BC Shipping News - December 2018/January 2019

Shipyards: Unique project highlights strong skillset

Legal Affairs: Canada’s maijuana laws and the workplace

Data Analytics: Putting marine data to work

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

Volume 8 Issue 10

www.bcshippingnews.com

NEWS December 2018/January 2019

Industry Insight Bart Reynolds , President Seaspan Marine

B.C. Tug Industry Update Steady as she goes...

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Mariners’ Workshop January 23 and 24, 2019 Coast Coal Harbour Hotel Vancouver, B.C.

The Mariners’ Workshop is an annual event organized by the Shipping Federation of Canada in collaboration with the Canadian Coast Guard, Canadian Hydrographic Service, Transport Canada (Marine Safety), Environment Canada Climate Control, the St. Lawrence Seaway Management Corporation, the United States Coast Guard, Dr. Lee Alexander of the University of New Hampshire and mariners.

The 2019 Workshop will continue to focus on modernizing Canadian waterways. Similar to previous Workshops, the goal is to encourage a dialogue among mariners, and to provide an opportunity to interact with stakeholders including manufacturers, service providers, and regulators.

Preliminary Agenda & Registration Form available at www.shipfed.ca

(click on “Mariners’ Workshop 2019” on the news section on your right).

Please note that a block of rooms has been set aside at the Coast Coal Harbour Hotel.

BC SHIPPING

CONTENTS December 2018/January 2019 Volume 8 Issue 10

NEWS

9

EDITOR’S NOTE

10

IN BRIEF

14

INDUSTRY INSIGHT

20

By Jane McIvor

Industry traffic and news briefs A fresh perspective Bart Reynolds, President, Seaspan Marine Reynolds has been applying lessons learned from diverse sectors in the marine transportation industry around the world, most notably, the oil and gas sector.

Cover Story

22

14

MARITIME SAFETY

TSB Watchlist 2018 A call to action on safety management and fatigue issues

25

MARITIME EXCELLENCE

26

B.C. TUG INDUSTRY

2018 Maritime Museum SS Beaver award presentations

Capilano Maritime and Ocean Industries collaborate on Design-Build of oil recovery barges for ECRC

By Chris Mulder

39 SHIPYARDS

Unique project highlights strong skillset at Vancouver Drydock

41

PROJECT MANAGEMENT

43

DATA ANALYTICS

Albion Marine Solutions Turnkey solution provider prepares for a busy future

LEGAL AFFAIRS

Smoke on the water What Canada’s marijuana laws mean for your workplace

By Anne Amos-Stewart

49 TRAINING

Indigenous students continue to gain meaningful employment through marine industry partnerships

50

BALLAST WATER

52

EVENT RECAP

Steady as she goes...

36 BARGES

HISTORY LESSON

Roling down to Rio The 10,000-mile tow of the Snohomish

By Lea Edgar

26

47

DESMI Oceean Guard’s CompactClean BWMS receives IMO Type Approval Maritime Security Challenges Conference highlights challenges, threats and opportunities in the maritime sector

39

Putting marine data to work

By Subrat Nanda

On the cover: The Seaspan Raven and Seaspan Hawk in Vancouver Harbour (photo: BC Shipping News); above: the Skeena Coast (photo: Amix Marine Group); right: Silver Explorer in Seaspan’s Vancouver Drydock (photo courtesy Seaspan.); left: Bart Reynolds (photo courtesy Seaspan).

December 2018/January 2019 — BC Shipping News — 7

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December 2018/January 2019 Volume 8/Issue 10 Publisher McIvor Communications Inc. President & Editor Jane McIvor

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Proud member of: 300 – 1275 WEST 6TH AVENUE, VANCOUVER, BC V6H 1A6 T: 604-893-8800 / F: 604-708-1920 E: JANE@BCSHIPPINGNEWS.COM 8 — BC Shipping News — December 2018/January 2019

International Sailor’s Society Canada

EDITOR’S NOTE

Photo: Dave Roels

Volume 8 complete

O

ne of my favourite sayings comes from Douglas Adams, author of the Hitchhiker’s Guide to the Galaxy — “I love deadlines,” he wrote.

“I love the whooshing noise they make as they go by.” It so aptly describes the whirlwind pace of 2018, bringing to a close the eighth year for BC Shipping News.

I recall the day that Volume 1, Issue 1 (April 2011) went to the printer. I was excited, nervous and worried all at the same time. About five minutes later, I realized there was another deadline looming and a whole new set of emotions kicked in — mostly fear and panic. Without a clue as to what the content would be, Issue 2 somehow got to the printer on time, as did Issue 3 and so on. Not once has there been

an empty space to fill. In addition to feeling incredibly grateful for all of the support, the contributions from the industry and the participation of so many people made me feel like I was on to something.

There was a need for the industry to be able to share their stories. And an audience who appreciated reading them.

I’ve come to think of BC Shipping News as the industry’s magazine, providing a voice and a perspective from colleagues and peers whose stories might otherwise not be told. It is an opportunity to read about the issues, activities, challenges and opportunities that present themselves in every sector of the commercial marine industry — ferries, tugs, naval and coast guard vessels, tankers, bulkers, cruise

ships, ports, terminals, cargo logistics and supply chains, new technologies and new regulations...the list is almost endless.

So, with our last issue of the year, I’d like to say thanks. It has been an absolute pleasure and an extreme amount of fun working on what has become a labour of love. While there are definitely days that make it hard not to light a match to the computer, there are just as many more days that make me happy to be a part of such an important industry.

I hope you’ve enjoyed reading Volume 8 as much as I’ve enjoyed putting each issue together. And stay tuned for 2019! There is so much more the industry needs to say.

— Jane McIvor

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December 2018/January 2019 — BC Shipping News — 9

INDUSTRY TRAFFIC

BCMEA’s Terry Duggan announces retirement

F

ollowing a well-respected and distinguished 31-year career with the British Columbia Maritime Employers Association (BCMEA) President and CEO, Terry Duggan, has announced his retirement effective March 31, 2019. Devoted to the BCMEA and the marine industry, Terry leaves a legacy of leadership that focused on collective bargaining with both longshore and foremen unions, pension and benefit administration, finance and audit, labour legislation and regulations, corporate governance and risk, employment equity and government relations.

The Board of Directors for the BCMEA is pleased to announce that after the conclusion of a rigorous selection and succession planning process, current Senior Vice President Employee Relations, Dispatch and Corporate Secretary, Mike Leonard, has been selected as Terry’s successor. Mike is a highly effective Industrial Relations executive with over 25 years of diverse experience. He was recruited in 2001 and has been an active participant in industry bargaining since 2002 and Association spokesperson since 2008 where he also became Vice President, Labour Relations. Mike’s 18 years of extensive experience at the BCMEA and deep understanding as to where the Association needs to go, position him to successfully lead the organization into the future.

The four-month transition phase up to10:12 April 1, Page 2019 1will allow NA 1/4pg BCSN.qxp_1/2 pg horz 6/6/18 AM for smooth and stable continuity, as Terry and Mike continue

ON THE MOVE

their productive partnership on critical elements of the BCMEA mandate. This work will focus on the current round of collective bargaining with both ILWU Canada Longshore and ILWU Ship and Dock Foremen Local 514 as well as the bylaw and governance as the Association continues to develop its long term strategic plan, BCMEA 2035.

The BCMEA’s mission is to serve its customer members by promoting the critical role of the maritime sector in strengthening Canada’s economy through robust trade, labour stability, performance growth and a safe work environment. As an industry, we remain dedicated to facilitating British Columbia and Canada’s trade objectives by ensuring the efficient and reliable movement of goods and passengers through our West Coast gateway. The organization continues to work with a variety of government and other leading stakeholders in the development and implementation of public policies to advance this mandate through a collaborative approach to labour relations, training, safety and recruitment.

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NEWS BRIEFS

First fully-electric vessels to operate in Canada with SCHOTTEL propulsion

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CHOTTEL has signed a contract with Damen Shipyards to equip the first fully-electric vessels to operate in Canada.

The new Amherst Island and Wolfe Island ferries will be propelled by four SCHOTTEL Twin Propellers STP 260 FP, each with an input power of up to 550 kW. The main propulsion is provided by batteries with a diesel engine as backup to ensure mobility. The propulsion concept implies a power intake increase up to 650 kW due to an enhanced draught provided by the batteries. In accordance with their field of operation in the Lake Ontario/St. Lawrence River of the Canadian province of Ontario, the thrusters will fulfil the requirements of Ice Class 1A.

Common concept for future innovations

“There has been close cooperation with SCHOTTEL in this project that aimed at identifying high efficient future innovations and green technologies for sustainable power solutions.

SCHOTTEL’s international network and propulsion knowledge that we have relied on for decades and we already have supported, made this project a comprehensive solution for the customer”, says Damen Shipyard’s Leo Postma, Area Manager Canada.

The two new double-ended ferries will be operated by MTO, the ferry service of the Ministry of Transportation of Ontario.

Damen’s full electrification concept for the ferries serving Kingston and Wolfe Island, as well as Millhaven and Amherst Island, will reduce emissions by the equivalent of 7 million kg carbon dioxide per year.

Propulsion performance equals conventional concept

The Amherst Island ferry is due to be delivered in 2020. With a length of 68 m and width of 25 m, it will accommodate up to 300 people and 42 cars. The Wolfe Island ferry, scheduled for delivery in 2021, will have a length of 98 m and a width of 25 m for transporting up to 399 passengers and 75 cars. Both will operate at speeds up to 12 knots that equals the speed of conventional propulsion.

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The Amherst Island (above) and the Wolfe Island (below) will be propelled by four SCHOTTEL Twin Propellers STP 260 FP each with an input power of 550 kW.

December 2018/January 2019 — BC Shipping News — 11

NEWS BRIEFS

Port of Nanaimo appoints interim Co-CEOs Upcoming events

I

an Marr, Senior Vice President of Finance & Administration, and Mike Davidson, Vice President of Real Estate, will co-manage the position. Ewan Moir left his position as President and CEO on October 19.

“We are very pleased to have two quality individuals who have served the Port so well for many years who are willing, capable and able to help steer the path for the foreseeable future,” says NPA Chair Michelle Corfield. “Both Ian and Mike have excellent reputations and are wellliked and respected within the NPA organization, and in the community.”

“The Port of Nanaimo has a lot of good things going right now,” Davidson says, pointing to the recently announced $18 million Vehicle Processing Centre, and the $10 million Western Canada Marine Response Corporation operation, as well as the expected arrival of the Island Ferry Service from downtown Nanaimo to downtown Vancouver foot passenger ferry.

“The Port of Nanaimo Board would like to thank Mr. Moir for his service over the past year,” says NPA Chair Michelle Corfield. “He made some strong contributions to our operations, and we wish him the best in his future endeavours.”

Visit www.bcshippingnews.com for information on all upcoming marine industry events.

Vancouver Transportation Club Christmas Dinner (December 19, 2018) Website: www.vancouvertransportationclub. com/events

Shipping Federation of Canada Mariners’ Workshop 2019 Vancouver, B.C (January 23 to 24, 2019) Website: www.shipfed.ca

Cargo Logistics Canada Vancouver, B.C. (February 5 to 7, 2019) Website: www.cargologisticscanada.com Vancouver Transportation Club’s Oil & Gas 2019 Summit Vancouver, B.C. (March 4 to 5, 2019) Website: https://canada-ong.com

Mari-Tech 2019 Ottawa, ON (April 23 to 25, 2019) Website: www. http://mari-techconference.ca

23rd B.C. Tugboat Industry Conference/ CMC Golf Tournament Victoria, B.C. (May 2 to 4, 2019) Website: www.comc.cc

GreenTech 2019 Cleveland, Ohio (June 5 to 7, 2019) Website: www.green-marine.org/greentech

World Maritime Rescue Congress Vancouver, B.C. (June 15 to 18, 2019) Website: www.wmrc2019.com

Clean Pacific 2019 Vancouver, B.C. (June 18 to 19, 2019) Website: https://2019.cleanpacific.org

BC SHIPPING NEWS

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12 — BC Shipping News — December 2018/January 2019

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NEWS BRIEFS

Darryl Anderson appointed as interim National Director of Mercy Ships Canada

T

over the coming years as it readies itself for the expected growth and organizational expansion that will be driven by the impending arrival of a second hospital ship.

Mr. Anderson, as the Managing Director, Wave Point Consulting Ltd, is a Victoria resident. Other private sector leadership roles include: President and CEO of the Port Alberni Port Authority; and, Business Development Manager for the Greater Victoria Harbour Authority. Previous public sector involvement includes: Policy Manager, Rail, Intermodal & Marine for Alberta Transportation; Manager, Trade Policy and Business Intelligence for Alberta Energy department; and, Chief Harbour Authority Implementation for Fisheries and Oceans Canada.

Darryl holds a Master of Business Administration (Maritime Management), a Bachelor of Arts Degree, Diploma in Urban Land Economics, and a Trade Certificate in Shipping and Marine Operations.

Photo: Dave Roels

he Board of Directors of Mercy Ships Canada is pleased to announce that Mr. Darryl Anderson, Managing Director, Wave Point Consulting Ltd, has been appointed as Interim National Director. Mr. Anderson was previously a Board Director of Mercy Ships Canada. See below for Mr. Anderson’s background and professional experience.

This regular part-time appointment is for an indeterminate period effective October 31, 2018.

