 17:00 16:30 18:00 17:00 16:30 16:30 17:00 16:30 17:00 16:30 17:00 18:00 16:30 16:30 17:00 16:30 17:00 16:30 18:00 17:00 16:30 16:30 17:00 16:30 17:00 16:30 1900 17:00 18:00 16:30 16:30 17:00 16:30 17:00 16:30 17:00 17:00 16:30 16:30 17:00 16:30 17:00 16:30 17:00

April 2012 BC Shipping News 27

2012 cruise schedule

Vessel Guide

Port Metro Vancouver Canada Place / Ballantyne Pier Jul 05, Thu Jul 06, Fri Jul 07, Sat Jul 07, Sat Jul 08, Sun Jul 08, Sun Jul 09, Mon Jul 11, Wed Jul 11, Wed Jul 13, Fri Jul 14, Sat Jul 14, Sat Jul 15, Sun Jul 15, Sun Jul 16, Mon Jul 18, Wed Jul 18, Wed Jul 19, Thu Jul 20, Fri Jul 20, Fri Jul 21, Sat Jul 21, Sat Jul 21, Sat Jul 22, Sun Jul 22, Sun Jul 22, Sun Jul 23, Mon Jul 25, Wed Jul 25, Wed Jul 26, Thu Jul 27, Fri Jul 28, Sat Jul 28, Sat Jul 29, Sun Jul 29, Sun Jul 29, Sun Aug 01, Wed Aug 01, Wed Aug 03, Fri Aug 04, Sat Aug 04, Sat Aug 05, Sun Aug 05, Sun Aug 06, Mon Aug 08, Wed Aug 08, Wed Aug 09, Thu Aug 10, Fri Aug 11, Sat Aug 11, Sat Aug 12, Sun Aug 12, Sun Aug 15, Wed Aug 15, Wed Aug 17, Fri Aug 18, Sat Aug 18, Sat

SILVER SHADOW RADIANCE OF THE SEAS DIAMOND PRINCESS ZUIDERDAM CELEBRITY CENTURY ZAANDAM CORAL PRINCESS SEVEN SEAS NAVIGATOR VOLENDAM CELEBRITY MILLENNIUM SAPPHIRE PRINCESS ZUIDERDAM CELEBRITY CENTURY STATENDAM SILVER SHADOW ISLAND PRINCESS VOLENDAM THE WORLD RADIANCE OF THE SEAS THE WORLD DIAMOND PRINCESS THE WORLD ZUIDERDAM CELEBRITY CENTURY THE WORLD ZAANDAM CORAL PRINCESS SEVEN SEAS NAVIGATOR VOLENDAM SILVER SHADOW CELEBRITY MILLENNIUM SAPPHIRE PRINCESS ZUIDERDAM CELEBRITY CENTURY HANSEATIC STATENDAM ISLAND PRINCESS VOLENDAM RADIANCE OF THE SEAS DIAMOND PRINCESS ZUIDERDAM CELEBRITY CENTURY ZAANDAM CORAL PRINCESS SEVEN SEAS NAVIGATOR VOLENDAM SILVER SHADOW CELEBRITY MILLENNIUM SAPPHIRE PRINCESS ZUIDERDAM CELEBRITY CENTURY STATENDAM ISLAND PRINCESS VOLENDAM RADIANCE OF THE SEAS DIAMOND PRINCESS ZUIDERDAM

28 BC Shipping News April 2012

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

Princess Cruises www.princess.com

08:00 07:00 07:00 07:00 07:00 07:00 07:00 07:00 07:00 07:00 07:00 07:00 07:00 07:00 08:00 07:00 07:00 06:00 07:00 — 07:00 — 07:00 07:00 — 07:00 07:00 07:00 07:00 08:00 07:00 07:00 07:00 07:00 01:00 07:00 07:00 07:00 07:00 07:00 07:00 07:00 07:00 07:00 07:00 07:00 08:00 07:00 07:00 07:00 07:00 07:00 07:00 07:00 07:00 07:00 07:00

18:00 16:30 16:30 17:00 16:30 17:00 16:30 17:00 17:00 16:30 16:30 17:00 16:30 17:00 18:00 16:30 17:00 — 16:30 — 16:30 — 17:00 16:30 23:59 17:00 16:30 17:00 17:00 18:00 16:30 16:30 17:00 16:30 22:00 17:00 16:30 17:00 16:30 16:30 17:00 16:30 17:00 16:30 17:00 17:00 18:00 16:30 16:30 17:00 16:30 17:00 16:30 17:00 16:30 16:30 17:00

Dawn Princess Inaugural cruise - 1997 Length (LOA) - 856’ Draft - 26’ / Beam - 83’ Tonnage - 77,000 Passenger Decks - 10 Total staterooms - 975 Passenger capacity - 1,990 Total crew - 900

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

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

2012 cruise schedule

Vessel Guide Princess Cruises www.princess.com

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

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

Sea Princess Inaugural cruise - 1998 Length (LOA) - 856’ Draft - 26’ / Beam - 106’ Tonnage - 77,000 Passenger Decks - 11 Total staterooms - 975 Passenger capacity - 1,950 Total crew - 900

Port Metro Vancouver Canada Place / Ballantyne Pier

Aug 19, Sun Aug 19, Sun Aug 20, Mon Aug 22, Wed Aug 22, Wed Aug 23, Thu Aug 24, Fri Aug 25, Sat Aug 25, Sat Aug 26, Sun Aug 26, Sun Aug 29, Wed Aug 29, Wed Aug 31, Thu Sep 01, Sat Sep 01, Sat Sep 02, Sun Sep 02, Sun Sep 03, Mon Sep 05, Wed Sep 06, Thu Sep 07, Fri Sep 08, Sat Sep 08, Sat Sep 09, Sun Sep 09, Sun Sep 10, Mon Sep 10, Mon Sep 12, Wed Sep 12, Wed Sep 14, Fri Sep 14, Fri Sep 14, Fri Sep 15, Sat Sep 15, Sat Sep 16, Sun Sep 16, Sun Sep 17, Mon Sep 18, Tue Sep 19, Wed Sep 22, Sat Sep 22, Sat Sep 22, Sat Sep 23, Sun Sep 23, Sun Sep 23, Sun Sep 23, Sun Sep 24, Mon Sep 25, Tue Sep 26, Thu Sep 26, Thu Sep 29, Sat Sep 29, Sat Sep 30, Sun Oct 01, Mon Oct 09, Tue Oct 23, Tue

CELEBRITY CENTURY ZAANDAM CORAL PRINCESS SEVEN SEAS NAVIGATOR VOLENDAM SILVER SHADOW CELEBRITY MILLENNIUM SAPPHIRE PRINCESS ZUIDERDAM CELEBRITY CENTURY STATENDAM ISLAND PRINCESS VOLENDAM RADIANCE OF THE SEAS DIAMOND PRINCESS ZUIDERDAM CELEBRITY CENTURY ZAANDAM CORAL PRINCESS VOLENDAM Silver Shadow Celebrity Millennium SAPPHIRE PRINCESS ZUIDERDAM CELEBRITY CENTURY STATENDAM DISNEY WONDER Dawn Princess ISLAND PRINCESS VOLENDAM Celebrity Millennium RHAPSODY OF THE SEAS RADIANCE OF THE SEAS DIAMOND PRINCESS ZUIDERDAM CELEBRITY CENTURY ZAANDAM CORAL PRINCESS CARNIVAL SPIRIT VOLENDAM SAPPHIRE PRINCESS ZUIDERDAM NORWEGIAN JEWEL GOLDEN PRINCESS ZAANDAM STATENDAM NORWEGIAN PEARL STAR PRINCESS CELEBRITY CENTURY ISLAND PRINCESS VOLENDAM SAPPHIRE PRINCESS ZUIDERDAM WESTERDAM OOSTERDAM ZAANDAM ZAANDAM

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

07:00 07:00 07:00 07:00 07:00 08:00 07:00 07:00 07:00 07:00 07:00 07:00 07:00 07:00 07:00 07:00 07:00 07:00 07:00 07:00 08:00 07:00 07:00 07:00 07:00 07:00 07:00 13:00 07:00 07:00 07:00 07:00 07:00 07:00 07:00 07:00 07:00 07:00 07:00 07:00 07:00 07:00 07:00 07:00 07:00 07:00 07:00 07:00 07:00 07:00 07:00 07:00 07:00 07:00 07:00 07:00 07:00

16:30 17:00 16:30 20:00 17:00 18:00 16:30 16:30 17:00 16:30 17:00 16:30 17:00 16:30 16:30 17:00 16:30 17:00 16:30 17:00 18:00 16:30 16:30 17:00 16:30 17:00 17:00 23:00 16:30 17:00 16:30 16:30 16:30 16:30 17:00 16:30 17:00 16:30 17:00 17:00 16:30 17:00 16:00 16:30 17:00 17:00 16:00 16:00 16:30 16:00 17:00 16:30 17:00 17:00 16:45 12:00 17:00

April 2012 BC Shipping News 29

2012 cruise schedule Port of Seattle

Princess Cruises

Pier 91 / Pier 66 (*Denotes Seattle Port of call) May 6, Sun May 8, Tue May 11, Fri May 12, Sat May 13, Sun May 13, Sun May 15, Tue May 17, Tue May 18, Fri May 18, Fri May 18, Fri May 19, Sat May 20, Sun May 20, Sun May 20, Sun May 22, Tue May 25, Fri May 25, Fri May 25, Fri May 26, Sat May 26, Sat May 26, Sat May 27, Sun May 27, Sun May 27, Sun May 28, Mon May 29, Tue Jun 1, Fri Jun 1, Fri Jun 1, Fri Jun 2, Sat Jun 2, Sat Jun 2, Sat Jun 3, Sun Jun 3, Sun Jun 3, Sun Jun 4, Mon Jun 5, Tue Jun 8, Fri Jun 8, Fri Jun 9, Sat Jun 9, Sat Jun 9, Sat Jun 10, Sun Jun 10, Sun Jun 10, Sun Jun 11, Mon Jun 12, Tue Jun 15, Fri Jun 15, Fri Jun 15, Fri Jun 16, Sat Jun 16, Sat Jun 16, Sat Jun 17, Sun Jun 17, Sun Jun 17, Sun Jun 18, Mon

OOSTERDAM 91 CARNIVAL SPIRIT 91 CELEBRITY INFINITY 66 WESTERDAM 91 OOSTERDAM 91 NORWEGIAN PEARL 66 CARNIVAL SPIRIT 91 SAPPHIRE PRINCESS 91* RHAPSODY OF THE SEAS 91 AMSTERDAM 91 CELEBRITY INFINITY 66 WESTERDAM 91 OOSTERDAM 91 NORWEGIAN PEARL 66 STAR PRINCESS 91 CARNIVAL SPIRIT 91 RHAPSODY OF THE SEAS 91 AMSTERDAM 91 CELEBRITY INFINITY 66 WESTERDAM 91 NORWEGIAN JEWEL 66 GOLDEN PRINCESS 91 OOSTERDAM 91 NORWEGIAN PEARL 66 STAR PRINCESS 91 DISNEY WONDER 91 CARNIVAL SPIRIT 91 RHAPSODY OF THE SEAS 91 CELEBRITY INFINITY 66 AMSTERDAM 91 WESTERDAM 91 NORWEGIAN JEWEL 66 GOLDEN PRINCESS 91 NORWEGIAN PEARL 66 OOSTERDAM 91 STAR PRINCESS 91 DISNEY WONDER 91 CARNIVAL SPIRIT 91 RHAPSODY OF THE SEAS 91 CELEBRITY INFINITY 66 WESTERDAM 91 NORWEGIAN JEWEL 66 GOLDEN PRINCESS 91 NORWEGIAN PEARL 66 OOSTERDAM 91 STAR PRINCESS 91 DISNEY WONDER 91 CARNIVAL SPIRIT 91 RHAPSODY OF THE SEAS 91 CELEBRITY INFINITY 66 AMSTERDAM 91 WESTERDAM 91 NORWEGIAN JEWEL 66 GOLDEN PRINCESS 91 NORWEGIAN PEARL 66 OOSTERDAM 91 STAR PRINCESS 91 DISNEY WONDER 91

30 BC Shipping News April 2012

Vessel Guide

Jun 19, Tue Jun 22, Fri Jun 22, Fri Jun 23, Sat Jun 23, Sat Jun 23, Sat Jun 24, Sun Jun 24, Sun Jun 24, Sun Jun 25, Mon Jun 26, Tue Jun 29, Fri Jun 29, Fri Jun 29, Fri Jun 30, Sat Jun 30, Sat Jun 30, Sat Jul 1, Sun Jul 1, Sun Jul 1, Sun Jul 2, Mon Jul 3, Tue Jul 6, Fri Jul 6, Fri Jul 7, Sat Jul 7, Sat Jul 7, Sat Jul 8, Sun Jul 8, Sun Jul 8, Sun Jul 9, Mon Jul 9, Mon Jul 10, Tue Jul 13, Fri Jul 13, Fri Jul 13, Fri Jul 14, Sat Jul 14, Sat Jul 14, Sat Jul 15, Sun Jul 15, Sun Jul 15, Sun Jul 16, Mon Jul 17, Tue Jul 20, Fri Jul 20, Fri Jul 21, Sat Jul 21, Sat Jul 21, Sat Jul 22, Sun Jul 22, Sun Jul 22, Sun Jul 23, Mon Jul 24, Tue Jul 27, Fri Jul 27, Fri Jul 27, Fri Jul 28, Sat

CARNIVAL SPIRIT 91 RHAPSODY OF THE SEAS 91 CELEBRITY INFINITY 66 WESTERDAM 91 NORWEGIAN JEWEL 66 GOLDEN PRINCESS 91 NORWEGIAN PEARL 66 OOSTERDAM 91 STAR PRINCESS 91 DISNEY WONDER 91 CARNIVAL SPIRIT 91 RHAPSODY OF THE SEAS 91 CELEBRITY INFINITY 66 AMSTERDAM 91 WESTERDAM 91 NORWEGIAN JEWEL 66 GOLDEN PRINCESS 91 NORWEGIAN PEARL 66 OOSTERDAM 91 STAR PRINCESS 91 DISNEY WONDER 91 CARNIVAL SPIRIT 91 RHAPSODY OF THE SEAS 91 CELEBRITY INFINITY 66 WESTERDAM 91 NORWEGIAN JEWEL 66 GOLDEN PRINCESS 91 NORWEGIAN PEARL 66 OOSTERDAM 91 STAR PRINCESS 91 DISNEY WONDER 91 THE WORLD 66* CARNIVAL SPIRIT 91 RHAPSODY OF THE SEAS 91 CELEBRITY INFINITY 66 AMSTERDAM 91 WESTERDAM 91 NORWEGIAN JEWEL 66 GOLDEN PRINCESS 91 NORWEGIAN PEARL 66 OOSTERDAM 91 STAR PRINCESS 91 DISNEY WONDER 91 CARNIVAL SPIRIT 91 RHAPSODY OF THE SEAS 91 CELEBRITY INFINITY 66 WESTERDAM 91 NORWEGIAN JEWEL 66 GOLDEN PRINCESS 91 NORWEGIAN PEARL 66 OOSTERDAM 91 STAR PRINCESS 91 DISNEY WONDER 91 CARNIVAL SPIRIT 91 RHAPSODY OF THE SEAS 91 CELEBRITY INFINITY 66 AMSTERDAM 91 WESTERDAM 91

www.princess.com

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

Regent Seven Seas www.rssc.com

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

Royal Caribbean

www.royalcaribbean.com

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

2012 cruise schedule

Vessel Guide Royal Caribbean

www.royalcaribbean.com

Port of Seattle

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

Greater Victoria Harbour Authority www.victoriaharbour.org

Prince Rupert Port Authority

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

Silversea Cruises www.silversea.com

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

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

66 91 66 91 91 91 91 91 66 91 66 91 66 91 91 91 91 91 66 91 91 66 91 66 91 91 91 91 91 66 91 66 91 66 91 91 91 91 91 66 91 91 66

GOLDEN PRINCESS 91 NORWEGIAN PEARL 66 OOSTERDAM 91 STAR PRINCESS 91 DISNEY WONDER 91 CARNIVAL SPIRIT 91 RHAPSODY OF THE SEAS 91 CELEBRITY INFINITY 66 WESTERDAM 91 NORWEGIAN JEWEL 66 GOLDEN PRINCESS 91 NORWEGIAN PEARL 66 OOSTERDAM 91 STAR PRINCESS 91 DISNEY WONDER 91 CARNIVAL SPIRIT 91 RHAPSODY OF THE SEAS 91 CELEBRITY INFINITY 66 AMSTERDAM 91 WESTERDAM 91 NORWEGIAN JEWEL 66 GOLDEN PRINCESS 91 NORWEGIAN PEARL 66 OOSTERDAM 91 STAR PRINCESS 91 CARNIVAL SPIRIT 91 CELEBRITY INFINITY 66 WESTERDAM 91 NORWEGIAN JEWEL 66 GOLDEN PRINCESS 91 NORWEGIAN PEARL 66 OOSTERDAM 91 STAR PRINCESS 91 AMSTERDAM 91 CELEBRITY INFINITY 66 WESTERDAM 91 GOLDEN PRINCESS 91 OOSTERDAM 91 STAR PRINCESS 91 Celebrity Century 66* WESTERDAM 91 OOSTERDAM 91

Information provided is current at time of printing, for updated cruise schedule information, please visit:

Rhapsody of the Seas

NORWEGIAN JEWEL GOLDEN PRINCESS NORWEGIAN PEARL OOSTERDAM STAR PRINCESS DISNEY WONDER CARNIVAL SPIRIT RHAPSODY OF THE SEAS CELEBRITY INFINITY WESTERDAM NORWEGIAN JEWEL GOLDEN PRINCESS NORWEGIAN PEARL OOSTERDAM STAR PRINCESS DISNEY WONDER CARNIVAL SPIRIT RHAPSODY OF THE SEAS CELEBRITY INFINITY AMSTERDAM WESTERDAM NORWEGIAN JEWEL GOLDEN PRINCESS NORWEGIAN PEARL OOSTERDAM STAR PRINCESS DISNEY WONDER CARNIVAL SPIRIT RHAPSODY OF THE SEAS CELEBRITY INFINITY WESTERDAM NORWEGIAN JEWEL GOLDEN PRINCESS NORWEGIAN PEARL OOSTERDAM STAR PRINCESS DISNEY WONDER CARNIVAL SPIRIT RHAPSODY OF THE SEAS CELEBRITY INFINITY AMSTERDAM WESTERDAM NORWEGIAN JEWEL

Aug 25, Sat Aug 26, Sun Aug 26, Sun Aug 26, Sun Aug 27, Mon Aug 28, Tue Aug 31, Fri Aug 31, Fri Sep 1, Sat Sep 1, Sat Sep 1, Sat Sep 2, Sun Sep 2, Sun Sep 2, Sun Sep 3, Mon Sep 4, Tue Sep 7, Fri Sep 7, Fri Sep 7, Fri Sep 8, Sat Sep 8, Sat Sep 8, Sat Sep 9, Sun Sep 9, Sun Sep 9, Sun Sep 11, Tue Sep 14, Fri Sep 15, Sat Sep 15, Sat Sep 15, Sat Sep 16, Sun Sep 16, Sun Sep 16, Sun Sep 21, Fri Sep 21, Fri Sep 22, Sat Sep 22, Sat Sep 23, Sun Sep 23, Sun Sep 28, Fri Sep 29, Sat Sep 30, Sun

Jul 28, Sat Jul 28, Sat Jul 29, Sun Jul 29, Sun Jul 29, Sun Jul 30, Mon Jul 31, Tue Aug 3, Fri Aug 3, Fri Aug 4, Sat Aug 4, Sat Aug 4, Sat Aug 5, Sun Aug 5, Sun Aug 5, Sun Aug 6, Mon Aug 7, Tue Aug 10, Fri Aug 10, Fri Aug 10, Fri Aug 11, Sat Aug 11, Sat Aug 11, Sat Aug 12, Sun Aug 12, Sun Aug 12, Sun Aug 13, Mon Aug 14, Tue Aug 17, Fri Aug 17, Fri Aug 18, Sat Aug 18, Sat Aug 18, Sat Aug 19, Sun Aug 19, Sun Aug 19, Sun Aug 20, Mon Aug 21, Tue Aug 24, Fri Aug 24, Fri Aug 24, Fri Aug 25, Sat Aug 25, Sat

Northland Terminal Date May 4, Fri Jul 09, Mon Jul 13, Fri Jul 23, Mon

Vessel ZAANDAM SEVEN SEAS NAVIGATOR SILVER SHADOW SILVER SHADOW

Arrival Departure 09:00 19:00 08:00 18:00 08:00 17:00 09:30 20:00

Salt Spring Island Date Vessel Jul 14, Sat THE WORLD Jul 16, Mon THE WORLD

Arrival Departure 08:00 — — 24:00

April 2012 BC Shipping News 31

ports & terminals

Visually modelling a port Captain Hossein.J.Kamali

R

ecently I attended the ECA session hosted by the Chamber of Shipping of British Columbia.

During the session, one could recognize that among the many questions, there was one that was outstanding: what will happen to the local marine industry after enforcement of the Emission Control Area?

Further to this, I have also followed some of Port Metro Vancouver’s presentations during the past year, once again the big question sounds like: “should the economy change, one way or another, what will be the outcome for the local ports?”

The source of these kinds of questions is in fact the human mind’s tendency for constructing a business model and connecting all known external and internal sensors, components and stimulants to see the effect on the output, and based upon that output, make a decision for future moves.

Visualizing the dynamic models of a marine port had been part of my past job and designation as an instructor and member of a maritime training institute, port and logistics faculty group.

I shall emphasize that all of these dynamic models already exist in the minds of CEOs and operational

32 BC Shipping News April 2012

mangers, but transferring the idea in an understandable and interesting way is another matter which I shall try to accomplish in this short article.

The modelling approach in decisionmaking and design aspects of marine ports has gained greater attention as managers face a problem area that is very dynamic in nature. Researchers have proposed different software packages and approaches in simulating and modelling port operations for varying purposes.

management.

smooth and efficient operation of marine terminals and utilize appropriate models in supporting their decisions.

As within any operation, representation of the system plays a crucial role in management. Representation can visually show how independent components work and interact. It is important to define the boundaries of the system and it’s behavior which involves inputs, processing and outputs.

Following illustrates a simple step by step modelling of a port in a linear format which is understandable for non-experts.

It should be noted that flow of cargo is not the only source of income for ports, they charge their customers for

Marine ports are the interfaces between two modes of transport — land and water. Ports are industrial areas that are home to the interchanging of cargo, information and funds among different parties such as shippers, carriers, insurance companies, customs, banks and stevedores.

Ports vary significantly in terms of size, type of operation, location, management, type of equipment, layout and many other aspects. Port managers are aware of different factors affecting the

Figure 1. — Gate valve representation of a simple port system.

As within any operation, representation of the system plays a crucial role in

ports & terminals equipment, workers/unions, weather, drafts, market, local legislation and others. The flow is not restricted by any single valve but by a series of valves, which holistically determine the throughput.

Thus the above simple system can be used as a single building block which can be anywhere from fully closed, slightly open or fully open.

Marine Port Subsystems Marine ports are composed of three major subsystems as illustrated in Figure 2: Quay (Berth); Yard; and Gate and rail-head.

Figure 2. — Three major subsystems of marine ports. a number of dues and services. No system is truly linear and no man-made model can suffice for decision-making but should be viewed as a tool for analysis and consideration. Visual representation is easier to interpret than straight text.