In announcing this appointment, Marilyn Collette, Chair of the Board of Mercy Ship Canada said: “The Board felt that Darryl was the right person to lead the organization at this juncture and while the Board of Directors seeks to recruit a permanent National Executive Director”.

On behalf of the Board, Mrs. Collette thanked the outgoing National Director, Tim Maloney, for his work and dedication to Mercy Ships Canada over the past ten years, firmly establishing Mercy Ships’ Canadian office in Victoria and positioning it as an important charity in Canada. She also expressed her gratitude to the staff for their ongoing cooperation, understanding and professionalism during the transition period.

Mercy Ships Canada looks forward to expanding its collaboration with volunteers, staff, suppliers, donors, and stakeholders

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INDUSTRY INSIGHT

A fresh perspective

Bart Reynolds President, Seaspan Marine

A

s President of Seaspan Marine and the person accountable for the success of that company’s tug and barge business, Bart Reynolds has been applying lessons learned from diverse sectors in the marine transportation industry around the world, most notably, the oil and gas sector. Because of this, the insights he is able to impart about B.C.’s tug industry come with a perspective that is both fresh and unique. As Reynolds points out, the equipment may look a bit different but the basic principles are the same. And of those principles, that of “safety first” resonates the most with him. Given his success in leading Seaspan Marine for the past four years, that principle is showing up in a number of areas, not the least of which are training and vessel maintenance.

BCSN: Tell me the steps you’ve taken to reach your current position.

BR: After graduating from the University of Texas with a Masters of Business Administration, I started working with Tidewater Marine — a company that owns and operates the world’s largest fleet of offshore supply vessels. I took on various positions with the company that took me to places like West Africa, the

Reynolds has been applying lessons learned from diverse sectors in the marine transportation industry around the world, most notably, the oil and gas sector.

Mediterranean and Latin America. It was very interesting work, culminating in my position as Vice President — Americas for GulfMark. An opportunity at Seaspan came up right when the industry was taking a downturn. That was almost four years ago.

While the equipment was quite different — I dealt with a lot of platform supply vessels, anchor handling towing and supply vessels — the playbook that drives the marine industry in terms of being smart with capital, learning about the regulatory regimes and dry docks is very similar. I learned the rules of the playbook in the oil and gas industry and am able to apply them here.

BCSN: What attracted you to Seaspan?

BR: There were a few considerations.

I had been working for a publicly traded firm and liked the idea of working for a private entrepreneurial firm. I had always thought that if an opportunity to work with someone who was a visionary

14 — BC Shipping News — December 2018/January 2019

in business, I would be hard-pressed to turn it down. Dennis Washington and Seaspan rank up at the top for being entrepreneurial.

A private company was appealing on additional levels — they tend to put more emphasis on a longer-term strategy whereas public companies focus on financial quarters. Private companies measure success in decades, not quarters.

And Vancouver is an amazing place to live.

BCSN: Could you provide an overview of current activities?

BR: We have over 30 active tugs and about 120 barges. We’re lucky to be diversified in a number of different businesses: ship docking and escort; the chip and hog fuel business; log-barging; and general towing of rail cars and construction aggregates for the cement industry.

Combined, we’re kept quite busy.

In terms of current activities, all towing sectors are steady — chips, log barging,

INDUSTRY INSIGHT rail, cement and aggregates. We’re not expecting any changes to the sector in the foreseeable future, at least for the next three or four years. While ship docking has also been pretty steady, we’re seeing the size of the ships getting bigger and we expect that trend to continue.

Looking at regions of operations — the Fraser River, Vancouver Harbour and Victoria — Victoria, while it’s a very small base, did pick up a bit this year. It’s been a good year and is expected to continue to be busy next year.

BCSN: You mentioned that the ships you’re docking are getting bigger. How is that impacting on your fleet and capabilities?

BR: We have ample resources today to handle the market over the next five years.

Over the last 10 years, we’ve acquired some very good ship assist and escort tugs as well as coastal and ocean tugs — most recently, the Seaspan Raider and the Seaspan Rogue but also the Seaspan Eagle, Osprey and Kestrel a few years before that. As we continue to replace older vessels over time — especially some

Seaspan Marine’s crew, with Frank Butzelaar and Bart Reynolds (far right), stand behind representatives from Seaways Global (centre front). of the older Cates tugs — it will be for tugs with higher horsepower.

Over and above replacing vessels, we have a fairly solid maintenance plan.

Refits are done constantly — there are always multiple barges and at least one tug in the yard at all times. It’s a very maintenance-intensive industry.

One of the biggest challenges facing the industry today is the recapitalization of the

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fleets. Luckily, we live in an environment where steel lasts longer than it does in other parts of the world but still, there comes a time when it’s not economical to continue to put money into an old tug and it has to be scrapped and replaced. Replacements costs are huge and very few companies are investing in new equipment.

Outside of ship docking and escort, there won’t be a need for more powerful tugs. An

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INDUSTRY INSIGHT argument can actually be made for going in the other direction to consider more fuel efficient options which typically will drive down the horsepower. You don’t need high horsepower all the time — for example, if you have power based on a battery hybrid that gives you 1800hp most of the time, you can boost that to 2400hp with the batteries for the rare occasion when you need it.

BCSN: In addition to increased ship size and the impact that has on escort tugs, what other trends are you seeing in the industry?

BR: While most of my career has been spent in the oil and gas sector, I see the same increased focus on safety in the tug and barge industry. For oil and gas, the industry went from being very high risk to one of the safest in the world. I saw the benefits that come from having a top focus on safety and it has been my number one priority since I walked through these doors. We have to be focused first and foremost on safety.

Training is another area where I see a change. The emphasis is moving more

toward competency than just certification and ad hoc training. When we were young, training depended entirely on the teacher and you would pick up all of their habits, good or bad. And even if they were very experienced, it didn’t guarantee that all of their skills would be passed along.

Now, there’s much more structure to training and it’s based on the ability to prove you’ve been able to master each skill.

A good example of the move toward competency-based training is our new five-year, multi-million-dollar agreement with Seaways Global, a U.K.-based provider of marine and training and tugboat simulations. Rather than simply receiving a certificate at the end of the course, you’re put through a live vessel training exercise where you prove you have mastered all of the skills we need you to have.

Further to this, the use of simulators has become a great tool for training. While we’ve been using Seaways’ facilities overseas for several classes since implementing the agreement, we’re currently installing a multi-console

tugboat TRANSAS simulator here at 10 Pemberton Avenue in North Vancouver and expect to put the first group through in January. And in addition to training our employees directly, the contract includes a “train-the-trainer” component.

BCSN: Is technology impacting other areas of the tug industry — more automation, for example?

BR: There’s a lot of talk about automation and autonomous vessels, but it hasn’t hit the marine industry yet to a great extent. I think in large part because it is a pretty small sector. There are less than 100,000 commercial vessels in the world so it’s more likely you’ll see automation in industries like long-haul trucking or factory automation before you see it in the marine sector.

Eventually, it will get here but before that, we’ll see changes coming to power — diesel electric, battery hybrids; dual fuel like LNG/diesel. Installing LNG dual fuel is a challenge for tugs but battery technology is advancing significantly — the space required for power storage is the

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INDUSTRY INSIGHT biggest factor and, for batteries, the ability to store more power in smaller spaces is getting better all the time. We’re at the front end of game-changing technology so who knows what’s around the corner — hydrogen for example.

BCSN: I’d like to jump back to your comments on the issue of safety for a minute. The Transportation Safety Board recently released Watchlist 2018 which recommends that Transport Canada implement regulations requiring all commercial operators to adopt a formal safety management process and oversee these processes effectively. Could you describe your own safety management system (SMS)?

BR: I’m a big believer in making SMS mandatory. I’m actually surprised that it’s not already. At Seaspan, we already have a safety management system in place and surpass the regulators but I’m happy to see them continue to raise the standard on what’s acceptable.

BCSN: The TSB Watchlist also addressed the issue of fatigue and

I’m a big believer in making SMS mandatory. I’m actually surprised that it’s not already. At Seaspan, we already ... surpass the regulators... recommends that Transport Canada require companies to have a fatigue management plan. Could you comment on that in context of your experiences?

BR: Fatigue is an issue that all tug operators must manage. Over the last decade, there has been more discussion and consideration of it but I don’t think there’s a silver bullet or one-size-fits-all solution.

For the West Coast, crew rotations are much shorter than in other places around the world. A lot of crew work is based on a five-week rotation — one week of day shifts; one week off; one week of night shifts; and two weeks off. Shift work and changing hours is tough and providing more time off following the night shift is one way we try to mitigate the impact it has.

We also hold a one or two-day conference every year for staff and this year,

fatigue is one of the hot topics. There are so many different levels of fatigue where some things are in your control and some are not — everything from diet, nutrition, exercise, medications and sleep habits where everyone is different and what works for one doesn’t necessarily work for another. We’re trying to bring all of these factors to the forefront and have an open dialogue. You shouldn’t be afraid to say you’re too tired to perform a task but when that happens, we need to have checks in place to be able to address it. If it happens frequently, you need to get to the root cause — whether the person has had enough rest before showing up for work (some people have more distractions at home than others) or if they’re suited to a particular watch rotation. Currently, our industry is dominated by something called the ‘square watch’ which is a six-hour on/

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INDUSTRY INSIGHT We don’t have a hard time getting new and inexperienced people — the problem is getting them the time to build their licences. six-hour off shift. My personal preference is for a 12-hour watch so a lot depends on the particular person.

To call for a mandatory fatigue management plan is a bit like pulling at a thread on a sweater. I think it’s good that the TSB is raising it. I can see areas where there could be improvements — for example, requiring a bridge navigation watch alarm system on vessels of certain sizes. That would be one additional tool at our disposal to address the issue.

BCSN: A question I’d like to ask related to this is whether you’re finding enough qualified crew.

BR: There is a scarcity of skilled crew industry-wide right now. We don’t have a hard time getting new and inexperienced people — the problem is getting them the time to build their licences. Unfortunately, the marine industry has this archaic system based on sheer number of days at sea to complete before you can get a licence. It’s crazy — no one even looks at what the vessel is doing. You just have to be part of the crew without proving you’ve done a specific task. That’s one of the challenges we have and part of the reason we went the route of Seaways. It allows us to make sure that we’ve already got people who are trained and ready to go before we need them.

BCSN: Just before we end off, do you have any comments or forecasts on future activity for the industry?

About Bart Reynolds

B

art Reynolds joined Seaspan as President, Seaspan Marine in May 2015, bringing with him over 20 years of experience in positions of leadership and senior management across diverse sectors of the marine transportation industry. A graduate from the University of Texas at Austin’s Masters of Business Administration (MBA) Program, Bart also holds a Bachelor of Business Administration (BBA) and Bachelor of Arts (BA) from the University of New Mexico.

Reynolds spent over 15 years with Tidewater Marine, owner and operator of one of the largest worldwide fleets of offshore supply vessels – first as Area Manager for the Mediterranean and Red Sea before taking on management positions in West Africa, Latin America and the United States. He most recently served as Vice President, Americas at GulfMark Offshore Inc. – a company which operates 72 offshore vessels and services every major offshore energy market in the world.

Bart now lives in Vancouver with his wife and two teenage sons.

18 — BC Shipping News — December 2018/January 2019

Certainly the LNG Canada project in Kitimat is one that will increase activity. We’re about five years away from the facility being in operation but I would anticipate there will be some opportunities for barging from here to Kitimat or from Prince Rupert to Kitimat as the terminal is being built.

There are other projects we’re hoping will get a green light over the next few years — for example, the new Massey crossing in whatever form it takes. And of course, there are projects like G3 and Centerm’s expansion which will also generate more work for the industry.

The tugboat industry in B.C. is strong and will continue to be so for a long time. BCSN

About Seaspan Marine

T

racing its roots back to the late 1880s when Charles Henry Cates started his first business operation, Seaspan Marine’s history is synonymous with the history of tugs in Vancouver Harbour and the West Coast. Throughout the first half of the 20th century, various acquisitions and mergers between Vancouver Tug, Vancouver Shipyards, Vancouver Barge Transportation and Western Tug & Barge ultimately provided an opportunity for Genstar, which had acquired Island Tug & Barge, and Dillingham, which had acquired Vancouver Tug, to merge and form Seaspan International Ltd. in 1970.

A few years later, after Genstar had obtained full ownership of Seaspan by purchasing Dillingham’s interest, Imasco Ltd. acquired Genstar to gain controlling interest in Seaspan. In 1986, Imasco sold Seaspan to the McLuan Capital Group who also acquired Vancouver Drydocks in 1991.

Dennis Washington first entered the Vancouver tug market through the purchase of CH Cates and Sons in 1992.

Throughout the 1990s, he continued to expand his presence by acquiring first, a partial interest, and then full ownership of Seaspan and its subsidiaries in 1996. Further acquisitions in the later 1990s included Marine Petrobulk Limited, Kingcome Navigation and Seaspan Coastal Intermodal. Seaspan acquired further assets in 2010 (from SMIT Marine Canada) and 2011 (from Van Isle Barge Services Ltd.).

Today, Seaspan ULC comprises six companies, including the shipyards (Vancouver Drydock, Vancouver Shipyards and Victoria Shipyards), a bunkering service (Marine Petrobulk), Seaspan Ferries and Seaspan Marine.

For more information: www.seaspan.com

INDUSTRY INSIGHT Seaspan Marine Tugs Ocean & Coastal

Seaspan Royal Twin Screw; 93 tonne bollard pull; built in1981; designed by Talbot, Jackson & Assoc.