A simple way of representing a port system is to identify a “gate valve”, also known as a “sluice valve”, which operates by lifting a gate/wedge out of the path of the fluid, Figure 1. The fluid is the cargo; the inlet and outlet of the valve are the land and water transportation activities. The reservoir behind the gate valve represents the storage yard and the gate is an internal element affecting the throughput of the port. When we combine the valve with a reservoir a simple cargo terminal is formed.

This type of schematic diagram is standard for the logistics of many businesses, with raw material as input, inventory being kept in storage and product as output. In this simple model the gate is playing an important role, it restricts the flow of cargo and regulates the rate of throughput.

However, a real port system is far more complex. Cargo movement can be in both directions (import & export) and there are many other elements which can restrict the rate of throughput, such as quay cranes, quay transfer

Quay Quay is where the physical transfer of goods from ship to shore and vice versa takes place. Throughput governing elements include: • Quay equipments such as cranes, conveyer belt and pipes which transfer goods from ship to shore and vice versa • Berth’s length and depth which decides the number and size of ships that can be berthed simultaneously • Security level which is a measure to enhance the security of ship and port facilities • Berth’s traffic and labour staffing at any given time

Figure 3. — Subsystems interacting with throughput of the port.

April 2012 BC Shipping News 33

ports & terminals Yard Yard is where inventory is kept. It’s throughput is governed by: • Material handling equipment • Current capacity • Wharfage • Complexity of the documentation process Gate and rail-head Gate and rail-head are where the goods are cleared in/out by the Customs department and connection is established with land transportation by interchanging the goods with land vehicles.

The diagram in Figure 2. is similar to a pipeline where subsystems determine the capacity of the whole; the system throughput rate is determined by the least open gate valve.

There are more closely interrelated systems and players within the logistics chain of the marine industry that affect the throughput of the port, including multimodal transportation, rival ports, off-dock terminals, lighterage at anchor and ocean carriers as shown in Figure 3.

The main core of the port itself is attached to land transportation from one side and approaching sea passage on the other side.

It should not be assumed that any gate valve in the above model works independently. Although complete closure of a single valve along the pipeline stops the entire throughput, their variance is not independent but is continuously under the influence of the other components, passively and/or actively.

For example, a berth’s depth is passively under influence of the approaching canal. It would be redundant to dredge a berth more than draft limitation of the approach passage. Elements such as labour force, ports equipment, type of vessels to service and berth traffic volumes and patterns, actively affect each other in a multilateral way.

The same applies for international trade, regional trade, national legislation, ocean carriers and rival ports.

Limitation of a port’s storage capacity encourages the use of off-dock terminals, which in turn is affected by the multimodal transport and custom regulations.

National legislation such as the Emission Control Area which urges the use of more expensive fuel by ocean carriers can affect the pattern of their port rotation in favour of or against rival ports. Poor quay equipment would require ships with mounted cranes. Depth

Figure 4. — The interrelationships show the evolution of the supply chain.

34 BC Shipping News April 2012

limitation encourages cargo work at anchor (lighterage).

The diagram evolves to Figure 4. by showing interrelationships between building blocks as red arrows.

To avoid excessive visual complexity, only basic interrelationships have been shown.

Challenges facing ports are not only related to the periodic economic cycles... but also to the changes in the structure & organization of the industry.

We may conclude that ports are strategically located in the supply chain as an interface in the flow of goods and act as a platform for the exchange of information. As a key link within the supply chain, ports have to co-operate with shipping agents, forwarders, offdock terminals, ocean carriers, port authorities, shippers, rail/road/feeder operators, truckers, governments and administrative services such as Customs.

Challenges facing ports are not only related to the periodic economic cycles and fluctuations but also to the changes in the structure and organization of the industry. Ports must be adaptable to these changes and become more involved in the integration of supply chains by changing their traditional fragmented approach into an integrated system within which new roles and relationships with other players are defined.

A holistic dynamic model can help tackle the numerous issues ports face and can save considerable time and money in design and decisions which otherwise may lead to sunk costs.

Captain Hossein J. Kamali is an accomplished Master Mariner with extensive international training and work experience in ocean-going vessels, shipping, logistics, port operations and container management. He has authored several books on these subjects. Captain Kamali can be reached at h.kamali@shaw.ca.

NAVAL EXERCISES

Pacific Guardian:

Naval training exercise hones skills, strengthens security

E

Photo credit: SLt Mike Strapko, PAO, HMCS YORK

“It was a generic scenario featuring a large event in the city. In a real life scenario, the RCMP would be directing the operation but right now, we’re just practicing how we would support and respond to their needs effectively.”

The list of participants was extensive: In addition to naval reservists from 20 of the 24 units across the country, regular Royal Canadian Navy staff, trainees and support, as well as onboard naval personnel, the exercises included the Royal Canadian Air Force, Canadian and U.S. Coast Guards, the Canadian Border Services Agency, Port Metro Vancouver, the Vancouver Police Department, the Pacific Pilotage Authority and the local commercial shipping community.

Naval assets included a mix of vessels from small inflatables to the Kingstonclass Maritime Coastal Defence Vessels

Photo credit: SLt Mike Strapko, PAO, HMCS YORK

xercise Pacific Guardian — a joint coastal defence exercise that took place this past February — provided key learning opportunities for the many players within Canada’s maritime security regime. More than that though, Pacific Guardian resulted in building relationships within the marine community that will go a long way when quick and effective reaction and co-operation are needed in the event of a real threat.

The exercises were conducted off the southeast shores of Vancouver Island and in the Strait of Juan de Fuca with headquarters located at HMCS Discovery in Vancouver. “The exercise simulated an APEC conference in Vancouver and the RCMP have asked, through the Solicitor General, for military marine support,” said senior staff officer, Lt.-Cmdr. Tim Doherty.

A naval reservist aboard HMCS Saskatoon fires blank warning shots from a .50 calibre machine gun at a suspicious watercraft.

(MCDVs) and the Orca-class training vessels. Assets from other partners included the USCG Wahoo, an 86-foot patrol vessel, long-range patrol aircraft; Sea Kings; Cormorants; a hovercraft, and American helicopters.

One of the more unique aspects of this exercise was the participation of the commercial shipping community who provided vessels for simulated escorts. “Customarily in these exercises we use our own vessels to be escorted,” said Lt.-Cmdr. Doherty. “The shipping community here was extremely co-operative and eager to participate.

Three shipping companies in particular — Empire Shipping, Total and Mason Agency — provided merchant ships to act as high-value units so that our people were escorting a real ship as opposed to a simulation. This makes the exercise extremely valuable because now we have variables that aren’t present when you’re dealing with simulations. Two ships in particular Westwood Olympia and the Tangerine Island were great. They interacted with communications of our boats and provided really useful feedback.”

Serving as a link between the military and the commercial shipping industry, the Naval Co-operation and Guidance for Shipping (NCAGS) capability was also on-hand for the exercise. “Typically, we are in areas of the world where there is a real threat to commercial shipping,” said Lt.-Cmdr. Donna Barnett. “Being here in Vancouver gives April 2012 BC Shipping News 35

NAVAL EXERCISES

36 BC Shipping News April 2012

Photo credit: SLt Mike Strapko, PAO, HMCS YORK

us a great opportunity to engage with the shipping industry and explain the role of NCAGS in other areas of the world. Many masters are already familiar with us because we have a worldwide presence but the exercise here has given us a chance to provide them with threat information and best management practices for keeping their voyages as safe as possible.”

Exercise Pacific Guardian was very similar to the Podium security exercises practiced for the 2010 Olympics. The RCMP was the lead and the Navy was brought in to provide support for onwater activities such as establishing security zones — for example, around Canada Place — and providing vessel escorts. The Navy was able to practice other missions as well, including search and rescue and sovereignty patrol. In the case of NCAGS — who typically work on offshore situations — they were able to evaluate their role in a domestic scenario as a type of proof of concept. Their interaction with the public for information gathering and exchange proved to be quite valuable.

Senior RCN officers were quick to praise the level of co-operation and collaboration of all participants and the lessons learned from the two-weeklong experience. “There are lessons about establishing communications,

U.S. Coast Guard helicopter arrives at HMCS Saskatoon. developing mutual understanding and relationship-building,” said Lt.-Cmdr.

Doherty. “In terms of internal organizational lessons, we were able to review our structure of training, tactical procedures on security work and how we engage other agencies.

“One of the most valuable lessons we learned was in our ability to meet mission requirements fairly quickly and with flexibility. The sailors involved took on situations that they were not necessarily used to and applied past training to new situations.”

The exercise operated in a task group structure — units not normally used to

working with each other had to structure themselves very quickly and act together to find linkages. It was also a good opportunity to work with international partners, both the merchant marine and the U.S. Coast Guard. Lt.Cmdr. Doherty and his staff praised the support received from local representatives at the Vancouver Police Department, Port Metro Vancouver and the Canadian Border Services Agency.

“The Port provided access to waterfront structures as well as their security system with over 30 cameras,” said navy-Lt. Todd Harwood-Jones. “The people at the CBSA were very helpful in that they allowed NCAGS briefing teams to accompany them onboard 19 commercial ships.”

While Exercise Pacific Guardian was successful in providing training experiences for the naval reserve and regular forces, senior officers with Maritime Forces Pacific saw the additional benefits of relationship-building and collaboration with multiple stakeholders similarly valuable. “The rapid deployment of the Royal Canadian Navy to mitigate the full spectrum of domestic emergencies was validated during Exercise PACIFIC GUARDIAN,” said Cmdr. James Sprang. “Maintaining safe and secure shipping is of vital importance for all partners involved in this successful exercise.” BCSN

arctic shipping

Canadian Arctic shipping

By Syd Heal

I

t is particularly important today that Canada boosts its Arctic interests to the maximum extent possible or, as Prime Minister Harper has stated, “we either use it or lose it.”

There is a widespread acceptance of the truth of this as the other powers with territorial interests in the Arctic — Denmark, Norway, Russia and the United States — all press their claims and pump their interests.

The creation of Nunavut out of the sprawling mass of the North West Territories saw an area of about 5.3 million square kilometres divided with roughly the eastern two-thirds going to Nunavut along with most of the Arctic Islands right up to their northern tip on Ellesmere Island. Nunavut was seen as a move to accommodate the evolving administration of this huge territory into more easily administered packages of the Eastern and Western Arctic, the latter being that area most easily serviced and administered from the core formed by the Mackenzie River. The Eastern is primarily tied to Montreal and St. Lawrence ports for its logistics.

Long before the current climate warming trend set in, the Hudson’s Bay

Company had many decades of experience supplying the Arctic through its trading post network spread along the country’s north coast. Every year between the two world wars, the Hudsons Bay Steamer Nascopie started its annual Arctic trip from Antwerp via Hull, U.K. for the Arctic outposts, returning with furs for the European market on its return. From Vancouver also, the annual supply trip was undertaken by the Baychimo, a large European-style steam coaster that served the Western Arctic outposts. The ship became famous as the ‘Ghost ship of the Arctic,’ following abandonment by the crew when it seemed that it would be fatally squeezed when caught in a massive ice jam. The ghost ship got its sobriquet as it drifted around the Arctic for the next 20 years, being occasionally sighted like a phantom only to disappear again for another lengthy period before finally sinking.

Since the Second World War, progress has been real and substantial on the part of domestic Canadian shipping companies such as Fednav and DesGagnes Group, both of Montreal, and Nunavut Eastern Arctic Shipping,

Nunavut Sea Link & Supply and Northern Transportation. Aside from all the usual necessities of life, some of which, such as perishables, have to be flown in, a major part of the traffic is generated by the needs of the federal and regional governments in setting up all sorts of installations like schools, community halls, public buildings and airfields as well as pre-fabricated housing. Oil exploration and mining developments bring large shipments of project cargo while the output of several mines is increasing the tonnage of ores for export or delivery to smelters in Europe or Eastern Canada.

Since the Second World War, progress has been real and substantial on the part of domestic Canadian shipping companies...

Fednav, originally trading as Federal Commerce & Navigation Co. was founded in Toronto as the war was ending in 1945 by the George Pathy interests who were Americans originally from Alexandria in Egypt. They started as April 2012 BC Shipping News 37

ARCTIC SHIPPING a tramp shipping company taking advantage of relatively new, war-built Park ships. They quickly adopted the Arctic trade of that era as their own, but thin-skinned, single-hull ships that were basically underpowered for ice navigation inevitably became high maintenance vessels as they repaired the damage of the previous season and prepared for the next. They even tried a tug and barge combination in the 1970s when the Vancouver-owned Gulf Joan was taken for one Arctic trip when Gulf of Georgia Towing was working the East coast. The engineer on that trip told this writer it was a hellish experience in a thinly plated tugboat lacking in ice capability that had to be undertaken and completed within about a five-week window of opportunity. They tied up every night but had to break the overnight formation of ice all around the ship and tow before getting underway again. Fednav had more success when it chartered ice-strengthened freighters and tankers from Scandinavian owners for taking in large quantities of project cargo to Resolute around 1970.

Eventually, the lesson was learned that Arctic trading could not be done on the cheap.

Eventually, the lesson was learned that Arctic trading could not be done on the cheap. Success depended on purpose-built, ice-strengthened ships constructed to the highest ice-class for the proposed trade. In 1978 they took delivery of such a vessel in the Arctic, a 28,500 tdwt bulk carrier classed as ACPRR AC4, an ice breaker class, originally built to service the Nanisivik mine to deliver ore from the mine through each open season to the port of Antwerp. The ship was modified in 1986 and put through a major life extension program in 2007.

In the meantime, Fednav has added a succession of ice-strengthened bulkers built to Ice-class 1A and 1C which gives them a pool of tonnage capable of Arctic navigation in the open season with ice breaker escort.

38 BC Shipping News April 2012

The latest addition to the Fednav Arctic fleet is the 31,000 tdwt bulk carrier Umiak 1. Built to service a long term charter to the Vale-Inco Labrador nickel mine at Voiysey’s Bay, the ship does 12 round trips a year delivering ore from the mine to Quebec city where it is railed through to Vale smelters at Sudbury, Ont. and Thompson, Man. On her voyage outward from Quebec she carries up to 150 20-foot containers with mine supplies and groceries as well as the mine’s requirement in diesel fuel. This is a good example of the specialized multi-purpose tonnage that is likely to be the future of Arctic shipping.

Churchill has the distinction of being Canada’s only Arctic port with a significant import/export trade.

Nunavut Eastern Arctic Shipping has its operating base in Montreal, but its beneficial owners are three Nunavut investment companies which probably have substantial government backing.

The company owns a fleet of seven freighters four of which are ocean-going ice-class, bulker-container ships in the 9,000 to 12,750 tdwt range with cranes offset to one side. Its direct competition is Nunavut Sealink & Supply Ltd, a joint venture of 31 Arctic co-operatives and the Quebec City-based Desgagnes Group. Desgagnes are owners of 17 assorted cargo ships and tankers engaged in the St. Lawrence and East Coast trades. Desgagnes has recently acquired similar bulk-container ships to those of Nunavut Eastern Arctic. In addition, Desgagnes delivers bulk oil products to communities and bases in the Arctic using its own tankers.

Aside from sea communications from Montreal and other St. Lawrence ports to the Eastern Arctic and from Vancouver-area ports to the Western Arctic, there are two land-based routes into sections of the Arctic. Working east to west, the first described is by the Hudsons Bay rail line from its connecting point to the Canadian National

transcontinental railway system at The Pas in Manitoba to the Port of Churchill on the Hudson’s Bay. Aside from its growing potential as a supply route, export shipments of grain through the shipping season are the prime cargo plus a volume of refined mineral products that are shipped out.

Churchill has the distinction of being Canada’s only Arctic port with a significant import/export trade. This is a far cry from the position at Churchill for so many years after it was built as a federal project in the 1930s. It was one of those projects that probably made sense on the planner’s board, but failed in practice. The road bed of the railway was built on muskeg with the result that it was probably among the slowest railways in North America with severe restrictions on weight-bearing loads and being a government-owned facility with lots of other projects competing for capital injections in depression-era circumstances, it was starved for investment money.

Among other trades [Omnitrax] has developed is the transhipment of prairie grain from Churchill to East Coast ports where it is reloaded into ocean carriers.

Finally, the Mulroney government of the 1990s sold the Port of Churchill along with the Hudson’s Bay line to the Omnitrax Corporation of the U.S. Omnitrax had built up a good reputation as an operator of short line railroads in the U.S. and it has certainly brought a fresh approach to rehabilitating the rail line and port facilities coupled with marketing the Hudsons Bay Line and the Port of Churchill.

Among other trades it has developed is the transhipment of prairie grain from Churchill to East Coast ports where it is reloaded into ocean carriers. A relatively new shipping route was promoted linking Churchill directly with the Russian port of Murmansk. In 2007 fertilizer was delivered to Churchill in 20,000-tonne Russian bulk freighters

ARCTIC SHIPPING

Arctic shipping — success depends on purpose-built, ice-strengthened ships constructed to the highest ice-class for the proposed trade. for onward delivery by Omnitrax and CN to farm co-operatives in the central U.S. Apparently this traffic was not sustained after the original shipments were completed but it does indicate the potential. In recent times there has been an increase in new auto shipments as well as some containerized cargo.

The second land route utilizes the Mackenzie River from the inland port of Hay River, NWT to Inuvik near the river’s mouth a distance of about 1,200 kilometres by direct air, but considerably more in a river with many twists and turns. Inuvik is not far from Aklavik, the area’s original administrative centre which Inuvik was built to replace, except that Aklavik refuses to die. The Mackenzie’s potential as a commercial waterway was probably seen well over 100 years ago, and a number of companies have come and gone on this route, usually with a history of using makeshift inferior equipment and getting by with poor navigation markers in a shallow river always prone to changing its course with little forewarning. Even Vancouver-based Rivtow, during its most acquisitive era, got involved in a river enterprise which is not believed to have lasted long.

There was a marked improvement in river vessels when Vancouver naval

architects and B.C. shipbuilders became involved with a fair number of vessels being built in Vancouver by Allied Shipbuilders and Belaire Shipyards for shipment by rail and reassembly at Hay River on the Mackenzie. This culminated in the Arctic Sealift in the late 1970s when a joint venture of Seaspan International, Fednav and San Francisco-based Crowley became involved in the biggest peacetime construction and delivery project of craft built in Vancouver-area shipyards. The project initially was based on the needs of Dome Petroleum, but others, like Northern Transportation, climbed aboard and took the opportunity of having large, powerful tugs built in Vancouver for Mackenzie River service which still form the core of their northern river fleet. It was a sight not seen at Vancouver before or since when a virtual armada of local tugs left here in company towing double-stacked river barges and sundry Arctic service craft, basically bound for Tuktuk where the towed vessels were dispersed.

Northern Transportation was originally a crown-owned venture but is now privately owned. It has operational headquarters in Montreal and at Waterways near Fort McMurray. It currently covers the east section of its

services from Montreal with sea-going tug and barge and links up with its services out of the Mackanzie to effectively cover the entire Arctic coast. The Mackenzie route has plenty of shortcomings, but probably the biggest is its shallow depths which clearly limits size and draft of individual hulls and therefore deadweight capacity of each barge.

River towing techniques allow moving numbers of vessels in large rafts which helps when compared to ocean towing, but in terms of a large project cargoes moved by ocean-going tug towing a vastly larger barge, the ocean-going units becomes very cost competitive.

It was with this in mind that Northern Transportation went to Batam in Indonesia to have a 12,000 tdwt barge built in 2009. This was the NT12000 built to service a contract with Newmont Mining for the Vancouver to Western Arctic route. They searched around and found a 7,200 hp Arcticclass tug at Dubai, originally built at Allied in North Vancouver, renamed it Michael Amos and matched it to the new barge. The service started from a loading berth in the Fraser River at Richmond in 2009 with Sea-Link Marine Services of New Westminster sub-contracted to provide the tug and the barge Ocean Oregon for the first two seasons. In the third season Northern Transportation placed the NT12000 on the service, but following that cancelled the service because Newmont made different arrangements with its needs being provided from the St. Lawrence. The service, ever since it started, had been dependent on heavy project cargo in volume and while there was other cargo there was not enough to justify continuance of the service.

At present there appears to be no plan for a resumption of a regular service although local companies, Seaspan, SeaLink Marine and Island Tug all have the capability and the experience.

Syd Heal, a veteran of the marine industries and a prolific writer and publisher of marine books, can be contacted at: richbook@shaw.ca.

April 2012 BC Shipping News 39

legal affairs

Seafarer criminalization in pollution incidents

By Thomas S. Hawkins

A Vancouver lawyer with Bernard & Partners

L

ast spring, a beautiful week in Vancouver treated ship owners and industry experts from around the world attending the BIMCO 39 Conference on green shipping.

Many interesting speakers discussed clean air strategies, green shipping and related environmental policies. What better place than Vancouver to show off a pristine marine environment that all agreed was a brilliant example for the world. Accidents at sea, and marine pollution, however, are unfortunately a fact of life and indeed there has been a much heightened focus by governments worldwide and in particular their respective environment ministries. Certainly in Canada some might argue that the environment has become of more political significance than health care. It is not overstating it to say that some perceive there is good politics in cracking down on polluters.

That crackdown has manifested in a very disturbing trend internationally to subject seafarers to criminal prosecution after maritime accidents, particularly oil pollution incidents. One of the main catalysts for the increased criminalization of seafarers by governments began in 1999 with the oil tanker accident involving the Erika. In that incident, the ship broke in two off the coast of Brittany, France, spilling almost 20 metric tonnes of heavy fuel oil.

The French government arrested the 40 BC Shipping News April 2012

master on criminal charges and it was not until 2007, eight years later, that the owner, master and Classification Society were put on trial for polluting the environment.

In November 2002, the Prestige, a single-hulled tanker carrying approximately 77,000 tonnes of heavy fuel oil, broke in two and sank 150 miles off the coast of Spain. The coasts of Spain and France were heavily polluted. The vessel initially had suffered a 50-metre crack in her hull during heavy weather.

The master of the ship had requested permission from the Spanish government to approach the coast for calmer waters to transfer the cargo of fuel to another vessel, but the request was denied. Six days later after the ship had been towed up and down the coast by salvage tugs, and then further out to sea on instruction of Spanish authorities, she broke in two. The master was arrested by Spanish authorities for obstruction and deliberate pollution. The master was interrogated and jailed for three months until bail in the amount of $3 million was posted.

He was released but obligated to stay in Spain and report daily to the police.

It was a full two years later before the master was allowed to return home to Greece. More and more cases are occurring where sanctions have been taken against the seafarers involved in a maritime accident before any deliberate act or even negligence has been admitted or proven in court.

There is no question that states have the right to criminally prosecute individuals and companies for maritime occurrences that are in breach of national law. However, seafarers are a class of employees who are uniquely vulnerable.

The IMO Guidelines on Fair Treatment

of Seafarers notes that seafarers are a special category of worker that need special protection, particularly in relation to contact with public authorities.

The effect of the expansion of criminal sanctions against seafarers in maritime incidents is evidenced by the following: • The prosecution of seafarers involved in marine pollution accidents due to mere civil negligence.

• The prosecution of seafarers in marine pollution accidents that have been beyond their control.

• Seafarers are being held as “material witnesses”.

• Seafarers are held in custody without criminal conviction or as “security” for potential fines or compensation.