Seaspan Raider & Rogue Conventional with Nozzle; 46 t bp; built in 2006; designed by Conan WU & Assoc.

Seaspan Pacer Twin Screw; 23.4 t bp; built in 1967; designed by Robert Allan Ltd. Seaspan Cavalier Twin Screw; 24 t bp; built in 1975; designed by Cove Dixon Ltd. Seaspan Corsair Twin Screw; 26.2 t bp; built in 1975; designed by Cove Dixon Ltd. Seaspan Cutlass Twin Screw; 28.5 t bp; built in 1975; designed by Cove Dixon Ltd. Seaspan Queen Twin Screw; 25 t bp; built in 1964; designed by Robert Allan Ltd. Seaspan Commander Twin Screw; 26 t bp; built in 1970 HaiSea Guardian Twin Screw; 17.4 t bp; built in 1974; designed by Robert Allan Ltd. Seaspan Protector Twin Screw; 19.7 t bp; built in 1974; designed by Robert Allan Ltd.

Ship Assist & Escort

Seaspan Foam Twin Screw ; 12 t bp; built in 1970 Cates #4 Twin Screw; 9.92 t bp; built in 1974; designed by Robert Allan Ltd. Ace Twin Screw; 10.7 t bp; built in 1992 Seaspan Kestrel & Osprey Z-Peller; 80 t bp; built in 2011; designed by Robert Allan Ltd. Seaspan Resolution Z-Peller; 82 t bp; built in 2008; designed by Robert Allan Ltd. Seaspan Eagle Z-Peller; 70 t bp; built in 2011; designed by Robert Allan Ltd. Seaspan Raven Z-Peller; 71 t bp; built in 2009; designed by Robert Allan Ltd. Seaspan Falcon Z-Peller; 40.9 t bp; built in 1993; designed by Robert Allan Ltd. Seaspan Hawk Z-Peller; 41 t bp; built in 1993; designed by Robert Allan Ltd. Cates #1 Z-Peller; 32.6 t bp; built in 1986; designed by Robert Allan Ltd.

Ocean-going tugs — Seaspan Rogue and Seaspan Raider.

Ship assist tug — Seaspan Resolution.

River tug — Seaspan Scout.

Cates #3 Z-Peller; 35.6 t bp; built in 1990; designed by Robert Allan Ltd. Cates #8 Twin Screw; 22.7 t bp; built in 1980; designed by Robert Allan Ltd. Cates #10 Z-Peller; 16.3 t bp; built in 1988; designed by Robert Allan Ltd. Cates #20 Twin Screw; 7.1 t bp; built in 1969 Cates #5 Twin Screw; 56,000 bp; built in 1979; designed by Robert Allan Ltd.

River Seaspan Tempest Twin Screw; 23.2 t bp; built in 2003; designed by Seaspan ULC Seaspan Venture Twin Screw; 20.2 t bp; built in 2003; designed by Seaspan ULC Seaspan Scout Twin Screw; 20.6 t bp; built in 1992; designed by A.G. McIlwain Ltd. JRW Twin Screw; 13.08 t bp; built in 1987 December 2018/January 2019 — BC Shipping News — 19

HISTORY LESSON Rolling down to Rio

The 10,000-mile tow of the Snohomish

By Lea Edgar Librarian & Archivist, Vancouver Maritime Museum

I

n 1947, a record-breaking tow was accomplished by a local Canadian tug. The Snohomish had a long history of service in America and later with local tows in Canadian waters but it was the achievement of an incredible 10,000-mile tow to Buenos Aires that truly made her historically unique.

Snohomish was built in 1908 by Pusey & Jones Company in Delaware and launched as cutter No. 16. The first part of her life was with the US Revenue Cutter Service where she was sent out to the Pacific Coast to Neah Bay and later Port Angeles.

In 1915, when the Lifesaving Service and Revenue Cutter Service came under the control of the US Coast Guard, the Snohomish became a Coast Guard cutter.

During this time, she assisted the patrol boat Bear. The US Coast Guard later sold her to Puget Sound Tug & Barge, who in turn sold her to Island Tug & Barge in 1937.

The Snohomish towing the Island Yarder.

(VMM Archives item LM2015.018.036.)

The US Coast Guard later sold her to Puget Sound Tug & Barge, who in turn sold her to Island Tug & Barge in 1937 ... mainly towing oil barges...

At this time, the Snohomish mainly towed oil barges such as Standard Oil Barge No. 95. In fact, in 1941, she survived a sinking when the barge rammed her. During the Second World War, she worked in Alaska as an auxiliary for the US Army Transport Service. After the war, she was returned once more to Island Tug & Barge.

The end of the war meant many excess military vehicles needed new homes.

This included six US Army Tugs that were no longer in service. A scheme was developed to sell the tugs to the Argentine Navy. This required a tow from Seattle, Washington to Buenos Aires, Argentina via the Panama Canal. It was decided that the powerful tug Snohomish was to tow a converted barge called Island Yarder.

Harold Elworthy, President of Island Tug & Barge, came up with a unique idea for loading the tugs onto the barge.

While in the Todd Drydock in Seattle, Island Yarder was submerged, the six tugs floated in and secured onto the deck, and then the barge was refloated. One of the biggest tow ropes ever used was manufactured by Wright’s Canadian Ropes Ltd. It was a 2,000-foot line, two inches in diameter, made of high-strain galvanized steel and lubricated to prevent corrosion.

A crew of 19 was assembled and they expected to spend Christmas of 1947 in Buenos Aires. The Snohomish was supposedly “tropicalized” for the trip, although the wireless operator, Conrad Burns, stated in his book recounting the trip, “…no doubt the men who stayed behind had in mind the tropics of the British Columbia Coast when they equipped the Snohomish to cross the line.” Needless to say, the unbearable heat became a constant annoyance for the crew.

In fact, foul weather was experienced many times throughout the entire trip.

The Snohomish encountered a storm almost before she had even left. A gale struck while she was just outside of Cape Flattery. The crew could not even see the barge in the waves, they only knew she

VANCOUVER MARITIME MUSEUM

Three stages of loading the Island Yarder with six US Army tugs. (VMM Archives, items LM2015.018.001, 010, & 021.) was still afloat because the Snohomish still had steerageway. But she prevailed and made her next stop at Long Beach to top up water and oil preserves. Procuring oil and water became a constant need for the Snohomish on her trip.

When the Snohomish reached the Panama Canal, the crew were not allowed to take the barge through themselves and the aged radio required repairs. Since they had some time, the crew went ashore and took photographs. Sadly, the police confiscated their cameras and destroyed the film so they were forced to purchase postcards instead. They made it through the Canal and arrived next in Curacao. Oil and water was once again sorely needed.

However, they were informed that Curacao was a refinery and the small island had no water to spare, so they had to move on to Trinidad. This constant stopping for fuel was the reason behind a misunderstanding in the next chapter of the trip.

Victoria received word that the Snohomish had run aground on San Marcos Island off the coast of Brazil. The media immediately picked up on the story and Harold Elworthy was quoted as saying, “It is our opinion the Snohomish was putting in to San Marcos Island to refuel. She had had difficulty in getting fuel oil during the journey, and we are convinced she was attempting to get some when she grounded.” In actuality, the air pumps were continually breaking down, the condenser was leaking and salt water was in the boilers. They needed a place to shelter and the Captain determined San Marcos Bay was the only place with the required depth.

The pilot book did warn of dangers, “no vessel is ever salvaged on this coast.” No pilot could be contacted to bring them in so the Captain decided to bring her in himself. They used the lead line as they went along and they continued sounding until they found a channel. The crew dropped anchor behind Medo Island so they could shelter and later pick up more oil and water as they did before. However, in the night, the ship and barge caught a current and were suddenly getting swept away. The ship then went hard aground on a reef. The two-inch towline managed to hold the barge in place. In the tumult, the barge was drifting towards them but, miraculously, kept missing the ship. They radioed a distress call. Meanwhile, the barge finally made contact and struck the ship. Once she was free of the barge’s continual bashing, it pulled her to a 45° list. The distress calls were heard, however no help came. Amazingly, they managed to get the Snohomish up and over the reef. In a strange turn of events, the next morning a pilot appeared before the haggard crew who claimed he mistook their distress whistle blows and flares for some sort of celebration. She was finally guided into the harbour of Sao Luiz.

The Snohomish surprisingly sustained minor damage and continued on her journey. Just before she made it to Buenos Aires,

a gale struck and the barge detached. They had made it this far — instead of saving themselves, the crew of the Snohomish went after the barge against the warnings of the local assisting tug Madrugador. With the luck that seemed to follow them for the entire journey, the crew managed to catch the errant barge. The exhausted and battered crew made it to Buenos Aires and gladly turned their attention to home.

The Snohomish remained in Argentina where she was sold to the Argentine Navy. She was renamed Mataras, and later Ona Sol, and kept working in salvage and tow until she was scrapped in 1983. Her harrowing 10,000-mile adventure is preserved in a fantastic book written by the Wireless Operator, Conrad Burns, called QRD? Snohomish.

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

John M. Horton, Marine Artist Paintings and limited edition prints for corporate offices, retirement gifts and marine art collections

“Vancouver Bound” This specially commissioned painting features the tanker MT Kirkeholmen heading for Vancouver on one of her regular north bound transits.

For special commissions:

www.johnhorton.ca (604) 943-4399 / john@johnhorton.ca December 2018/January 2019 — BC Shipping News — 21

MARITIME SAFETY TSB Watchlist 2018

A call to action on safety management and fatigue issues

T

he Transportation Safety Board of Canada (TSB) released Watchlist 2018 and identified seven key issues requiring government and industry’s attention to make Canada’s transportation system even safer in the air, marine and rail sectors. This fifth Watchlist edition, like previous ones, builds on hundreds of investigations, compelling findings and data, and active TSB recommendations.

A major safety hazard, crossing all three transportation modes, is employee fatigue. Pervasive, especially in a 24/7 industry where crews can work long and irregular schedules across multiple time zones, fatigue has been found to be a risk or contributing factor in more than 90 TSB investigations since 1992.

“At the TSB we recognize that fatigue can affect performance. We see it in one investigation after the other, across all modes of transportation,” says TSB Chair Kathy Fox. “Transport Canada, operators, unions, and employees all share the responsibility for preventing and managing fatigue at work. This also calls for a profound change in attitudes and behaviours, both at the management and operational levels.”

“Transport Canada, operators, unions, and employees all share the responsibility for preventing and managing fatigue at work. This also calls for a profound change in attitudes and behaviours...”

Watchlist 2018 spells out clear actions that are necessary to effectively address each of the issues. For example, fatigue management requires, at a minimum, adequate duty-time regulations based on fatigue science, fatigue management plans that are tailored to company operations, and awareness training for employees and managers to help them prevent fatigue and know how to mitigate the symptoms before an accident happens.

This year, three items were removed from the Watchlist due to actions taken by stakeholders and/or progress achieved in reducing the underlying safety deficiencies. They are: the transportation of flammable liquids by rail, the need for on-board voice and video recorders in main-track locomotives, and the issue of unstable approaches that are continued to a landing at Canadian airports. The TSB will continue to monitor progress in those

Serving the ocean carriers interests in Canada’s Oceans Protection Plan A world-leading marine safety system that supports responsible shipping and coastal protection

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22 — BC Shipping News — December 2018/January 2019

areas through its investigations, active recommendations and outreach activities.

“That’s the good news,” said Ms. Fox. “What’s more troubling is the ongoing status of some persisting issues that have been on the Watchlist for some time.”

Again this year, Watchlist 2018 highlights the following issues as systemic risks to transportation safety: • The disturbing safety record of the fishing industry, which has caused an all-time high of 17 fatalities so far in 2018.

• The lack of additional physical defences to ensure that railway signals are consistently followed.

• Runway overruns and the risk of collisions from runway incursions at Canadian airports.

Contributing to the problem are important gaps still remaining in the safety management and oversight regime for federally-regulated transportation companies. In addition, the slow pace of the regulatory process to implement TSB recommendations only serves to perpetuate safety risks, putting Canada behind some international standards. More than 60 TSB recommendations are still outstanding after a decade, a third of which are more than 20 years old.

The TSB will closely monitor progress on Watchlist 2018 and report publicly on what change agents promise versus what they deliver.

“Advancing safety is all about change,” Ms. Fox concluded. “And change is all about looking at how things have always been done and finding ways to do them better. The safety of Canadians everywhere, and the integrity of our infrastructure and environment, depend on it.”

MARITIME SAFETY TSB recommendations addressing the risk of fatigue in the marine sector

The following TSB recommendations are intended for watchkeepers.

On October 13, 2016, shortly after 0100 Pacific Daylight Time, the articulated tug-barge composed of the tug Nathan E. Stewart and the tank barge DBL 55 went aground on Edge Reef near Athlone Island, approximately 10 nautical miles west of Bella Bella, British Columbia, in Heiltsuk First Nation’s traditional territory. The tug’s hull was eventually breached and approximately 110 000 litres of diesel fuel were released into the environment. The investigation (M16P0378) found that the watchkeeper on duty, who was fatigued and alone on the bridge when the vessel ran aground, had unintentionally fallen asleep and missed a planned course change.

Although fatigue is widely accepted as an unavoidable condition within the marine industry and is recognized as a contributing factor in many marine accidents, there is a general lack of awareness of the factors that cause fatigue. If watchkeepers have an understanding of those factors and of the practical actions that can be taken to minimize their effects, there may be a significant reduction in the number of fatigue-related occurrences.