A recent BIMCO study illuminates a disturbing trend of seafarer detentions: • “MILLION HOPE” (Egypt 1996) — ship struck reef and sank; master held as security one year and eight months • “ORAPIN GLOBAL” (Singapore 1997) — collision and oil spill; master held 12 months prior to sentencing • “ERIKA” (France 1999) — oil spill; master detained eight months • “PRESTIGE” (Spain 2002) — oil spill; master spent 83 days in jail • “TASMAN SPIRIT” (Pakistan 2003) — grounding; seven crew and salvage captain arriving after detained nine months • “COSCO BUSAN” (USA 2007) — oil spill; six crew members detained 12 months as material witnesses Much of the discussion on this topic revolves around the question whether a mere unintentional accident, even if caused by a lack of reasonable care on the part of a seafarer, ought to be elevated to criminal activity with penalties of imprisonment.

legal affairs In many of these cases it is the administrative detentions without prosecution in furtherance of the state’s criminal law that constitutes unfair treatment and can severely and negatively impact the seafarers. These crew members are unable to go home to see their families and are required to remain in a foreign land with little or no knowledge as to what might happen to them. Reportedly one of the crewmen on the Tasman Spirit was driven to such depth during eight months of detention that he reportedly attempted suicide.

The EU Directive has been...a source of considerable concern for industry groups, law experts and the ship-owning EU member states.

The principle international convention regulating the prevention of marine pollution by ships is MARPOL, entered into force in 1983. MARPOL recognizes the distinction between intentional and accidental acts. Accidental discharges are not an infringement of MARPOL. The United Nations Convention on Law of the Sea (“UNCLOS”) provides in article 230(1) that only monetary penalties are available for violations except in cases of a “willful and serious act”.

Notwithstanding the existing conventions, the Europeans took a hard line when the European Union Directive on Criminal Sanctions for Ship-source Pollution (“EU Directive”) entered into force in 2005. The EU Directive has been, and continues to be, a source of considerable concern for industry groups, law experts and the ship-owning EU member states. The critic’s view is that the Directive is not only unfair to seafarers, it is also in contravention of international law.

The EU Directive imposes criminal liability and imprisonment if a marine accident was committed with intent, recklessness or by serious negligence.

There is no definition of “serious negligence” and it is feared that the “seriousness” of the negligence may be

interpreted according to the seriousness of the pollution, rather than the act which caused the pollution. A European Court of Justice decision in 2008 leaves the EU Directive largely intact.

The IMO and ILO responded to the growing trend of criminalization and unfair treatment of seafarers by developing with the CMI a set of guidelines. These guidelines outline standards for coastal and flag states to ensure the fair treatment of seafarers in maritime accidents including: • fair and expeditious investigations • seafarers to have access to a representative • preserve human and economic rights of the seafarer • seafarers to be treated with basic human dignity The IMO has also published a code for standards and practices for safety inspections into a marine casualty which suggests certain procedural protections for the obtaining of evidence from seafarers. These include that evidence must be taken at the earliest opportunity and that the seafarer be allowed access to legal advice and informed of the nature of the investigation.

The Minister of Environment specifically stated that Canada wished to follow the EU Directive toward increasing criminal sanctions.

Canadians and the Canadian government like to think of themselves as being at the forefront of promoting human rights and the fair treatment of many groups including refugees, prisoners and the like. However, when it comes to the fair treatment of seafarers it is apparent that Canada has become part of the problem. Significant amendments to environmental legislation spearheaded by the Ministry of Environment in Canada has resulted in the increased criminalization of seafarers under Canadian law. The Minister of Environment specifically stated that Canada wished to follow the EU

Directive toward increasing criminal sanctions. The weapon of choice was the Act to Amend the Migratory Birds Convention Act, 1994 which prohibits the deposit of any substance that is harmful to migratory birds in waters frequented by them. The amendments which came into force in June 2005 include the following: • the creation of strict liability offences applicable to masters and chief engineers with imprisonment as a penalty • creation of vicarious strict liability offences applicable to masters and chief engineers even when they had no knowledge of the offence • imposition of minimum penalties associated with violations • extension of the jurisdiction of the legislation to apply within the Canadian EEZ • application of powers of arrest, search and seizure, detention and direction of movement to vessels in the Canadian EEZ Certainly the problem of marine pollution and efforts to increase prevention and rightly prosecute ship owners and individuals who contravene the laws enacted for prevention and enforcement cannot be understated. However, the politics of environmental activism has had, as one of its disturbing side effects, the targeting and criminalization of a uniquely vulnerable group of workers — the seafarers who man and operate the world’s shipping in difficult circumstances. The efforts of the CMI, ILO, IMO and others in the shipping industry in advocating for the vulnerable seafarer assist in bringing the issue of scapegoating and the criminalization of vessels’ crew to light. It appears that much work continues to be required to illustrate and prevent the injustices that imposes this new criminalization trend creates on the seafarer.

Thomas S. Hawkins is a maritime lawyer and partner with Bernard & Partners in Vancouver, BC and can be reached at hawkins@bernardpartners.com.

April 2012 BC Shipping News 41

supertankers

Just how safe is our coast for supertankers?

By Ray Dykes

W

ith the growing prospect of supertankers plying the British Columbia coast it is natural to wonder if the 26,000 kilometres of waters and 30 ports will be safe.

Should we worry? How much is hype and how much is angst over actual risk?

Finding the straight goods is often perplexing and frustrating.

The critics of such tanker traffic have had a field day in recent decades. The March 1989 Exxon Valdez Alaskan oil spill and its devastation of coast line never seems to fade in memory (enough oil was spilled to fill 125 Olympic-sized swimming pools, say the critics); more recently, a modern cruise ship Costa Concordia ran aground off the picturesque Italian coast despite having the latest in navigational aids; soon after, a sister ship, Costa Allegra, drifted for days in pirate-infested waters without power after an engine room fire (it was eventually towed to the Seychelles).

And our own BC Ferries Queen of the North rammed an island and sank with loss of life back in March, 2006.

Accidents do happen and human error is a real and relevant cause of marine mishaps; should we even be going down the supertanker road at all when it comes to Alberta crude oil?

42 BC Shipping News April 2012

Transport Canada thinks so. In the findings of a recent National Energy Board report which looked at how safe such huge oil tankers would be in the Douglas Channel and surrounding waterways heading to and from the private Port of Kitimat.

It’s all to do with Enbridge Inc. and its proposed Northern Gateway Pipeline Project to pump Alberta oilsands crude to the coast and a federal Joint Review Panel report late in February which gave the proposed new terminal and its tanker traffic a green light from a marine safety point of view.

“While there will always be residual risk in any project, after reviewing the proponent’s studies and taking into account the proponent’s commitments, no regulatory concerns have been identified for the vessels, vessel operations, the proposed routes, navigability, other waterway users and the marine terminal operations associated with vessels supporting the Northern Gateway Project,” reads the review report.

It seems Enbridge has done its homework in promising enhanced safety measures to ensure the safe passage of supertankers and other vessels using the Port of Kitimat and the Douglas Channel and its associated waterways.

There’s no doubting it will be a slow passage taking from 10 to 16 hours, but it need not be a risky or hazardous journey.

Do we have enough safeguards along the coast?

“The existing international and Canadian marine laws and regulations, complemented by the enhanced safety measures the proponent is committed to implementing and monitoring will provide for safer shipping . . .” the Transport Canada report adds.

With this sort of endorsement, no wonder Enbridge Vice President of Western Access, Janet Holder, termed the review findings “a very positive step forward in the public review of the project.” She even figures the Enbridge approach will make things safer for all shipping on B.C.’s North Coast.

That approach goes beyond what the regulations currently require and will include as well as the regulatory provision for two B.C. marine pilots on every vessel using the Port of Kitimat, the use of tethered tugs ghosting every vessel; the installation of new navigation aids and radar; and the closer vetting of vessels to ensure any sub-standard ship will not be chartered for the route.

The Enbridge Northern Gateway Project would see a twin pipeline

supertankers between the Alberta oilsands and Kitimat — one pipeline to pump crude oil west to the supertankers, and the other to carry condensate used to dilute the oilsands. There is opposition along the route from some cities and towns (at least three municipal councils have voted against it), a host of environmental groups, and some First Nations bands whose land will be needed — all are opponents who feel the risk is too great, or perhaps more simply the compensation too small.

Enbridge has offered $1 billion of community development and 10 per cent equity in the project to the 45 bands along the 1,177 kilometre pipeline route in what it calls “a very, very strong financial package”.

The earliest a crude oil export terminal could open is expected to be 2017, but there are many huge hurdles still to be jumped in the expected two more years of the approval process. But, there’s no doubting the Transport Canada review findings are the best news Enbridge has had on any Northern Gateway front in months. It doesn’t hurt that the Prime Minister and his Conservative Government also strongly back pipelines to the coast.

The earliest a crude oil export terminal could open is expected to be 2017, but there are many huge hurdles still to be jumped in the expected two more years of the approval process.

The mayor of the District of Kitimat, Joanne Monaghan, is doing her level best to adopt a neutral stance. Not only the Enbridge project, but Liquefied Natural Gas export facilities and pipelines and at least five other significant marine business opportunities have the Mayor hoping a public deep-sea dock can be built soon as the existing three privately held docks and their four berths are fully committed for years ahead with increasing shipments from Rio Tinto Alcan and its expanding

An ultra large crude carrier (ULCC) capable of carrying up to two million tonnes of oil.

Kitimat aluminum smelter and from Shell Canada with its likely new LNG export terminal which will fully use the old Methanex dock.

With a successful Enbridge project alone, vessel movements in and out of Kitimat are expected to result in over 830 additional transits of the Douglas Channel.

In a support video on the Enbridge website, Californian tanker safety expert Jerry Aspland, who has won a Distinguished Public Service Award from the U.S. Coast Guard, assures viewers that the Douglas Channel and its waterways are safe. In fact, he likens them to Norwegian channels and says the Kitimat channel is “a long passage and the water is deep, but very predictable.

The walls of the channel are straight up and make good radar targets.”

He is convinced the waters can be navigated safely all ways, day or night.

And he instances how the tanker industry has reduced its risk of accidents immensely with many, many improvements since the 1970s and 1980s to the point that tankers are almost at the bottom of the list for sources of oil spilt unintentionally in the ocean.

He also notes that Enbridge will have an emergency first response team set up in Kitimat and emergency teams available along the shipping route

should there be any mishaps. “Without all these modern improvements, this route was already very safe,” he adds, pointing to over 1,500 ship movements safely in and out of Kitimat in the past 25 years.

In fact, in marine circles it is hard to find any experts who oppose the Enbridge project on tanker safety grounds, or worry too much over the resulting increasing shipping traffic along the coast.

Typical is Pacific Pilotage Authority CEO, Kevin Obermeyer, who leads the 100 pilots responsible for all docking and undocking of vessels up and down the B.C. coast.

Port Metro Vancouver is already safely handling up to Aframax size tankers (up to 120,000 deadweight tonnes) and there were 34 crude tanker arrivals among the 3,024 foreign vessel arrivals handled safely in 2011. And Obermeyer notes that the Second Narrows in the Inner Harbour “is much tighter than the Douglas Channel.”

Just as senior pilots are used on all cruise ship movements now to ensure safety; Obermeyer says with supertankers, “we’ll just have to step up our game” and currently has an admirable 99.9 per cent success rate with no Class A incidents in recent memory.

Continued on page 46...

April 2012 BC Shipping News 43

OIL SPILL RESPONSE

Tankers in Canadian waters

Canada’s marine pollution preparedness and response on the West Coast Part Two—Pollution response: risks and rewards

By K.Joseph Spears

O

ttawa has sole jurisdiction over our territorial waters. So it must take the lead in developing a management regime that will take into account the rewards as well as the environmental risks of increased West Coast tanker traffic. Legislation will be required.

So too will contingency plans for unforeseen eventualities.

These were the insightful words of Jim Prentice, the former federal Minister of Environment, a Dalhousie Law graduate and now executive vice president and vice-chairman of the CIBC, delivered to the Vancouver Board of Trade on February 23. Mr. Prentice’s words highlight the importance of the marine pillar to Canada’s energy policy. These comments were given in the context of a very thoughtprovoking and nation-building speech which rings true in Vancouver, home to Canada’s largest port. Canada’s economic future and prosperity depends on a robust shipping infrastructure to the Indo-Pacific Ocean and globally.