The Board therefore recommends that the Department of Transport require that watchkeepers whose work and rest periods are regulated by the Marine Personnel Regulations receive practical fatigue education and awareness training in order to help identify and prevent the risks of fatigue. (TSB Recommendation M18-01) Education and awareness training is only the first step. To effectively manage the risks associated with fatigue, vessel owners also need a proactive, multifaceted approach that is tailored to their specific operations. The Board therefore recommends that the Department of Transport require vessel owners whose watchkeepers work and rest periods are regulated by the Marine Personnel Regulations to implement a comprehensive fatigue management plan tailored specifically for their operation, to reduce the risk of fatigue.

(TSB Recommendation M18-02) Under the Canadian Transportation Accident Investigation and Safety Board Act, the Minister of Transport must

formally respond to TSB recommendations within 90 days and explain how Transport Canada has addressed or will address the safety deficiencies.

Backgrounder:

Fatigue in the transportation industry Fatigue is widely recognized as a hazard in the transportation industry that must be managed. Mitigating the risk of fatigue requires understanding it and implementing effective countermeasures.

According to scientific research, to help prevent the risk of fatigue, sleep should ideally occur at night in a period of seven to nine continuous hours, so that all stages of sleep occur during each sleep period.

Because of the daily (circadian) rhythm, the human body is physiologically ready for sleep at night and for activity during the day. No matter the amount of rest we get, overall performance and cognitive functioning are at their worst during the nighttime period. The body’s circadian rhythm also makes any sleep that occurs during the day less restorative than nighttime sleep.

Risk factors Fatigue can impair human performance in ways that can lead to accidents. This is why the TSB routinely investigates if fatigue was present in an occurrence, if it played a role, and if the operator had practices in place to effectively manage the associated risks.

• Sleep disruptions — Depending on the stage in which it occurs, sleep disruption may affect physiological functioning and/or cognitive functioning, and elevates the risk of fatigue.

The risk increases when the quality or quantity of sleep has been reduced within the previous three days (acute sleep disruption) or when sleep disruptions have been sustained for periods longer than three consecutive days (chronic sleep disruption).

• Continuous or prolonged wakefulness — Being awake for more than 17 hours heightens the risk of fatigue.

• Circadian rhythm effects — Changing sleep-wake patterns too quickly, or working at a time of day at which our body is expecting sleep can cause circadian rhythms to desynchronize, leading to performance impairments.

• Sleep disorders — Many disorders result in higher than normal levels December 2018/January 2019 — BC Shipping News — 23

MARITIME SAFETY of fatigue if they are untreated or not managed properly. Three of the more common sleep disorders are insomnia, obstructive sleep apnea and periodic limb movement disorder.

• Individual factors — A person’s ability to obtain restorative sleep may be influenced by individual factors, including certain illnesses, the use of drugs or medication that affect sleep or sleepiness, or characteristics such as morningness/eveningness, or one’s capacity to nap.

Mitigation strategies To effectively manage the risks of fatigue in the transportation industry, organizations must adopt a proactive approach that includes, as a minimum, compliance with regulations and an education program that enables employees to identify fatigue and take preventative measures that go beyond the regulations.

Work/rest requirements To minimize the risk of fatigue, the following regulations apply in the marine industry: • Section 320 of the Marine Personnel

Regulations2 requires that the master and every crew membver of Canadian vessels have (i) at least six consecutive hours of rest in every 24-hour period, and (ii) at least 16 hours of rest in every 48-hour period; and • The master shall also ensure that b) not more than 18 hours but not less than six hours elapse between the end of a rest period and the beginning of the next rest period.

Education and awareness The prevention of fatigue in the workplace is a shared responsibility between an organization and its employees.

An organization can help prevent fatigue by: • educating employees on the causes and mitigation of fatigue; • defining appropriate policies and procedures; • ensuring that the working environment and scheduling system minimize the risk of fatigue; • striving for continual improvement in reducing the risk of fatigue.

Employees can help prevent fatigue by: • recognizing the signs of fatigue in themselves and in co-workers; • taking action to ensure that fatigue arising from activities inside or outside of work does not lead to performance issues; • making effective use of appropriate countermeasures if or when fatigue occurs, e.g., consuming caffeine; turning on a bright light; engaging in exercise; exposing oneself to intermittent loud noise; getting fresh (cool) air; engaging in conversation.

Current fatigue management tools for the marine sector On May 31, 2018, the TSB issued Recommendations M18-01 and M18-02 to help ensure that watchkeepers whose work and rest periods are regulated by the Marine Personnel Regulations have the tools needed to recognize and address the risks of fatigue.

The US Coast Guard has developed a Crew Endurance Management System to assist in managing the risk factors that can lead to human error and performance degradation in maritime work environments.

Vancouver Transportation Club announces its official sponsorship of Canada Energy Exports – Oil & Gas Summit to be held on March 4 and 5, 2019 at the award-winning Vancouver Convention Centre located at 999 Canada Place, Vancouver, B.C. The summit will provide a platform for LNG and Oil Traders, Ship Operators, Environmental and Public Groups to discuss logistical issues with the export of Oil & LNG. There will be presentations and discussions on the environmental responsibility and economical sustainable export of energy resources through the ports of Western Canada.

For more information, visit: canada-ong.com or contact Jon R. Ciobanu FICS: (604) 245-0451 vancouver@canada-ong.com

24 — BC Shipping News — December 2018/January 2019

MARITIME EXCELLENCE

2018 Maritime Museum SS Beaver award presentations

L

ieutenant Governor Janet Austin presented four British Columbians and a family of boatbuilders with the 2018 Maritime Museum of BC SS Beaver awards in Victoria on November 6, 2018. “These annual awards recognize extraordinary contributions by British Columbians in our province’s oceans sector” said Jan Drent of the medal committee. “The stories of this year’s recipients typify the diversity of B.C.’s marine interests. These awards are now in their seventh year and spotlight outstanding achievements.”

In a ceremony at Government House, the SS Beaver Medal of Maritime Excellence was awarded to Robin Inglis, Donald Krusel, John MacFarlane and Jane McIvor along with a special award to the Wahl Family of North Coast Boatbuilders.

Jamie Webb, Master of Ceremonies and member of the Beaver Award Committee, outlined the significance of the Medal, noting it is made from the salvaged steel of the SS Beaver which grounded on Siwash Rock outside Vancouver in 1888. The Beaver was the first steam-powered vessel on the West Coast of North America which operated along the B.C. Coast for 52 years.

Congratulations to this year’s recipients:

Robin Inglis — resident of South Surrey, former museum and archives curator, internationally recognized as an authority on the maritime history of the northwest coast. Robin first began working in the Canadian museum field 47 years ago and has established a reputation for willingness to share his vast knowledge with individuals and institutions. His contributions to scholarship include authoring standard books of reference and articles.

He continues his work with Moachat and Muchalat to obtain World Heritage Status for Yuquot, Nootka Island.

Donald Krusel — resident of Saanich, harbour management executive. Don joined the Port of Prince Rupert in 1987 and became President and CEO in 1992.

Recipients of this year’s SS Beaver Award: Donald Krusel; John MacFarlane; Jane McIvor; the Honourable Janet Austin; Edward Wahl; and Robin Inglis.

He successfully led the efforts that transformed an underused resource-export port to a thriving and expanding container terminal and diversifying trade gateway.

Under his leadership, the Port Authority fostered the involvement of First Nations communities in port-related activities.

Since retiring from Prince Rupert Port, Don has recently been named Managing Director of a project to build a container terminal for the Port of Quebec.

John MacFarlane — resident of Qualicum Beach, Curator Emeritus of Maritime Museum of BC, compiler and disseminator of lore about B.C.’s maritime heritage. He is the creator and codirector, since 2011 of NAUTICAPEDIA, a unique, on-line resource with more than 50,000 entries about the mariners and vessels of western Canada and the Arctic.

More recently, he created the BC Nautical History Facebook page. John is the author of 14 books including a guide in four volumes about the 5,500 oldest vessels still afloat in B.C. Jane McIvor — resident of Vancouver, communications executive and publisher

and editor of BC Shipping News. This is a well-respected magazine founded by Jane in 2011 that covers the West Coast marine industry. It tracks a wide span of issues including business, technological and economic trends, current developments and regulatory and legal issues.

Jane is passionate about promoting B.C.’s marine industry and has established a reputation among its members for her knowledge, insight and sense of the industry’s pulse.

This year’s special award is to the Wahl Family of North Coast Boatbuilders, represented by Edward Wahl, resident of Langley. Three generations of the Wahl family have been involved in building wooden and glass fibre work boats and some recreational vessels on the B.C. coast. Their distinctively styled wooden fishing vessels made a significant contribution to our Province’s fishing and boat building industries. Edward is a shipwright and the grandson of the Norwegian immigrant who began building fish boats outside Prince Rupert in 1923.

December 2018/January 2019 — BC Shipping News — 25

B.C. TUG INDUSTRY B.C. tug industry update

Steady as she goes...

T

his B.C. tug industry update is much like past updates in that it highlights common themes and consistent observations on the state of the industry as we close out the year. At the same time, each company representative interviewed provided unique and insightful comments worth their weight in gold when it comes to understanding the issues facing the industry today.

In taking this snapshot of tug companies in British Columbia, readers will quickly realize the common challenges of finding skilled crew and a continual focus on fleet maintenance and safety.

For the most part, 2018 kept tug companies operating at a steady pace. While some were hopeful that delayed projects like the Massey crossing would get underway and others noted the stretched capacity of the Port of Vancouver, there was unanimous agreement that the current level of activity would continue through 2019.

Here’s how the tug industry fared in 2018…

...some were hopeful that delayed projects like the Massey crossing would get underway and others noted the stretched capacity of the Port of Vancouver...

Amix Group

Amix Group continues to enjoy a steady pace of barging primarily forest products, wood chips and logs. According to Tony Marra, Director of Sales, the company saw an uptick over last year’s activity, especially with wood chips. “From what we’re hearing from our customers, there doesn’t seem to be any slowdown expected on the fibre side,” Marra said. “We had a terrible fire season in the Interior — albeit not as bad as the previous year — which makes for tight supply but continued demand for forest products is keeping us busy.”

The other side of Amix’ work — salvage — continues to keep the team busy. Some examples of projects this past year include the raising of the George H. Ledcor and a ship anchor that had sunk in Nanaimo’s harbour. “Sometimes that work continues on to additional activities for the deconstruction side,” said Marra. “Amix has a long history in recycling and the handling

of hazardous materials as well as remediation. We’re always in the process of pulling a tug or barge to shore and dismantling them in our yard and turning them into recycled metal.”

Marra is also seeing more activity in the transload sector. “Years ago, you would see much more break bulk being moved but containerization is taking up more and more terminal property,” he said. “We find ourselves doing a lot more vessel discharge and transload-to-truck projects using our crane capabilities.”

Fleet-wise, Amix added additional capacity in 2017 by bringing the Sea Warrior back into service, adding the Arctic Taglu to the tow fleet and installing another Manitowoc 4600 crane to accommodate for the increase in projects reported in last year’s update. This year, the strategy is focused on maintenance. “We added one new barge this year and continue with ongoing renovation and maintenance to

Photo courtesy Amix Marine Group

Photo: Carolyn Matt/ITB

ITB’s new Island Raider is now active on B.C.’s coast. keep things fresh,” said Marra, adding that more and more, technology is playing a role in operations. “We’ve definitely been trying to leverage technology in areas like maintenance management and crew scheduling.”

Regarding crew, Marra reported that yes, he too is challenged in finding skilled workers for both land and marine operations and is always keeping an eye out for talent. “We continue to invest in our

people and continue to grow our mariner fleet numbers, all the way from masters to deckhands.”

Island Tug and Barge Ltd., a subsidiary of Tidewater Canada Inc.

With the recent launch of the Island Raider, Captain Ferdi van de Kuijlen, Vice President of Operations, couldn’t be more pleased with its performance. “We

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had our first official revenue from the tug on November 6, following sea trials and extensive training for our operators,” he said. “The crew are very happy with the Z-drives and the maneuverability of the ATB unit which was one of the reasons we decided to go with Z-drives. The vessel is also a bit faster and there’s increased safety for the crew having eliminated the Jacob’s ladder and using a gangway instead to get on and off the barge.”

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ANNUAL TUG UPDATE In addition to the new vessels, van de Kuijlen reported that this past year was a busy one at ITB for drydocking and is looking forward to having the full fleet available for the coming year.

Designed by Robert Allan Ltd. and sporting two 1600 mm, four-bladed innozzle Rolls Royce US105 FP azimuthing thrusters along with twin Cummins KTA 38M 634 KW engines for its main propulsion, the Raider is the first of two new tugs to be added to ITB’s existing fleet. Its sister vessel, the Island Regent, is currently being constructed at Nichols Bros Boatbuilders and should be ready for launch by the end of March 2019. Van de Kuijlen was quick to note that their recent launch of the Raider was an internal event for crew and personnel and that, once the Regent is ready, a celebration for industry stakeholders will be held, giving everyone an opportunity to tour both vessels.

The Raider has been paired with the ITB Resolution, a double-hulled oil tank barge recently modified by Seaspan’s Vancouver Drydock. The ITB Reliant — a sister barge of the Resolution — will be undergoing the same modifications at Nichols with a completion date in January to pair up with the Regent later in 2019.