With a widened Panama Canal and an opening Northern Sea Route across the top of Russia, we will see in this century (known as the Asian Century), a dynamic shift in Vancouver’s trade.

The reality is, Canada can have both a sustainable shipping industry and protection of the marine environment as an integral and over-riding element of 44 BC Shipping News April 2012

Canada’s ocean policy. We need to have a dialogue on both the risks and rewards. This second article will explore Canada’s ability to deal with the big one arising from a ship source oil pollution incident from existing West Coast marine traffic.

Canada’s public and private sector can be proud of the excellent safety record with respect to shipping and should not be afraid of discussing these issues in the public domain. The intention of these articles is to set out the complex overlapping matrix of pollution response and prevention regime.

Thankfully, it is untested. In order, to get this right, we have to first have a snapshot of the present situation with respect to pollution response. If there are gaps, these deficiencies will need to be rectified, improved and buttressed before tanker traffic increases. On that point, there can be no argument from the public or private sectors and the discussion must include all interest groups.

A solid foundation exists in Canada’s ocean management strategy to both protect the marine environment and support marine trade. Ninety per cent of world trade is carried by sea. Canada is a trading nation. There has been very little discussion and debate on pollution response in the last decade and recent public attention has focused solely on

the risks posed by potential shipping with no discussion on the existing ship traffic. There have been very few spills on this coast since the Nestucca in 1989 and all have been of a small nature. In order to have a discussion — we need to examine closely the present state of ship-source pollution response. Marine energy traffic is increasing — LNG terminals have been approved on the North Coast and we are seeing more interest in increased crude oil export shipments in Vancouver Harbour and jet fuel tanker movements to YVR such as the recently proposed Fraser River terminal in Richmond.

A solid foundation exists in Canada’s ocean management strategy to both protect the marine environment and have robust marine trade.

Mr. Prentice’s statement clearly sets out the need for discussion, debate and decision. This will take leadership from all interested parties. In Vancouver harbour, we have seen the public interest and concern about environmental risks posed by the movement of Aframax and Suezmax tankers from Kinder Morgan’s Westridge terminal in Burnaby. This is not a new phenomenon and has been ongoing since Ioco was developed as an

OIL SPILL RESPONSE Imperial Oil refinery in the early part of the last century at Port Moody. Whether this is an environmental risk or a political risk needs to be discussed. This is not a new issue in the Port of Vancouver but one that has been rediscovered. Debate on “contingency plans for unforeseen eventualities” is a good thing.

In Canada, the response to ship source pollution — as we explored in Part One of the article — is developed on the basis of the polluter-pay concept.

The underlying approach of the Canada Shipping Act, 2001 is that recovery of oil arising from a ship source pollution response would be undertaken by Response Organizations (ROs) created under the legislation. The September 2011 issue of BC Shipping News showcased Western Canada Marine Response Corporation capacity and capability. The present Corporation, and its forerunner, Burrard Clean, have had extensive experience in responding to oil spills on the West Coast, including the Exxon Valdez in Alaska in 1989.

This real-time experience is invaluable for actual knowledge and the lessons learned. The good news is that we have had very few incidents so the gaps in response have not been observed. However, we should not become complacent.

The Canadian Coast Guard provides a supervisory function as well as assisting with respect to oil spills over 10,000 tonnes. The Canadian Coast Guard also has an inventory of oil spill equipment that can be cascaded across the country from pre-positioned equipment depots through various agreements. We saw the Canadian Coast Guard providing oil boom to the USCG in the Deep Horizon blowout. Having an inventory of all capability on the coast would strengthen a robust pollution response.

The Canadian Coast Guard, as the lead response agency monitors the Response Organization and can provide backup and technical expertise in the case of the pollution incident.

Responding to oil spills on the West Coast is not without its challenges

given the lack of infrastructure and communications. Roads only bisect the coast at certain points and everything has to be either floated or flown in by fixed and/or rotary wing aircraft. This becomes a major logistical challenge, especially if all charter aircraft are booked. To the writer’s knowledge this has not been tested or exercised in real time and whether or not this legislative regime will work for a major incident involving existing marine traffic remains to be seen.

We have been lucky to have many dedicated mariners and government officials who have risen to the challenge of pollution response.

Most of the recent public discussion has concerned oil tanker spills from proposed traffic. Along our coast we have a variety of vessels including fishing vessels, tug and barge, large pleasure vessels which are the size of small ships and large bulk carriers that can have bunkers in the range of 2,000 to 3,000 tonnes. If these were to accidentally discharge oil into environmentally sensitive waters it can have a major impact especially during breeding seasons for seabirds. This requires a nimble and timely response.

In Canada, we do ad hoc very well. We have been lucky to have many dedicated mariners and government officials

who have risen to the challenge of pollution response. Under questioning

by Senator Charlie Watt of Nunavik, former Assistant Commissioner Mike Turner of the Canadian Coast Guard had this to say when testifying on February 28, 2008 at the Senate Standing Committee on Fisheries and Oceans which was examining the Coast Guard’s role in the Arctic (the same would apply to the West Coast): “Certainly, this is an area where multiple departments would come into play. It is perhaps the irony of the situation I was criticizing earlier that there is nothing like a crisis to bring co-operation and collaboration amongst the populous. They step up quickly and do an excellent job. I can name numerous situations I was involved in during my time where we had super co-operation between the departments.”

The Office of the Auditor General examined Canada’s oil response capability in the 2010 Fall Report of the Commissioner of the Environment and Sustainable Development and made numerous recommendations with respect to the existing pollution response regime. This provides a good benchmark and is echoed in Mr. Prentice’s comments to look at contingencies. The relevant federal agencies have responded to that report and instructed the Director General’s Marine Pollution Committee to take active steps to rectify the deficiencies noted in this timely report (http://www.

Oil spill response equipment is at the disposal of CCG should the need arise.

April 2012 BC Shipping News 45

OIL SPILL RESPONSE oag-bvg.gc.ca/internet/English/parl_ cesd_201012_01_e_34424.html).

As the Commandant of the United States Coast Guard, Vice-Admiral J.V. Card stated during the New Carrissa grounding and break-up off the Oregon Coast: “at the time of an incident, it is not the time to be making friends”. We need to develop capability and capacity in coastal communities and we need to do that through a structure and formal relationship to be brought into the response regime. On the search and rescue (SAR) side of marine emergency response, volunteer and local expertise and knowledge is used daily by the Victoria JRCC. Volunteers are, in effect, unpaid professionals of the Canadian Coast Guard Auxiliary (Pacific). This buttresses and strengthens our search and rescue response. The time has come to look at this model or a similar one for an element of pollution response.

What is also invaluable is the development of a working relationship between all interested parties before a pollution incident. This intangible human component is one that is often overlooked and not considered. People and training are critically important — the human element matters as does local knowledge of the waters and

marine life. We have 25,725 kilometres of coastline on the West Coast. No computer model or sensitivity mapping can consider all the complex interactions and nuances. Local marine knowledge is always needed and must be brought into the decision process on pollution response.

We need a truth-to-power discussion with all interested parties if we are to be ready...

We need to look closely at the report from the Public Review Panel on Tanker Safety and Marine Spills Response Capability, Protecting Our Waters, commonly referred to as the Brander-Smith Report in 1990 which examined West Coast response. Not all of the recommendations were considered. We need to revisit and reconsider this important and insightful report along with the excellent work done by the Pacific States/ British Columbia Oil Spill Taskforce.

When we look at the grounding of the MV Costa Concordia off the Italian coast this year, we see vividly the challenges that can arise with the modern well-founded ship equipped with the latest in communications and in close proximity to major centres and

infrastructure — even then, the salvage will take months. The oil pollution response is using Canadian-made response equipment from AquaGuard.

What would this look like if such an incident occurred on the West Coast? At any one time during the height of the cruise season we have up to 38 cruise ships transiting our waters.

We need a truth-to-power discussion with all interested parties if we are to be ready for an oil spill from existing marine traffic. The time has come to put Canada’s ad hoc approach in the past and regain our position as a world leader on marine pollution response.

To reap the rewards of marine energy movements, we need to eliminate as much of the risk as possible. That will be a challenge but one we can achieve.

It is not unlike other challenges which have shaped our Province and our country. This will take strong leadership. A robust, coast-wide pollution response capability needs to be the central pillar of Canada’s energy policy.

Joe Spears of HBMG has been involved in all aspects of pollution response and pollution salvage. He is a graduate of Dalhousie Law School. He spoke on this subject at the LIoyd’s Salvage seminar in London in 2000. He can be reached at kjs@ oceanlawcanada.com

supertankers (cont’d) Continued from page 43...

The pilots work for B.C. Coastal Marine Pilots, which despatches them up and down the coast as needed.

In recent years, the number of assignments for this tough and select group has been falling. With 300 fewer sailings from Kitimat because of the Eurocan pulp mill closure alone, there might not need to be any more pilots added to the core licenced group if the supertankers come.

Coastal Marine Pilots General Manager, Paul Devries, says experienced pilots make about what a senior airline pilot does — $140,000 to $200,000 a year, depending on call out 46 BC Shipping News April 2012

— and there were over 10,000 assignments on the coast and the Fraser River in 2011 without a serious incident.

Pilots will be paired on supertankers, with the added back up of escort tugs for the Douglas Channel passage, and Devries is confident the work can be done safely.

At Port Metro Vancouver where tankers have been successfully handled without a major accident for 97 years, Harbour Master, Yoss Leclerc, keeps a watchful eye over 600 kilometres of coastline and says firmly that “marine safety is priority Number One, followed by the environment.”

These days, he says, there are

international regulations covering how ships are built, and such things as crew training, safety equipment, emergency response procedures; plus there are national regulations covering Canadian waters and harbour operation regulations such as requiring any vessel over 40,000 deadweight tonnes to be tethered by tugs. And, terminals having the final say on vessels they handle gives an added safety factor that is especially important for tankers, he adds.

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

air emissions

Meeting the Challenge...

The North American Emission Control Area

By Captain Stephen Brown and Jane McIvor

W

ith the North American Emission Control Area (NA-ECA) scheduled to come into force on August 1, 2012, the Chamber of Shipping of British Columbia organized an information session in February to allow members an opportunity to gain greater understanding of the regulations and Transport Canada’s proposed measures for enforcement.

Captain Stephen Brown, President of the Chamber, introduced Mr. Paul Topping, Manager, Environmental Protection with Transport Canada, Mr. Israr Waheed, Compliance and Enforcement Inspector, and Mr. Tony Brewster, President, Marine Petrobulk Ltd. Marine Petrobulk, the leading regional bunker supplier, provides service in the ports of Vancouver, Victoria and Nanaimo.

Background The International Maritime Organization’s (IMO) International Convention for the Prevention of Pollution from Ships (MARPOL), Annex VI, was first adopted in 1997. Annex VI limits the main air pollutants contained in ships’ exhaust gas, including sulphur oxides (SOx) and nitrous oxides (NOx), and prohibits deliberate emissions of ozone depleting substances. MARPOL Annex VI also regulates shipboard incineration, and the emission of volatile organic compounds from tankers.

Following entry into force of Annex VI on 19 May 2005, the IMO’s Marine Environment Protection Committee (MEPC), at its 53rd session in July 2005, agreed to revisions with the aim of significantly strengthening the emission limits in light of technological improvements and implementation experience.

After three years of consideration, MEPC 58 convened in October 2008 and adopted the revised Annex VI and the associated NOx Technical Code 2008, which entered into force in July 2010.

The primary provisions of the revised Annex VI are for a progressive

Left to right: Tony Brewster, Paul Topping, Israr Waheed and Captain Stephen Brown. global reduction in emissions of SOx, NOx and particulate matter and provides for national governments to individually and/or collectively seek approval for the introduction of Emission Control Areas (ECAs) to reduce emissions in designated geographical coastal areas.

Also under the revised MARPOL Annex VI: • The global sulphur content in marine bunker fuel was reduced to 3.50 per cent (from the previous 4.50 per cent) effective from 1 January 2012; • A progressive reduction in sulphur content to 0.50 per cent, effective from 1 January 2020, subject to a feasibility review to be completed no later than 2018.

• The limits applicable in ECAs for SOx and particulate matter were reduced to 1.0 per cent, beginning on July 1 2010 (from the original 1.50 per cent) being further reduced to 0.10 per cent, effective from 1 January 2015.

• Progressive reductions in NOx emissions from marine diesel engines installed on ships were also included, with a “Tier II” emission limit for engines installed on or after 1 January 2011; then with a more stringent

“Tier III” emission limit for engines installed on or after 1 January 2016 operating in ECAs. • Marine diesel engines installed on or after 1 January 1990 but prior to 1 January 2000 are required to comply with “Tier I” emission limits, if an approved method for that engine has been certified by an Administration.

The revised NOx Technical Code 2008 includes a new chapter based on the agreed approach for regulation of existing (pre-2000) engines established in MARPOL Annex VI, provisions for a direct measurement and monitoring method, a certification procedure for existing engines, and test cycles to be applied to Tier II and Tier III engines.

Revisions to the regulations for ozone-depleting substances, volatile organic compounds, shipboard incineration, reception facilities, and fuel oil quality have been made with regulations on fuel oil availability added.

Accordingly, the first ECAs were adopted in the Baltic Sea in May 2005 and in the North Sea and English Channel in November 2007. An Emission Control Area is also being promoted by the Government of Hong Kong for the highly polluted Pearl River Basin region in Southern China.

April 2012 BC Shipping News 47

air emissions North American approach to ECA Returning to the substance of the information session, Mr. Topping took the lead in addressing the specifics of the enabling legislation as it applies to North America including Alaska and the Hawaiian Islands. As noted above, under the provisions of Annex VI, member states may individually or collectively apply for approval to institute an Emissions Control Area (ECA) within their territorial waters. Highlights from Mr. Topping’s presentation are summarized as follows: • In March 2009 the U.S. and Canadian Governments submitted a joint ECA proposal to the 59th meeting of the IMO’s Marine Environmental Protection Committee (MEPC59).

France joined the proposal on behalf of the Saint Pierre and Miquelon archipelago which lies off the coast of Newfoundland.

• In March 2010 after detailed consideration of the merits of the proposal, MEPC gave formal approval to the request of the three governments to institute the NA-ECA. As a signatory to MARPOL Annex VI in 2009,

Canada is required to bring the new IMO regulation into Canadian law through the Canada Shipping Act 2001.

• In addition, a U.S. Caribbean ECA was proposed in August 2010. This includes waters adjacent to the coasts of Puerto Rico and the U.S. Virgin Islands. The northern and southern boundaries of the proposed area would extend roughly 50 nautical miles (nm) and 40 nm, respectively, from the territorial sea baseline of the main island of Puerto Rico.

Effective date is expected to be in 2013.

• Under Phase II of Transport Canada’s gazette to implement the Prevention of Pollution from Ships and for Dangerous Chemicals Regulation (which incorporates all of the regulations under MARPOL’s Convention as well as the Anti-fouling Systems Convention), new provisions to address air emissions have been proposed and include the implementation of the NA-ECA, at-sea bulk oil transfers and grey water discharge from large passenger vessels. Additional provisions to be addressed under the same regulation

North American Coasts ECA-SOx from August 1, 2012 August 1, 2012 to January 1, 2015: Max 1.00% After January 1, 2015: Max 0.10%

include the July 2011 adoption of the Energy Efficiency Design Index (EEDI) and Ship Energy Efficiency Management Plan (SEEMP) by MEPC 62.

• The ECA’S approximate 200 nautical mile offshore zone was adopted on the basis of modelling of prevailing winds rather than alignment with Canada’s Economic Exclusion Zone (EEZ).

• Annex VI references fuel content rather than stack emissions because of variations due to conditions within an engine that may result in inconsistent measurements. A key factor that was included is Regulation 4 which provides for alternative fuels, emission control technology and other flexibility to allow ships to meet the standards.

• Effective 1 August 2012, any ship within approximately 200 nm of North America (below the 60th parallel in the north and excluding Mexico in the south) as well as Hawaii will be required to use marine fuel with a sulphur content limited to 1.0 per cent. In January 2015 sulphur

A R C TIC OC E A N

ARCTIC O CEAN

Baltic and North Sea ECA-SOx Now to January 1, 2015: Max 1.00% After January 1, 2015: Max 0.10% N ORTH PACIF IC O C E A N NO RTH PACIFIC O CEAN

NORT H AT L A NT I C OCE A N

North American ECA-NOx comes into effect in 2016, using the same co-ordinates as the ECA-SOx IN D IA N OC E A N

S OUT H AT L A N TIC OC E A N

SO UTH PACI FI C O CEAN

MARPOL Annex VI fuel oil maximum sulphur content outside of ECA-SOx reduces from 4.50% to 3.50% from January 1, 2012 SO UTHERN O CEAN

48 BC Shipping News April 2012

S OUT HE RN OCE A N

air emissions

•

•

•

•

content will be limited to 0.1 per cent. After 2016, ships will also be required to meet Tier III levels for nitrogen oxide emissions. Canadian regulations will give due consideration to alternatives to using low-sulphur fuel, including LNG and biofuels as well as the use of emission control technology or onboard systems to achieve compliance.

For Canadian vessels, the Canada Shipping Act 2001 allows for assessment and approval of alternative compliance methods. Foreign ships are subject to their own flag state approval of alternatives.

The EEDI applies to new ships over 400 GRT built after 2013 with increasingly stringent targets being phased in between 2013 and 2025. The baseline targets were calculated using data from the global fleet from 1999 to 2009 and the goal is to achieve a series of targets through a phased-in approach requiring a ship to attain a higher efficiency over time. Ultimately, ships will be required to increase their efficiency up to 30 per cent by 2025. From 2013, compliant vessels will be issued with an “Energy Efficiency Design Certificate”.

The SEEMP is applicable to all ships however the regulation will not be prescriptive and compliance can range from inclusion in a safety management system to a comprehensive independent plan. Many ship owners are electing to develop detailed plans in recognition that the objective is to reduce both fuel consumption and operating costs.

Phase II will also include regulations for ship-to-ship tanker transfers (already covered in MARPOL but not yet in Canadian law) and grey water discharge for passenger vessels. Mr. Topping noted that vessels built after the regulations come into force are expected to manage grey water through either a holding tank or marine sanitation device that will treat the grey water to the same standards as sewage. He indicated that there will be a Phase III in the future that will provide for even more stringent regulations on grey water.

Approach to Enforcement.

The main points from Mr. Waheed’s presentation were as follows: • Enforcement will be conducted as part of routine Port State Control inspections under Canada’s participation in both the Tokyo and Paris Memorandums of Understanding.

• Vessels will be requested to make available a number of related documents including an International Air Pollution Prevention Certificate; an Engine International Air Pollution Prevention Certificate for each applicable marine diesel engine; written procedures covering fuel oil changeover operations; approved documentation relating to installed exhaust gas cleaning systems, or equivalent means to reduce SOx emissions; and bunker delivery notes with associated bunker samples.

In response to questions regarding enforcement, Mr. Topping anticipated that a phased-in approach would be required for compliance and that Transport Canada would not “come out with guns blazing”. Over time, non-compliance will

result in fines through Administrative Monetary Penalties (AMPs). “The goal is compliance,” said Mr. Topping. “There are provisions built in that provide for circumstances where the fuel supply is unavailable and this will be taken into account, however the onus is on the ship owner to develop a plan that achieves compliance. What we see and how we act is really dependent on cases that are presented to the inspector. If we have an enclave that is making a valiant effort and simply can’t obtain the fuel, there are options within the regulations and the inspectors would need to consider these.”

Mr. Toping added “we want to work with Environment Canada, ship operators and the fuel supply side. We also have to work with the U.S. Environmental Protection Agency as there will be concerns on their front as well.”

Supply of low sulphur content marine fuel Mr. Brewster provided a sobering perspective from the fuel supply industry in describing the foreseen challenges ahead: • With respect to the global target of 3.5 per cent for sulphur content, Vancouver’s supply is currently at 1.8 to 2.0 per cent for heavy fuel so there is already compliance with the global standard that came into force on 1 January 2012.

• There is only one local source for heavy fuel oil in Vancouver which is in Port Moody. That product is railed to the terminal from the Strathcona Refinery and there is a constraint on the volume of fuel that can be shipped by rail through the Rocky Mountains to the terminal.

• There are three other sources, all in the Puget Sound from Ferndale to as far south as Tacoma. Heavy fuel is a byproduct of the refining process and not the main focus of business for these refineries. “It’s what they have to get rid of,” said Mr. Brewster. “The goal of the refinery is to produce gasoline and higher net products. Black oil is at the bottom of the chain and they just move it out to ships, into asphalt production or export it to markets that can use the higher sulphur content.”

• At this point in time, 1.0 per cent maximum sulphur oil is not available anywhere in the Puget Sound. The situation is the same in the Columbia River and San Francisco Bay however, the occasional supply is available in Los Angeles but not on a consistent basis.

• The local supply sources in Vancouver will not and do not have any plans to produce 1.0 per cent fuel for this market.

That means the local market is in an import situation and must bring product in from Washington State on barges.

Unfortunately, on the Washington State side, the refiners also have no plans to change their processes to produce one per cent marine fuel at this point. This creates a huge challenge for the marine market, not least for cruise ships captive to the coast during the Alaska season. For the deepsea sector, the issue may not be quite as serious because vessels are required to have the 1.0 per cent onboard prior to arriving on the West Coast. Unfortunately, there is no 1.0 per cent in Asia that Mr. Brewster was aware of at this time.

April 2012 BC Shipping News 49

air emissions • “Where do we go from here with the cruise ships?” asked Mr. Brewster.

“I have no idea. I don’t have an answer for the buyers of vessels that will start arriving in May.” One option being explored is to blend heavy fuel oil with diesel to achieve 1.0 per cent sulphur maximum. However, in addition to adding $300 to $350 per tonne to the price, Mr. Brewster

indicated there could be practical operational challenges.

• On the cruise ship side, there are approximately 150,000 tonnes of heavy fuel being supplied over the course of the summer months. Adding $300 to $350 a tonne is a huge incremental cost which hasn’t been factored into budgets. But that is secondary to even sourcing the supply right now

and there are no answers to that.

Mr. Brewster was asked about other ECAs, such as the North Sea and Baltic, and how they compared for supply.

While stating that he did not have a lot of background on those areas, he noted that they are working with different grades of crude oil in Northern Europe.

“It’s also natural product in New York Harbour and Halifax,” he said. “They produce 1.0 per cent and it is easily and reasonably readily available.”

Captain Brown further noted that as more emission control areas were identified — such as the Pearl River Delta in China — investment in the supply side capacity would make sense.

“However, even if they were to make application this year,” Captain Brown said, “they are still two to three years down the road before implementation and by which time we are already into the 0.1 per cent requirement.

Operational challenges Moving to the operational side, Mr. Brewster added that from a supplier’s perspective, there are risks that come into play when considering which test becomes binding for a fuel sample and where liabilities would lie should test results vary. Test results at the refinery level could be different from samples taken at the vessel and Brewster expressed concern that there may be repercussions from ship owners who might be penalized based on the higher reading where a lower reading was taken at the refinery.

Mr. Brewster further noted that the high demand for cruise ship supply is seasonal whereas the deepsea demand is relatively modest so the incentive to load barges in Washington State to make supplies available is minimal.