In addition to the new vessels, van de Kuijlen reported that this past year was a busy one at ITB for drydocking and is looking forward to having the full fleet available for the coming year. “We have been very busy and don’t anticipate that changing next year,” he said, “The new vessels will be added to the fleet rather than used as replacements to take advantage of any potential new opportunities for expansion.”

Van de Kuijlen also reported that 2018 activity kept up a consistent pace and is forecasting a similar level of activity for 2019. “The transportation sector is very busy and doesn’t look like it will be slowing down anytime soon.”

As with other reports from tug operators, recruitment continues to be an issue industry wide. “At ITB, we have a training program in-house and try to promote from within whenever possible. Our seagoing crew provide great engagement to ensure we hire and train first-class employees.

Because of lack of certifications, we have recently hired some licensed mates from

NAT’s North Arm Diligent and NA Genesis fuel ba the outside,” van de Kuijlen said, adding that the industry presents a great opportunity for young people but that “we need to do a better job promoting the marine industry — there are a lot of people who don’t realize the opportunities that are here in B.C.” Reacting to the Transportation Safety Board’s recently released Watchlist report, van de Kuijlen said that, given ITB’s involvement in the oil industry, they’ve had very high safety standards in place for quite some time. “For smaller operators though, it would be good to have some kind of safety management system in place to ensure consistency and proper documentation of procedures,” he said and noted the Council of Marine Carriers has been active for a number of years in promoting voluntary SMS programs quite successfully.

When asked about fatigue management, another concern highlighted by the TSB, van de Kuijlen agreed that it was an important issue for the marine industry.

“We take a proactive approach to crew management and continually monitor and engage with the crew to identify voyages that require attention from a scheduling or crew compliment perspective,” he said.

Jones Marine Group Ltd.

The David J, part of Jones Marine Group’s fleet.

28 — BC Shipping News — December 2018/January 2019

Reporting for Jones Marine Group, Daryl Jones said that 2018 saw a strong demand for forest products, translating into a solid year of utilization for Jones’ fleet of nine. “Our new build tractor tug, David J, has been well received by the pilots,” he said. “We have a second tractor (Judy J) due to begin construction in March 2019 at Sylte Shipyard.”

ANNUAL TUG UPDATE

arge deliver freight and fuel into Hartley Bay.

freight support and now they’re ready to start tunnelling. Between that and the start of the LNG Canada project, cement shipments have increased and should be consistent into 2019,” said Johnston, adding that the main contractor for the LNG Canada project, Fluor, will be taking over the LNG Canada site in March 2019 and activity will start to unfold from there.

While being “cautiously optimistic” on their involvement with the LNG Canada project, Johnston further noted their regular core business of delivering fuel and freight into the mid coast and north coast has been consistent as has the short sea shipping route it runs for DP World between Vancouver and Nanaimo.

Jones also noted the industry-wide challenge of finding qualified people. “With the LNG Canada project in Kitimat moving forward, I do not foresee this situation getting any better in the future,” he added.

Looking forward, while Jones sees some uncertainties, they are not ones that would create a significant down turn for the customers they serve.

North Arm Transportation

Providing an update for North Arm Transportation (NAT), Mathew Stradiotti and Les Johnston reported on a consistent and “fairly busy” year, adding a caveat for late summer being affected by the fire season. “We support a number of coastal forestry contractors, including helicopter operators. A number of the contractors had to stop operating due to fire danger for part of the summer and the helicopter operators were deployed to fight fires,” said Stradiotti. Johnston added that, hearing from his contacts within the forestry industry, work is expected to ramp up into the winter.

Fleet-wise, NAT has continued with its regular vessel maintenance program. The North Arm Wrestler and North Arm Wave both underwent refits in the past year and the North Arm Prowler is scheduled for refit in January.

NAT has seen a general increase in activity on the mid-coast and in the Kitimat area as well as Vancouver. “Rio Tinto T2 project has been twinning their existing 65-year-old tunnel which supplies water for hydro generaton and we have been helping their contractors with December 2018/January 2019 — BC Shipping News — 29

ANNUAL TUG UPDATE The big news for SAAM SMIT Towage Canada SAAM SMIT Towage Canada The big news for SAAM SMIT Towage Canada is the imminis the imminent delivery of two new vessels ent delivery of two new vessels from Hong Kong’s Cheoy Lee from Hong Kong’s Cheoy Lee Shipyards and a Shipyards and a third coming this spring from Turkey’s Uzmar Shipyards. All three tugs are designed by Robert Allan Ltd. The third coming this spring from Turkey’s Uzmar SST Orca and SST Grizzly, scheduled to arrive in late November are RAstar 3200 tugs with the third, as yet unnamed tug, a RAstar Shipyards.

Recruitment continues to be an issue, not just for NAT but for many companies. “Everyone I talk to — in the marine industry and elsewhere — is having a difficult time finding good people” said Stradiotti. “We’re fortunate to have a good group of people at NAT but we’re always looking for more.”

Both Stradiotti and Johnston were pleased to see the latest Transportation Safety Board Watchlist recommendations on fatigue and mandatory safety systems for the marine industry.

“We have a management system based in the IMO International Safety Management Code that addresses safety, crew scheduling as well as care for the environment,” said Stradiotti. “We have external auditors including Lloyds Register that come in to validate our work so we’re familiar with a formal focus on safety. If applied consistently across the industry, regulation would level the playing field in terms of competition.” In response to the Nathan E. Stewart grounding, Stradiotti notes an increase in preventative measures such as wheelhouse alarms are being adopted.

“Overall, as long as any regulations are well thought through, we feel it will be positive for the industry.”

30 — BC Shipping News — December 2018/January 2019

3200W (a bit wider than the regular 3200 series). The third tug will be put into service in Prince Rupert roughly by the middle of March.

According to Captain Mark Bingham, Vice President of Operations, that will bring the total fleet size to 25 and a total investment since 2014 of nearly $100 million which includes the SST Salish and SST Capilano built by ABD Boats (designed by A.G. McIlwain) in North Vancouver in 2016/2017. While both are harbour tugs — 22 metres in length 68 tonnes of bollard pull — the three new tugs are escort tugs and significantly larger — 32 metres in length with 84 tonnes of bollard pull.

“The Capilano and Salish are great harbour tugs and well-liked

by Pilots, while these new escort tugs demonstrate our commitment to serving deep-sea vessels calling B.C. ports and projects that may come online over the next few years, particularly in the oil and gas sectors,” Bingham said, adding that the energy resource majors expect very high standards across their entire supply chain. “Robert Allan Ltd. designs are recognized around the world and Cheoy Lee and Uzmar have built over 100 Robert Allan Ltd. tugs so their experience and reputation together are well known for very high quality.”

Photo: Lonnie Wishart (www.lonniewishart.com)

The SMIT Mississippi and the SMIT Humber at work in Prince Rupert.

Bingham considered ship activity levels in 2018 as “flat” but did note they were seeing bigger ships, “and therefore, tugs need to get bigger. Our investment in the larger tugs is in recognition of the changing market.” He went on to say that, as the ships are getting larger, there is an increased focus on safety, tug packages and geographic limiting factors, such as the Lions Gate bridge. “Expectations are growing from shippers and shipping

companies that terminals and harbours will be able handle these larger ships. From a tug operator perspective, it’s all about how we do that it in a safe way.” The acquisitions will add versatility to the SST fleet for the future.

With a continual effort to ensure high safety standards and a reduced environmental impact, SST has been very supportive of initiatives such as ECHO and efforts to improve the environment

December 2018/January 2019 — BC Shipping News — 31

Photo courtesy Samson Tugboats

Samson Tugboats’ Shuswap on the Fraser River. for the Southern Resident Killer Whales.

“As a tug boat operator we don’t reach the same speeds as the larger ships but we still keep a close eye on it to be ready to participate at any time. It’s a part of our culture at SST — we want to do whatever we can to reduce our environmental impact and WMI-BCSN HALF PG Ad-June 2018.pdf 1 6/8/2018 2:29:35 PM at the same time continue to increase our standard in safety.”

Samson Tugboats

With traffic on the Fraser River up over 2017 due to new container business and steady volumes in other cargoes such as RoRo, steel, logs and grain, Gordon Yahn with Samson Tugboats noted that the increased traffic and demand on terminals is resulting in berth conflicts. “We see a need for greater collaboration between

terminals, agents, pilots, tugs and Marine Traffic and Communication Services,” he said, citing an interesting example of user collaboration within the group of agents representing RoRo vessels calling in the river. “They have worked closely together for years, sharing a working online scheduling system and keeping an open dialogue amongst each other.”

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ANNUAL TUG UPDATE Photo from the archives of Dave Roels

Yahn is also finding a challenge in recruiting crew, especially for peak times but “we have a long-term vision of where we want to be and are grooming some new people with the right attitudes and skill sets,” he said. “We are fortunate to be able to attract good people to our organization.

The towboat industry on the West Coast is a small, close-knit community. We treat our crew very well and word of this spreads amongst the folks in our industry.”

Seaspan Marine

With Bart Reynolds as the subject of this month’s Industry Insight article (page 14), readers will find much more detail on Seaspan Marine’s activities over the past year as well as some keen observations and commentary on the industry in general. Suffice to write for this article that things are going well at Seaspan. Activity is “pretty steady” throughout the diverse number of businesses — ship docking and escort, the chip and hog fuel business; logbarging; and general towing of rail cars and construction aggregates for the cement industry. “Combined, we’re kept quite

The Seaspan Kestrel in Vancouver Harbour. busy,” said Reynolds and he does not see that changing in the foreseeable future.

Tymac Launch and Tug

Steve Hnatko, Vice President and General Manager for Tymac, has been pleased with the level of activity throughout the port this past year, noting that business has been steady.

While Tymac continues to maintain a solid fleet of pilot vessels and tugs on the water, they recently expanded their land operations, now offering waste management services to multiple cruise ships and vessels calling Victoria, Prince Rupert and other locations around the coast. “At our customers request we have expanded our waste management operations across

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ANNUAL TUG UPDATE

The Tymac Storm.

British Columbia and in particular in response to Victoria’s growing cruise market,” Hnatko said, adding that “the cruise market is an important one for us, especially as we continue to support our long standing partnerships with the lines in the industry.”

Vancouver is estimating 290 ship calls for 2019 and roughly another six per cent increase in 2020; Victoria, with roughly 265 ship calls next year, is also proving promising for the marine tourism industry.

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“It’s nice to see that marine tourism is still a growing market for British Columbians — so many companies benefit from this sector, from the hospitality industry to logistics and service suppliers and maritime repair outfits.”

In terms of forecasting for next year, Hnatko expects a similar level of activity.

“We don’t see any signs of a slowdown,” he said, noting that “as port volumes continue to increase, a couple more anchorages would be nice.”

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When asked if he was having any issues finding skilled crew, Hnatko expressed a challenge in finding young Masters. “As an industry, we need to start bringing in younger people to replace those who will be retiring,” he said. “We can see the next five years or so being especially challenging in this regard and hope that the strategies that we have put in place will continue to attract new, young talent.”

Like other tug companies interviewed for this update, Hnatko was in full support of the Transportation Safety Board’s recommendation to make safety management systems mandatory. “I think that’s a great idea. It would really help to provide a standard across the industry as well as with industry-wide reporting to determine whether our experiences are unique or common across the industry. Sharing best practices and identifying systemic issues would be very helpful for everyone, as would establishing a baseline to determine future improvements and identifying industry wide shortfalls.” BCSN

ANNUAL TUG UPDATE

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BARGES

Capilano Maritime and Ocean Industries collaborate on Design-Build of oil recovery barges for ECRC

By Chris Mulder

Capilano Maritime Design Ltd.

F

inal commissioning of the second double-hulled oil recovery barge in the series for Eastern Canada Response Corporation (ECRC) was completed earlier this year.

The first one in the series, designed by Capilano Maritime, was launched in May 2017. The 61-metre barges are used in oil spill response events for the collection of recovered oil.

In 2015, ECRC hired Allswater Naval Architects & Engineers of Halifax, Nova Scotia to act as Owner’s Representative and assist with issuing an RFP and Technical Specification for two new oil recovery barges. The successful bidder was Ocean Industries Inc. (Ocean) of Quebec City, Quebec. Capilano Maritime Design Ltd. (CMDL) of North Vancouver, B.C. provided concept and detailed design services to Ocean as part of the Design-Build team. Ocean was awarded a contract in early 2016 and steel was cut for the first barge in July 2016.

ECRC is certified by Transport Canada – Marine Safety as a Response Organization under the Canada Shipping Act. As a certified Response Organization, ECRC provides oil spill response arrangements to ships and oil-handling facilities. ECRC’s headquarters are located on Ottawa, Ontario with staffed Response Centres at Corunna, Ontario; Vercheres, Quebec; Quebec City, Quebec; Sept-Iles, Quebec; Dartmouth, Nova Scotia; and St. John’s, Newfoundland. ECRC provides coverage for almost all navigable waters in Canada east of the Rocky Mountains. This

The product can be transferred from primary storage units to the barge by portable pumps or collected directly by oil spill response equipment deployed from the barge. includes inland rivers and lakes as well as the entire East Coast of Canada south of 60 degrees latitude. Operations are broken down into three regions: Great Lakes, Quebec, and Atlantic. ECRCSIMEC 300 will be stationed at Quebec City and ECRC-SIMEC 400 will be stationed at St. John’s.

The barges will be used for the storage and transport of recovered product. The product can be transferred from primary storage units to the barge by portable pumps or collected directly by oil spill response equipment deployed from the barge. The barge will be manned during oil spill response activities. The barge will always have a suitable tug secured to it while personnel are on the barge. The barge will transport recovered product from the spill site to a shore-side facility, or transfer the product to another vessel alongside. All discharging will be completed using portable, hydraulically driven pumps on the barge, pumping to the facility or other vessel. The barges are designed and certified for unrestricted navigation servicing the offshore and

BARGES

Various stages of construction at Ocean Industries’ shipyard facility in L’Isle-aux-Coudres, Quebec. near-shore marine sectors. The barges carry a load line and can transport oil product internationally if required.

ECRC desired to have a barge design to transport 2,000 cubic metres of recovered oil at a density of up to 1,000 kg/m3.

CMDL designed a relatively wide and shallow barge hull form to minimize windage area for a vessel that spends most of its life unloaded in a lightship or ballast condition. The chosen hull proportions also provide a large deck area for layout of equipment and ISO storage containers while still providing lots of space for oil spill response operations. The barge has a light operating draft of less than 1.0 m (3’-3”) allowing it to access shallow waters if

necessary. Wing ballast tanks are fitted and when filled provide a light operating draft of 1.32 m (4’-4”).

Early on in the Design-Build contract, ECRC elected to invoke the option to upgrade the structural hull envelope to Bureau Veritas Ice Class 1D. This included increased hull plate thicknesses, additional web frames, and closer longitudinal stiffener spacing throughout the ice-strengthened area at the fore part of the vessel.

The two 61-metre barges were constructed by Ocean at their shipyard facility on L’Isle-aux-Coudres, Quebec and supported by their engineering team located at the headquarters in Quebec

December 2018/January 2019 — BC Shipping News — 37

BARGES City. The Charlevoix Shipyard at l’Isleaux-Coudres employs more than 100 skilled workers and has extensive newbuild experience in a variety of vessels, but specializes in powerful ship-docking tugs, barges, dredges, and small to medium sized ferries. Ocean has also constructed

many of the tugs in their extensive fleet including Canada’s most powerful tug, the 6,000 kW ASD Ocean Tundra. CMDL and Ocean previously worked on the same project together in 2015 during the construction of a 13.5-metre inland push tug, Jessica Coy, for Manitoba Hydro.

The principal particulars of the sister vessels, ECRC-SIMEC 300 and ECRC-SIMEC 400, are as follows: • Length, overall: 61.10 m (200’-6”) Deck machinery and equipment • Breadth, moulded: 16.40 m (53’-10”) • Deck Crane: HIAB 201-5 / 490 • Depth, moulded: 4.15 m (13’-7”)

kg @ 14.6 m / • Draft, full load: 3.0 m (9’-10”)

1,800 kg @ 6.2m • Draft, ballast: 1.32m (4’-4”) • Diesel Generator: Kubota V3800, • Oil Capacity @98%: 2,023 m3

16 kW • Hydraulic Power Unit: 220 hp diesel /

(12,720 bbl)

68 gpm @ 3,770 • Oil Tanks: 8 x 252.8 m3 psi • Ballast Tanks: 8 x 46.9 m3 • Portable Capstan: ACP LH 7-RF /

(wing tanks)

3,500 lb max line • Gross Tonnage: 1,114 gt

pull / 160 fpm • Classification: BV Oil Recovery

max line speed Barge, • Anchor Windlass: 24 mm chain / unrestricted

10 tonne holding

navigation, Ice force

Class ID • Transport Canada: manned barge,

double hull construction 38 — BC Shipping News — December 2018/January 2019

Chris Mulder is a principal at Capilano Maritime Design Ltd. and can be reached at cmulder@capilanomaritime.com.

Also contributing to the article: Russel Woodman, Owner’s Representative, Allswater; and Dany Boily, Project Manager, Ocean Industries Inc.

Oil spill response equipment • Boom Reel: NOFI 600

hydraulic powered

boom reel • Oil Containment Boom: Inflatable oil

recovery boom • Oil Skimmer: GT-260 positive displacement

pump skimmer • Hose Reel: Hose reel bundle

for six recovered

oil lines and

hydraulic supply lines • Control: Control cab to

control skimmer,

hose reel, and

boom reel

SHIPYARDS

Unique project highlights strong skillset at Vancouver Drydock

F

or 24 days in September/October, the team at Seaspan’s Vancouver Drydock kept up a busy pace to ensure work for the Silver Explorer was completed on time and on budget…which it did. This was no ordinary project for the yard. According to Paul Hebson, Vice President and General Manager of Vancouver Drydock, work on the Silver Explorer was unique in a number of ways.

“We’ve done cruise ships before but this was the most challenging since I’ve been here,” he said. “It is a testament to the skilled people we have here in the yard.

The preparation that was done prior to the vessel arriving and the work done while the ship was in our dock demonstrated a heightened level of expertise.”

Background

Silversea Expeditions’ Silver Explorer is a spectacular vessel designed for the

ultra-luxury cruise expedition market.

With an ice-strengthened hull, the ship was designed specifically for navigating waters in some of the world’s more remote destinations, including the Arctic and Antarctic. At just over 100 metres in length, the vessel can accommodate 144 passengers.

While Victoria Shipyards is typically the go-to yard for cruise ships on the West Coast, Hebson explained that Vancouver Drydock has been working to attract exploration cruise ships given the shorter length of vessels and the drydock’s close proximity to Canada Place. “The ships that are done in Victoria are just a bit too big for us here,” Hebson said. “But the exploration cruise ship tends to range from 80 to 120 metres — a perfect fit for our dock. They also start and end their cruises in Vancouver so we’re very close to where they need to be.”

Paul Hebson, Vice President and General Manager

Work undertaken

While in dock, the single biggest job performed on the Silver Explorer was the

The Silver Explorer at Vancouver Drydock in September for the addition of a ducktail to the stern.

Photo courtesy Heath Moffatt

December 2018/January 2019 — BC Shipping News — 39

Photo courtesy Seaspan

SHIPYARDS

The ducktail was fabricated using Vancouver Drydock’s CNC machine. contractor is bringing in materials and equipment so extra planning is required to ensure they can get quick access to what they need,” Hebson said. “The fact that we have a Panamax drydock, capable of accommodating vessels up to 220 metres, meant that we were able to use the extra space on the dock floor for staging equipment including all of the furnishings going into the staterooms and all of the old material coming off.”

A spotlight on VD’s expertise

While the reputation of Vancouver Drydock’s team has been bolstered by this recent project, other projects, both completed and upcoming, are also shining a spotlight on the capabilities of the yard. “Work on the Silver Explorer demonstrated the expertise we have when it

Photo courtesy Seaspan

addition of a new stabilizer — or ducktail — to the stern of the vessel. The piece adds buoyancy and stability while moving through the water and adds to the comfort of passengers. “The addition of the ducktail represented about one-third of the entire project,” said Hebson. “This entailed eight weeks of prep time, including pre-engineering and pre-fabrication of the ducktail in our shop before the ship arrived.” He further added that the piece was fabricated in six sections which “fit together like a glove” thanks to the significant investment Seaspan made for a CNC machine and training for staff. “Without that press, we wouldn’t have been able to meet the timeframe or cost but more importantly, it was a great demonstration of the skillset at Vancouver Drydock. This was by far the largest test of our abilities in terms of manufacturing and fabrication and it showed me just how talented a team we have here.”

With about 60 staff working on the ducktail section of the project, another 140 Drydock staff replaced structural steel in the tanks; blasted and recoated the ballast tanks; changed over a lot of pipes; replaced machinery, including the installation of a new oily water separator; upgraded machinery cooling systems; overhauled the main propulsion system as well as the underwater stabilizers and bow thrusters.

In addition, the Drydock welcomed 125 contractors who worked above deck on upgrades to passenger cabins. While the contractors are part of Silversea Expeditions’ support for their entire fleet, the additional work required “intense coordination” by the yard. “Each

comes to complicated projects that require a significant amount of preparation before the vessel arrives,” said Hebson. “But our investment in equipment and training is paying off for other clients as well.”

As the shipping industry moves to meet upcoming IMO regulations on ballast water management systems and air emissions, Vancouver Drydock has positioned themselves as more than capable of offering solutions for both. “We installed our first ballast water system on the cablelaying vessel Ile de Batz last year and we’re currently quoting for two other similar projects. We also have the Seabourn Sojourn coming in for the installation of scrubbers in 2020,” Hebson said, adding that he expects to see more projects of this sort over the next few years.

Vancouver Drydock has been operating at full capacity for the last two or three years and is already fully booked through to the end of 2019. Projects over the past year have included extensive work on American Seafoods Company’s Northern Eagle as well as Island Tug & Barge’s ITB Revolution which received new stern courses to change it over from a conventional barge to an articulated one.

Given the expertise demonstrated with the Silver Explorer project, the steady pace of work already being seen at the yard and the upcoming projects that will again give Vancouver Drydock an opportunity to prove its ability to meet timelines and budgets, needless to say, Hebson is excited about the future. BCSN

With the job completed on time and on budget, the Silver Explorer leaves the yard.

40 — BC Shipping News — December 2018/January 2019

PROJECT MANAGEMENT

Turnkey solution provider prepares for a busy future

F

or Sergiy Yakovenko, Director of Albion Marine Solutions, it’s an exciting time to be in the shipping industry, especially on Canada’s West Coast. “There is definitely an uptick in activity being seen in many sectors within the industry,” he said during a recent interview with BC Shipping News, pointing to such drivers as upcoming IMO regulations and the industry’s push toward more environmentally sustainable technologies as well as the development of an LNG industry in British Columbia and other terminal infrastructure projects.

With project managers and engineers experienced in a diverse range of services throughout many sectors, the Albion team is at the forefront when it comes to turnkey solutions.

Background

Albion Marine was established as a superintendency agency in 2000. And while it was formally incorporated in early 2017, Yakovenko’s reputation as a leading expert in a number of disciplines dates back much further. With over 35 years of practical ship industry experience in project management, he spent the last 15 years with Teekay Shipping, seeing him in such roles as Manager, Technical Quality Assurance, Maintenance Optimization; Project Manager, Innovation, Technology and Projects; and Project Manager, New Build and Projects. He received his Master’s, Marine Engineering, from the Odessa State Marine Academy; his Master’s Degree in Patent Studies from the Odessa Patent Institute; and his Diploma in Ship Superintendency, Maritime Ship Management from Lloyd’s Maritime Academy. If that’s not enough, Yakovenko is frequently called upon by marine regulators such as Transport Canada, Environment Canada and the Canadian Coast Guard for his knowledge on upcoming legislation and technologies.

The combined experience of the Albion team is equally impressive. Forty-six staff, comprising 13 project managers supported by designers, technical and support staff. All project managers (with a number of them being Transport Canadacertified Marine Engineers) have hands-on vessel operational experience including

Sergiy Yakovenko, Director of Albion Marine Solutions.

As 2020 nears and IMO air emission regulations come into effect, Yakovenko has been busy with fuel conversions on a variety of vessels... new-to-the-company Director of Sales Elena Corin who is a Marine Engineer with a Professional Designation of Shipbuilding Engineer and has worked for companies like Rolls-Royce and Teekay Shipping. “Our people need to know the vessel inside out,” said Yakovenko. “It is advantageous when we talk to clients and potential clients, including shipping companies, original equipment manufacturers as well as regulatory authorities like Transport Canada and others on the administrative and enforcement side of the business. Generally, we’re at the junction of operations, manufacturing and legislation and we support all of that with project management.” He further noted that all project managers have experience beyond operations with skills like dry-docking, development and implementation of projects and the equipment used.

Albion has offices and sales agents in India, Shanghai, New York and is also represented through joint venture agreements in places like China, Singapore, Croatia, Poland and, of course, Canada, making them a “local company with a global footprint.”

Solutions

“Our forté is as a turnkey solution provider,” said Yakovenko. “We provide an entire range of services — from business case development and feasibility studies, to engineering procurement, supervision through the implementation phase as well as after-sales services like maintenance, management and crew training. It really depends on the needs of our client but we’re able to offer the entire range of project management services.”

To give just one example, Yakovenko is considered one of the foremost authorities in the industry on ballast water management systems. “One of our projects involved the installation of BWM systems for a fleet of 23 vessels for a major shipping company. In this example, we recommended the equipment to use, carried out the engineering design and provided site supervision during the retrofit.”

Another example: As 2020 nears and IMO air emission regulations come into effect, Yakovenko has been busy with fuel conversions on a variety of vessels — all types of tankers, bulk carriers, containers, ferries, ocean-going tugs

December 2018/January 2019 — BC Shipping News — 41

PROJECT MANAGEMENT and offshore vessels to name just a few.

“The industry is slowly waking up to the fact that they need to prepare. Many ship owners require assistance to understand and comply with the upcoming regulations so we help them understand their options and then follow through on project management of the conversion,” he said, adding that a one-size-fit-all compliance solution doesn’t work. “You need to understand the vessel — the type of machinery, the requirements of the engines and the specific components of the equipment as well as its operations — to be able to provide ship owners with the best solution for them, whether it turns out to be a conversion to LNG, scrubber installation or upgrading equipment to be able to run on low sulphur fuel.”

In addition to project management and superintendency services, Albion is frequently contracted by ship owners to provide onboard ship inspections, investigations or damage assessment surveys; and they continue to provide on-site supervision services for new builds and dry-docking in ports around the world.