At this point, Brewster said “Marine Petrobulk is advising customers coming from that direction to bunker at the Panama Canal. There’s just not a lot of incentive based on the risks involved in supplying 1.0 per cent fuel to deepsea vessels at this point since the economic case hasn’t been made to have a barge on standby with segregated tanks.”

Yet another issue related to blending is that the computerized blending

50 BC Shipping News April 2012

air emissions system fluctuates through the course of loading. There is a viscosity variance that is allowable for the barge, leading to a maximum sulphur content — “you need to be very precise to hit the viscosity number in order to reach the 1.0 per cent maximum and the refineries’ computerized blending systems are not set up to meet such a specification in a precise fashion. There could be a variation of .05 up to 1.05 per cent in sulphur content”.

...owners...don’t have the fuel capacity or tank segregation to simultaneously carry heavy fuel oil, 1.0 per cent sulphur and low sulphur marine gas oil.

The final factor from a supplier’s point of view is whether a dedicated barge is required for the supply and the utilization rates in trying to keep equipment moving in the marketplace.

“If we dedicate a barge to 1.0 per cent fuel, it will be idle more often than not and there is a huge cost factor involved.

Even if we could source it, the incentive, just based on sheer economics, is not there.”

Mr. Brewster also touched on the supply of low sulphur marine gas oil to meet the California Air Resource Board (CARB) requirement, noting that this is not yet an issue for the Vancouver market. Environment Canada land-based regulations are well ahead of the ECA regulations in this area and Marine Petrobulk is therefore able to meet the low sulphur gas oil requirements for vessels heading to California.

In 2015 — when 0.1 per cent sulphur content becomes the standard — there will be a new supply constraint on the low sulphur gas oil in the Vancouver market because there is a difference between high flash gas oil for deepsea vessels and cruise ships and the lower flash product which is for on-land use which is what is currently available.

Refiners are set up to produce diesel for land use and Mr. Brewster was worried that there will be a shortage as the demand increases. “There is only so much

product that can come in through the pipeline and the rest will have to come on tankers”.

Vessel challenges Briefly touching on customer feedback, Mr. Brewster related concerns from owners that don’t have the fuel capacity or tank segregation to simultaneously carry heavy fuel oil, 1.0 per cent sulphur and low sulphur marine gas oil. “Ships just aren’t built to segregate three kinds of fuel. The other concern is the switching to compliant fuel — especially for vessels that may call Los Angeles/Long Beach, San Francisco Bay, Puget Sound and Vancouver — do they switch to 1.0 per cent and then switch to the CARB-required marine gas oil and then switch back to 1.0 per cent? It’s challenging for the owner and there is no assurance that they will achieve compliance”.

Follow Up Subsequent to the information session, Captain Brown has formally

advised several interested parties of the fuel supply deficit envisaged when the ECA takes effect as of August 1. These include: • Transport Canada • Environment Canada • Pacific Merchant Shipping Association (PMSA) • World Shipping Council (WSC) • North West & Canada Cruise Association • The Shipping Federation of Canada • West Coast Port Authorities • The International Chamber of Shipping The letter from Captain Brown was tabled at a meeting of the International Chamber of Shipping’s “Marine Committee”, an international gathering, which met in mid-February in London.

In his letter to Transport Canada, Captain Brown has underlined that given the realities of the situation, preparations for enforcement of ECA fuel standards through the use of AMPs is inappropriate. BCSN

April 2012 BC Shipping News 51

INDUSTRY GROWTH

Jastram innovation for over 100 years.

E

ven though there are still months to go before the first steel is cut for vessels under the National Shipbuilding Procurement Strategy (NSPS), work on vessel design has been underway for a number of years. One of the companies that has been extensively involved with both the Canadian Coast Guard and the Royal Canadian Navy on vessel concept and design has been Jastram. BC Shipping News asked Jastram about their experience with the process so far and, as a Canadian company with a long history of supplying both commercial and government vessels, how their manufacturing and technologies expertise has made them a world leader in steering systems and control integration.

The history of Jastram is quite interesting. The Jastram name in shipping can be traced back to Germany in the late-1800s when Carl Jastram, along with Nikolaus Otto and Rudolf Diesel, pioneered the development of combustion engines. Today, Jastram GmbH & Co. KG (JKG) in Hamburg continues to manufacture rudder propellers and bow thrusters.

In the early 1980s, Jastram set up Jastram Technologies Ltd. (JTL) to represent Jastram products and other high quality European equipment to

the North American market. In 1989, Jastram Engineering Ltd. (JEL) was founded when an opportunity presented itself to get into the design and manufacturing of steering systems after the bankruptcy of Wagner Engineering, a well-known and wellrespected North Vancouver company.

Starting with seven ex-employees of Wagner, the company grew to its present size of 50 employees, with its own representation office in Shanghai, China. JEL is well-positioned for future growth as the next generation of managers is now at the helm.

While having been one corporate entity in the early days of their development, the three companies — Jastram GmbH & Co. KG, Jastram Engineering Ltd. and Jastram Technologies Ltd. — are now stand-alone entities that are separately and independently owned.

They still work very closely together however to ensure that the needs of customers are fully met. “We are very unique in the industry in part because of our relationship with both JKG and JTL,” said Christophe Simon, Business Development Manager. “We often have the same clients because we offer similar high quality products with custom systems that work well together from a design integration viewpoint. JEL’s

custom system integration, as well as our ability to take care of the interface with any of the ship’s existing systems, means that customers get a whole package rather than just bits and pieces that they’re left to put together themselves.”

Operating out of a 40,000-squarefoot facility in North Vancouver where steering systems and customized hydraulic cylinders are manufactured and assembled, JEL products can be found around the world. “We have 27 distributors worldwide and speak 23 languages here in the North Vancouver office,” said Simon. “Most of our equipment is under class approval which is essential for custom systems. The entire production is ABS-approved; our welding facilities are DNV-approved and each system is approved by class depending on the customer’s requirements — for example, Russia requires the approval of the Russian Register; in the U.S., it’s mostly ABS; in Canada, it’s Transport Canada (but more and more is being delegated to societies like Lloyds).”

Jastram (both JEL and JTL) focus on servicing the mid-sized vessel market.

This market however, covers a large range — from 15 to 230 metres. “No other manufacturer in Canada specializes in the mid-size range the way we do here at Jastram Engineering,” said

The Jastram Team stands in front of a world map that pinpoints the home towns of each employee. With 23 languages spoken in the office, illustrating the international capabilities of the company.

52 BC Shipping News April 2012

INDUSTRY GROWTH

Business Development Manager Christophe Simon stands beside a R&D project for a new steering system.

Simon. “We do one project at a time so we can adjust the design and continuously customize the system to fit our clients’ requirements. We are set up for high precision, high quality manufacturing on a small scale.”

Simon goes on to explain that: “We’ve been very successful in meeting the needs of this market, including fishing and tug boats, ferries, government vessels such as patrol, fire and rescue boats as well as large yachts.” He also noted that, because of their engineering team’s history with Wagner, Jastram has carried on the tradition of focusing on integration of the overall control system. “We understand the Wagner system very well and have produced the same level of system but with modern elements that can be applied to a specific application,” said Simon. “The design is especially popular for refits of older Wagner systems — some as much as 50 years old — where Jastram is able to offer a straight swap in/swap out capability plus added functionality.”

While they do refits on a lot of systems, most of the older tugs and fishing boats on the West Coast are fitted with Wagner as are most of the existing Canadian Coast Guard and BC Ferries vessels so Jastram has an advantage when it comes to life extension work because they manufacture the same kinds of systems but with new technology applied.

For Jastram Technologies, the close relationship with Jastram Engineering provides opportunities to tie in products ranging from lighting to fire safety to sound signalling and other machinery. “We represent 21 manufacturers and have three offices — one here in North Vancouver, one in St. Catharines, Ontario and another in Dartmouth, Nova Scotia,” said Shawn Burchett, operations manager for JTL. “When it comes to scoping out a customer’s requirements, we provide a full spectrum of options and solutions from coast to coast, including in-house training for staff and regular professional development forums.”

In relating Jastram’s involvement with the NSPS project, Burchett said that: “we’ve been working on NSPS for five years

so far. We are at the project office in Ottawa frequently to work with the essential in-service support teams for the Coast Guard and the Department of National Defence as well as the budget teams. This is typical for us — we build long-lasting relationships with our clients and provide assistance and advice throughout the concept and design phases even if we don’t have a contract in place.” Illustrating the point, Burchett noted that Jastram supplied the first quotation for the joint supply ship and the polar ice breaker back in the early 1990s.

“There are three basic steps that we follow for any project,” said Burchett. “First, we’ll work with the customer to understand their needs; then the naval architect to assist with proof of concept, system design and budgetary evaluations; and then the shipyard during construction. You hope that you differentiate yourself enough through the design process that the customer recognizes your ability to address technical issues that others might have problems solving.”

Jastram has already secured the contract to supply the steering systems for the new mid-shore patrol vessels being built at Irving Shipyards in Halifax. “All of the Orca-class vessels are Jastram as well,” said Simon, “and we have a number of projects underway in the U.S., including 42-metre patrol boats for the U.S. Coast Guard which are essentially mirror images to the Canadian vessels.” Burchett added that all of the lighting as well as the sewage treatment plants on the mid-shore patrol vessels were sold by JTL. For the ships built in Canada, Jastram Engineering has the added benefit of being all-Canadian content with guaranteed local maintenance and support. “The main thing is to build the relationship,” said Simon. “We’re not in it for a quick sale — we establish a long-lasting link with the owner, shipyard and designer. For the NSPS project, we’re excited at the prospects of how it will impact on the growth of the Canadian market. While we don’t rely on any one market or ship type, it’s a source of pride to be involved with the development our own country’s shipbuilding capabilities.” BCSN

Jastram offers custom-made hydraulic cylinders for applications onboard vessels, such as door openings.

April 2012 BC Shipping News 53

NORTH WEST & CANADA CRUISE ASSOCIATION

Representing eleven major cruise lines operating in the Pacific Northwest, Canada, Alaska and Hawaii.

NWCCA member lines are at the forefront of environment, security and safety initiatives. NWCCA provides community and government relations and representation for development of local opportunities.

Members:

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

www.nwcruiseship.com

Vancouver Maritime Arbitrators Association invites you to ICMA XVIII — Vancouver 2012

The Vancouver Maritime Arbitrators Association (VMAA), is delighted to invite you to the International Congress of Maritime Arbitrators, ICMA XVIII, to be held at the Pan Pacific Hotel, Vancouver, British Columbia, May 13 to 18, 2012.

The maritime industry continues to lead the world in international alternate dispute resolution through arbitration.

Since 1972 ICMA has provided a forum for arbitrators, national maritime arbitration associations, marine insurers, ship owners, charterers, cargo interests and the legal community from around the world to come together to exchange views and developments.

After 21 years, ICMA returns to Vancouver in 2012.

The VMAA invites you to join the ICMA Forum at www. icma2012.com to post topic suggestions. Suggestions to cover a full range of issues including piracy, charter party agreements and the many facets of maritime arbitration.

To register or learn more, please visit: www.icma2012.com.

ADVERTISERS ABS Americas......................................................................... 15 Bernard & Partners................................................................... 9 Canadian K9............................................................................. 4 Chamber of Shipping of British Columbia................................... 6 CMC Electronics.................................................................... IBC Company Wrench.................................................................. IBC Jastram Technologies Ltd........................................................ 54 King Bros. Limited................................................................... 19 Maritime Security Challenges 2012 Conference...................... IFC Mercy Ships............................................................................ 36 Mission to Seafarers................................................................. 4 Nanaimo Port Authority........................................................... 51 North West and Canada Cruise Association............................. 54 Peninsula Waste Water Services.............................................. 22 Sperry Marine/Northrop Grumman.......................................... 50 Tactical Marine Solutions Ltd..................................................... 6 Vancouver Maritime Arbitrators Association ICMA.................... 54 Vancouver Maritime Museum..................................................BC 54 BC Shipping News April 2012