“It’s not uncommon to have, for example, a client based in the U.K. call us to do an inspection in Singapore, Florida or Montreal and we’ll be able to get it done within 24 hours,” said Yakovenko.

As part of their network, Albion maintains a number of affiliations with key manufacturers, shipyards and ship repair facilities. “Our commitment to our clients is that we know everything we can about the product before we enter into the design phase,” he said. Using the example of ballast water management systems, Yakovenko noted that Albion staff will often work with BWMS designers to marinize their equipment and make it suitable for a specific type of vessel. “We send our people directly to the manufacturer’s factory for training and continue to maintain a number of OEM-certified service qualifications.”

engineering.” With that comment, Yakovenko sees a number of opportunities to expand services given the team’s experience. “In Canada, we’re very active in this area and proactive in developing solutions for ship owners and operators to allow them to comply with regulations effectively and efficiently.”

Yakovenko sees expansion coming not only by region but by type of project as well. “We have staff that have worked on LNG terminal development, for example, and are hoping to participate in projects that are moving ahead in B.C. We are also expecting to see an increase in oil and gas infrastructure development on the West Coast and again, we have experience with similar projects, including FSO conversions in other areas of the world, which could easily be applied here.”

Yakovenko is also looking to grow Albion’s Asian and Middle Eastern operations. “We have agreements in place and have established a good foundation in China, India and other Asian locations.

We have a good presence in China and very good working knowledge of Chinese yards. Through our agency agreements,

Forward looking

“We’re at the front edge of legislative solutions that address sustainability and a desire for a clean environment,” said Yakovenko. “We’re excited to be involved in the environmental aspects of some of these projects; they’re part of a leading edge of innovation in environmental

42 — BC Shipping News — December 2018/January 2019

we’re able to provide strong support to local nationals,” he said, adding that discussions are underway with shipyards in the Middle East and Singapore for agreements to provide engineering services.

Another service area Yakovenko and his team are looking to expand into is their 3D modelling capabilities that are included in design services. “The technology can be easily applied to industrial areas with the same principles used for the maritime, offshore and oil and gas industries.” Using 3D CAD modelling and AutoCAD software, Albion prepares concept models and detailed fabrication drawings for ship conversions and plant upgrades. They also use the technology to scan plant, machinery, electrical cabling and piping systems as well as to develop engineering design packages.

Noting that Albion provides “the entire package of project management, engineering and superintendency services,” Yakovenko is very optimistic about the future. “It’s exciting to see the potential for increased activity in B.C.,” he said.

“And even more exciting to be a part of it.” BCSN

DATA ANALYTICS

Putting marine data to work Subrat Nanda Chief Data Scientist, American Bureau of Shipping

S

hip owners looking to improve the operational efficiency of their fleets are turning to recent advancements in the field of data science.

By combining advanced analytics with lessons learned from operations, progressive owners are now better able to quantify the reliability of maritime assets, improve decision-making for fleet operations, identify emerging risks and improve vessel availability and scheduling flexibility.

These new analytical tools are helping operators to move beyond calendar-based regimes for vessel maintenance into condition-based models, where maintenance and classification schedules are informed by the present condition of components.

At the heart of these new data models is the emerging ability to detect the ‘anomalies’ that identify the early onset of conditions that can signal pending component and systems failures. Heeding these ‘early warnings’ can reduce operating costs, as well as maximize the functional lives of assets and their components.

By combining advanced analytics with lessons learned from operations, progressive owners are now better able to quantify the reliability of maritime assets...

Changing course to ‘conditionbased’ maintenance regimes

Throughout maritime history, ship owners have struggled to gain visibility of the working condition of their ships in order to reduce the danger and expense of operational failures.

To help them assess the safety of life, property and the environment (and now data), they have traditionally turned to the rigours of classification which has required their assets to undergo preset periodic renewals, detailed surveys and inspections.

These calendar-driven maintenance models have been broadly based on the preventive recommendations of original equipment manufacturers (OEM) who set the inspection schedules after testing components during production.

While periodic schedules have offered elements of certainty about the time and scope of maintenance activities and costs, they have also resulted in high fixed costs of maintenance, insufficient warning about operational failures and the inefficient replacement of components.

However, advances in data science and technology are beginning to support the transition to ‘condition-based’ maintenance (CBM) models, wherein interventions are performed when required by specific equipment and components — not according to factory dates set by OEMs.

Sensing failure

Today’s onboard equipment has hundreds of sensors to detect temperatures, pressures and other features; combined with high-speed connectivity, these

Figure 1: A condition-based class model.

December 2018/January 2019 — BC Shipping News — 43

DATA ANALYTICS

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continuously generate large quantities of disparate data for analysis.

New depths of analyses will provide owners with unprecedented visibility into the causes of failure, creating knowledge that is bound to have an impact on designs.

The way in which marine equipment has been used has traditionally stayed true to the original intent of the design. However, the new operational insights generated by data analytics have many OEMs and operators predicting significant shifts in the use of components, operating conditions and operator skills.

In this new data-enabled world, demand is growing for CBM models. It is simply the next logical step as fleet strategies evolve from corrective, to preventative, and now condition-based regimes.

But, while CBM models will improve maintenance routines, they will not stop machines from degrading or failing.

Condition-based class

The ability to analyze multiple types of data to reveal the present condition of equipment is also giving rise a conditionbased class model, one which helps to make surveys and audits less intrusive while continuing high safety standards for classed assets (see Figure 1).

The use of advanced data analytics is allowing surveys to be tailored to specific assets (rather than the forecasts for general asset types), improving the efficiency

of the classification process, while maintaining risk and safety metrics.

Building this capability requires a data model that captures, aggregates and integrates the divergent types of data that are extracted from assets throughout their design, operation and service histories.

These include: • sensor data: time series, e.g., temperature • maintenance logs: transactional • digitized inspection reports • design changes, and their impact • survey reports • data from wearable inspection devices and drones These are just a few of the data lenses through which modern class now identifies and analyzes the anomalies that signal the potential for component failure before it happens.

Detecting and interpreting data anomalies

The aim of anomaly detection is to pinpoint unusual patterns of behaviour. When identified, further analyses can confirm findings such as equipment damage, a change in operating conditions and/or modes, or simply a degraded sensor and other issues related to data quality.

Figure 2 is an illustration of a simple workflow for detecting an anomaly. Data from the equipment is fed to an anomalydetection ‘engine’ which includes the

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Figure 2: A simple work-flow chart to detect an anomoly.

44 — BC Shipping News — December 2018/January 2019

DATA ANALYTICS definition of a ‘normal’ pattern. ‘Normal’ conditions are ‘learned’ from the data by simultaneously analyzing correlations and relations between multiple variables or single parameters, and their different states during multiple operating conditions.

The next step is choosing a technique to detect anomalies, with most methods falling into two broad categories: ‘supervised’ or ‘unsupervised.’

Unsupervised methods find patterns in data by identifying commonalities among sub-groups of the data that are unlabelled; supervised methods usually require labelled historical data in which past anomalies are categorized into root causes under specific operating conditions.

To identify anomalies in operational data, single- and multivariable approaches are used. For complex equipment such as engines, pumps, etc., using a multivariate method is considered more robust, as it accounts for different operating modes and interactions between parameters.

A model for the ‘normal’ state must be constructed, as well as a measure for the ‘distance’ to normal. Therefore, most methods calculate an ‘outlier’ score to estimate a data point from which a ‘normal’ determination is made. The methods used to detect anomalies can include:

Figure 3: Simulation of tri-parameter readout.

Model-based methods: if a data point does not fit a field of known data, it is considered abnormal. Models that summarize data — such as regression models, probability-distribution models, or cluster models — are employed to detect anomalies. If, for example, the analytics are tested to see if two sets of data came from the same probability model, a test for anomalies can be constructed, such as using a ‘likelihood ratio’ test. Even if the data prove not originate from the anticipated source of the anomaly, these tests are effective for pointing to regions of interest.

Density-based methods: methods that find natural ‘clusters’ of related data also detect data points, which are not part of known clusters. Sparsely populated regions in the data space often point to potential anomalies.

Distance-based methods: various techniques to determine the distance between

two data points or sets of data have been used to develop methods for detecting anomalies. For example, to examine if a test data point occurs at the extreme edge of the probability distribution, a measure of the distance from a known distribution can be used.

In the simulated graphic above (Figure 3), data has been taken from three sensors, measuring the parameters of interest from a propulsion system of a ship. These parameters were chosen for being known to have affected the performance (shown below as parameters 1, 2 and 3) of the system over time, based on experience of normal operations and several failures.

A combination of different anomalydetection methods, probability models and distance-based methods were used to detect anomalies in multiple variables simultaneously. The outputs were then combined using a weighted scheme to confidently identify an anomaly.

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December 2018/January 2019 — BC Shipping News — 45

DATA ANALYTICS Data movements, such as those highlighted in the elliptical area, point to a potential event (shown by the vertical line). The time on the x-axis between the detection of the event (shown by the ellipse) and the event (the vertical line) illustrates the ‘lead time’ before a corrective action is required to prevent a failure, and unplanned downtime for the asset.

There are several important lessons to be learned in developing anomalydetection processes, broadly related to the availability of data from: the sensors; the design of algorithms for anomaly detection; and consumption of the output from the process.

Variable output from sensors: the units of measurement and location of installation of sensors on the components usually vary across the fleet. Corrections accounting for this must be deployed.

‘False positives’ and/or ‘false negatives’: these bear directly on the assumed risks from either missed anomaly alerts (false negatives), or the effort to interpret and respond to all alerts (false alarms).

The methods must be optimized based on owner-defined acceptable levels of risk.

Selecting the parameters: in a typical operational marine asset, there could be several thousand parameters being measured. Deciding on which parameters to include for anomaly detection in each specific piece of equipment poses a datadimensionality challenge. This can be addressed using the historical knowledge of the equipment’s design and operations.

Deploying the algorithms: deploying anomaly-detection algorithms at a central location helps to gain insights from across the fleet. However, deploying at the edge can provide earlier threshold-based alerts to onboard personnel.

Anomaly consumption: a deliberate process to consume the output of the algorithms must be developed. These processes include: characterizing real alerts vs. sensor issues; the feedback cycle from personnel onboard the asset; and the operating procedures to respond to specific alerts for effective anomaly detection.

Advances in data science are already helping ship-owners and operators to improve maintenance practices. They hold many of the keys to speeding up the transition from calendar-based to conditionbased models for maintenance strategies.

This, in turn, will reduce the cost of operations and the uncertainty of sudden downtime for high-value assets, further improving their availability.

Fundamental to this transition is the process and role of using data to help detect the anomalies that serve as the early-warning systems for component failure.

To expand the benefits of the science, more work needs to be done to discover

the interconnectivity of advanced datadriven methods, data acquisition and the connectivity with business operations.

After that, the next step will be to explore the relationship between datadriven methods and ‘soft’ factors such as the human element, and their impact on the overall success of the condition-based process.

Subrat Nanda is the Chief Data Scientist at the American Bureau of Shipping.

ABS connects digitization and sustainability as it eyes 2030 and beyond

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BS introduced comprehensive guidance providing the marine and offshore industries with a goal-based framework to enable data-driven decision making based on smart technology. The ABS Guidance Notes on Smart Function Implementation support data infrastructure development, enabling health and performance monitoring, and augmenting vessel operations leading to more informed decisions in support of fast-moving environmental requirements. The guidance sets an actionable framework for owners, operators and equipment manufacturers to take smart steps today in preparation for an environmentally sustainable future.

“Spurred by increases in connectivity, sensors and data processing, the marine and offshore industries continue to evolve digitally at a very rapid rate while facing increased regulatory challenges. As we embark on the journey from smart to semiautonomous to autonomous systems, ABS is leading the industry by connecting the smart journey with sustainability,” said ABS Chairman, President and CEO, Christopher J. Wiernicki. “We created this guidance to provide industry with a goal-based approach framed around increased asset health awareness, vessel performance optimization and crew assistance and augmentation, all of which when approached in a smart manner lead to industry sustainability.”

Smart technologies use advanced analytic techniques to identify data trends and anomalies providing early indicators to avoid potential failures and vessel downtime. The Guidance Notes form the cornerstone of the ABS Smart Series and will be followed by an actionable guide designed to improve data acquisition, processing and analysis and the basis for a more condition-based class approach.

“We are excited to see the thoughtful approach taken by ABS, developing a clear roadmap to guide the industry toward smarter operations,” said Wartsila Vice President for Marine Solutions Sales and Marketing, Aaron Bresnahan. “We look forward to working with ABS and applying their smart guidance to our equipment.”

By implementing smart monitoring, vessel and operational data can be leveraged to assist and augment day-to-day operations, forming the foundation for autonomous operation. This shifts the burden from crews on board reporting anomalies, to integrated systems that can identify and help resolve problems, moving decisions from ship to shore.

To download the ABS Guidance Notes on Smart Function Implementation, please visit www.eagle.org.

46 — BC Shipping News — December 2018/January 2019

LEGAL AFFAIRS Smoke on the water

What Canada’s marijuana laws mean for your workplace

By Anne Amos-Stewart, a Vancouver lawyer with Bernard LLP

A

ccording to statistics, Canada has one of the highest rates of marijuana (or cannabis) use in the world and on October 17, 2018, the country became the second in the world (after Uruguay), and the first G7 nation to legalize recreational marijuana use nationally.

While adult cannabis use is not a new issue, the question of how the legalization and (the expected) resulting increase in use will affect the workplace is uncertain.

The yet-to-be-seen impacts could be wide ranging — from decreased attendance and work performance to increased insurance claims. Employers are concerned, and for good reason.

Despite the haze of uncertainties, employers can take preventative steps now to minimize future negative impacts.

Much like the best defence is a good offence, proactive preparation is essential for limiting employers’ risks. Employers must properly equip themselves with the right knowledge and tools in order to navigate the budding “cannabis in the workplace” landscape as well as possible given what we currently know. Addressing this issue should be top of mind for all employers and none more so than those with safety sensitive environments — like so many in the shipping industry.

There are two main uses of cannabis: medical and recreational. Both uses are relevant to employers. Medical marijuana has been legal for some time (since 1999), and is used therapeutically quite broadly for a number of different conditions. Nonetheless, the vast majority of employers will never have been faced with a situation involving medical marijuana use by an employee. Recreational marijuana is what is newly legal and is expected to result in more frequent workplace occurrences.

Regardless of the type of use, the foremost concern for employees should be

Employers must properly equip themselves with the right knowledge and tools in order to navigate the budding “cannabis in the workplace” landscape as well as possible... workplace safety. Employers have a legal obligation to ensure safety in the workplace. Like with alcohol or any other drug, including prescription drugs, the key is whether an employee who is using marijuana is impaired. This should be the primary reason for conducting any alcohol or drug testing — to measure impairment as opposed to deterring use. Unfortunately, there is no easy way to determine when an employee is too impaired to work appropriately or safely.

There is currently no legal definition of “impairment” or objective measure of how much cannabis is too much. The effects of marijuana use can be quite variable and the amount of THC (the active ingredient in marijuana) in a person’s system may not be indicative of impairment in the same way we understand it is with respect to alcohol. It will depend on the dosage, delivery method and frequency of use (people can become more accustomed, or desensitized, to the effects of

cannabis over time), combined use with alcohol or other drugs as well as individual physiological and psychological factors. Consumption of an amount that may cause one person to become impaired may have very little effect on another.

The issue of drug testing in workplaces is already controversial and becomes even more so in relation to marijuana since current tests cannot sufficiently determine the extent of impairment. Besides this practical limitation, employers have no absolute legal right to test for impairment, especially if testing is random.

When testing is an appropriate and permissible response to a workplace occurrence is still a live issue. It is clear, however, that drug and alcohol testing will only be justifiable in narrow circumstances: where people are doing safety-sensitive work in dangerous work environments. This is due to employees’ rights to privacy. Where there is no demonstrated relationship of drug and alcohol testing to job safety and

December 2018/January 2019 — BC Shipping News — 47

LEGAL AFFAIRS performance, or where there is no evidence of enhanced safety risks in the workplace, such testing has been found to violate employees’ rights.

Ultimately, the fact remains that testing is never a substitute for good accident prevention programs.

Employers should at a minimum have a general drug and alcohol policy in place but it is advisable to have policies which specifically address cannabis use in the workplace. Zero-tolerance policies are not recommended for every workplace, nor are testing policies. However, in safetysensitive environments, there may be a place for them.

Employers should always use the least intrusive means of assessing impairment and fitness for work. Potential alternatives to drug and alcohol testing include cognitive and psychomotor performance tests and training supervisors or others to detect the signs of someone being under the influence of drugs or alcohol.

Note that a prescription for cannabis does not entitle an employee to smoke in the workplace. Smoking laws apply equally to marijuana. Employers should update their policies to reflect this. Employers should also ensure their

scent policies cover complaints regarding employees who use cannabis.

There are two scenarios an employer may encounter with respect to marijuana use in the workplace: employees with a medical authorization and those without.

Both situations could trigger an employer’s duty to accommodate the employee. This is a human rights law concept that requires employers to make changes to the workplace or the employee’s duties (or both) to enable the employee to do his or her work.

The duty to accommodate is not without limits: employers are only required to accommodate an employee to the point of undue hardship, which point will depend on the circumstances. The duty is not just related to marijuana use — it applies to all needs that are related to prohibited grounds of discrimination. In the case of marijuana, the prohibited grounds of discrimination are physical or mental disability. Such disabilities can arise in two ways: the first is a dependency on marijuana and the second is a medical condition for which therapeutic marijuana is a treatment (note in the second case, the disability is not the cannabis use itself).

If an employee has a medical authorization for use of cannabis, then the employer

has an obligation to accommodate that employee to the point of undue hardship.

Employers do not have an unmitigated right to prohibit employees from using medical marijuana. The situation requires a balancing of an employee’s right not to be discriminated against and the employer’s right to manage the workplace and to have the employee fit to work, as well as the employer’s obligation to maintain a safe workplace.

It becomes more complicated if the employee does not have a prescription for marijuana. The employee may nonetheless have a medical condition requiring treatment with marijuana or the employee may have a dependency — in either case, the duty to accommodate is triggered.

An employer encountered with marijuana use should gather medical information from the employee in order to determine whether the employee can properly and safely continue to work for the employer without undue hardship to the employer. The type and extent of medical information to which an employer is entitled is limited to that which allows the employer to understand the employee’s functional restrictions in the workplace.

Prognosis is fair game but diagnosis is not. For example, an employer would be entitled to know the maximum amount of time an employee can stand during the day but not be entitled to know the employee has multiple sclerosis.

The right medical information will assist employers to identify, evaluate and implement accommodation options.

Employers should always consult with employees (and the union if there is one) regarding accommodation.

Where there is no evidence of drug dependency or use for therapeutic purposes (which will be the case for the majority of recreational users), there is no duty to accommodate and an employer should consider disciplining an employee in accordance with its drug and alcohol policy.

Employers should keep abreast of legal developments, as well as those in testing technology, and update their policies accordingly. Seeking professional advice on how to protect themselves and their employees in the face of legalization of marijuana is always prudent.

Anne Amos-Stewart is a lawyer with Bernard LLP and can be reached at amosstewart@bernardllp.ca.

48 — BC Shipping News — December 2018/January 2019

TRAINING

Indigenous students continue to gain meaningful employment through marine industry partnerships

C

amosun College’s Coastal Centre reports that 100 per cent of students recently enrolled in a collaborative marine industry program received employment immediately upon graduation.

The Ship Repair Entry Level Training (SRELT) program was delivered as part of a four-year Aboriginal Marine Training and Employment Program (AMTEP) between the Coast Salish Employment and Training Society (CSETS), the Aboriginal Community Career Employment Services Society (ACCESS) and BladeRunners.

The program runs out of the Camosun Coastal Centre, located on Songhees Nation territory, adjacent to the Esquimalt Graving Dock. The goal of the SRELT program is to provide Indigenous people with certified training leading directly to employment in the marine industry.

Following the intake of students from last year’s cohort, the demand from industry for trained shipyard employees was so high that the decision was made to run the course again this summer.

Throughout the program, students had the opportunity to go on tours and complete work experience with local industry including: Seaspan Victoria Shipyards, Fleet Maintenance Facility Cape Breton, Point Hope Shipyards, and the Esquimalt Graving Dock Public Services and Procurement Canada. Apart from industry-standard training and certifications, the program also equips students with essential soft skills, such as team building, money management and public speaking.

“The cultural gap is being closed by the training taking place and the opportunity to integrate Indigenous students into the workplace,” adds Bruce Underwood, Executive Director of CSETS. “This creates a vision of leadership in the south island region by growing a program that is culturally appropriate to our communities.”

The program provides students with a wide array of the necessary certificates needed to work in industry. “Students are coming to us with confidence, which is important as the shipyard has an immediate need for qualified labourers,” says

Students from the Ship Repair Entry Level Training program now enjoying success in the shipyard sector.

Fred Goddard, Labour and Paint Manager at Seaspan. Goddard hired all 16 students this year because each student had the baseline training required to succeed in the labour department.

“We are training potential employees for an industry that is booming right now,” adds Reg Gladstone, Job Coach and AMTEP Officer at CSETS. “They are confident, industry ready, industry certified and ready to hit the ground running.”

“The learning is non-stop, all the instructors are very knowledgeable and I learned skills I didn’t know I needed,” says recent graduate Michael Morris from Tsartlip First Nation. “Getting this job has been life-changing for me and my growing family. I am very thankful for the opportunity,” says Brian Harry from Tsawout First Nation.

Michelle Traoré, Manager of the Camosun Coastal Centre believes strongly in the importance of creating opportunities for local Indigenous people to interact directly with local employers to develop confidence and acquire the skills needed to be a successful employee. “We work closely with students to identify potential barriers to education and employment so that we can ensure once students are finished training they can achieve long-term success.”

“What takes the classroom learning to the next level is the opportunity for

students to work hands-on with local companies. We are so grateful for the ongoing support from our industry partners, local Indigenous communities, and families supporting the students,” says Traoré.

About the Camosun Coastal Centre

The Camosun Coastal Centre is a state-of-the-art training facility located on Songhees Nation Territory near the Esquimalt Graving Dock. At this satellite site, Camosun College offers both customized and open enrollment coastal and marine-related courses; creates customized programs for Indigenous communities; develops new Continuing Education courses; and offers space rental for local organizations and community groups.

About the Coast Salish Employment and Training Society

Coast Salish Employment and Training Society was created in 1997 through an agreement between 19 Coast Salish First Nations and three Aboriginal Friendship Centres, funded by Service Canada ASETS. The purpose of CSETS is to assist the member Nations so that they may gain employment training or attain funding that will allow them to be employable.

Employment for our Nations is the main goal for CSETS.

December 2018/January 2019 — BC Shipping News — 49

BALLAST WATER MANAGEMENT

DESMI Ocean Guard’s CompactClean Ballast Water Management System receives IMO Type Approval

O

n September 21, 2018, DESMI Ocean Guard’s CompactClean Ballast Water Management System (BWMS) received IMO Type Approval according to the IMO Code for Approval of Ballast Water Management Systems (resolution MEPC.300(72)), also often referred to as the revised G8. The approval was issued by Lloyd’s Register, on behalf of the Danish Environmental Agency and the Danish Maritime Authority.

The IMO BWMS Code was adopted in April 2018 and includes more stringent and robust testing and approval requirements than its predecessor. All BWMS installed on ships on or after October 28, 2020, must be approved according to this revised BWMS code. At the time of printing, only two systems have this approval which means the CompactClean BWMS is one of only two BWMS available worldwide that meets the future requirements.

IMO Type Approval is the first step in the planned approval process for the CompactClean BWMS which will now continue with the issuance of a Lloyd’s Register Type Approval certificate, as

At the time of printing, only two systems have this approval which means the CompactClean BWMS is one of only two BWMS available worldwide that meets the future requirements. well as a Type Approval certificate from the US Coast Guard (USCG). The application to USCG was submitted on October 18, 2018, and review is currently ongoing.

Furthermore, the CompactClean BWMS is undergoing approval according to ATEX and IECEx requirements for installation in hazardous zones on, for example, oil and chemical tankers. This approval is expected before the end of 2018.

IMO Type Approval includes no operational limitations of the system with regards to salinity, temperature or holding time. The CompactClean system comes in 14 different flowrate sizes with the smallest having a maximum flowrate of 35 m3/h and the largest having a maximum flowrate of 3000 m3/h. With this wide flow range, there are no operational limitations and once the USCG Type Approval and the approval for installation in hazardous areas has been received, the

The CompactClean Ballast Water Mangement System in operation.

50 — BC Shipping News — December 2018/January 2019

CompactClean BWMS is a solution that can meet the requirements of almost any ship in local or worldwide operation.

“We are very happy to achieve this major milestone in the CompactClean approval process. The system has performed very well throughout the more than 18 months testing period, and we are very satisfied with the proven performance and the reliability of the system,” said Rasmus Folsø, CEO of DESMI Ocean Guard A/S. “The system is currently being installed on several vessels and we are receiving very positive feedback from involved ship owners and operators who appreciate the simplicity of the system — which is a big benefit both during the installation of the system but also in daily operations.”

When talking about the pending USCG Type Approval, Rasmus Folsø explains that he expects the certificate to be issued in late 2018 or early 2019. This is one approval DESMI Ocean Guard is looking forward to, in particular because, unlike many competitors, the CompactClean system can be operated exactly the same way when discharging ballast water inside or outside U.S. territory. He expects this to be a competitive advantage.

“It is a significant achievement that the CompactClean system does not need a special U.S. operation mode to meet the USCG requirements in U.S. territory. With just one operation mode used globally, there is no need for knowing the de-ballast location at the time of ballast uptake in order to determine if the BWMS should be operated in IMO or U.S. mode. Likewise, there are no issues related to mixing IMO and USCG treated ballast water when water is treated in one mode during ballast operation but then pumped to a tank with remains of water treated in another mode. Mixing of ballast water treated in different modes is also a

BALLAST WATER concern when water is moved internally from tank to tank during a voyage to compensate for consumed fuel. All of these issues represent serious complications to the ship operator when using BWMS that must be switched to one operation mode in the U.S. and another in the rest of the world. With CompactClean, we have managed to solve this,” said Folsø.

The CompactClean BWMS consists of an automatic backflushing filter, a UV unit, valves, sensors, and controls. Furthermore, the system includes many features that are of importance to daily operations. One example is automatic generation of PDF reports that document all the performed ballast water treatment operations in a format that is suitable for submission to local port authorities and others. Another example is that the system includes a pump that can be used as a stripping pump under ballast stripping operations, thus solving one of the main problems for ballast water management system installations today.

DESMI Ocean Guard A/S develops and markets ballast water treatment systems for the removal of living organisms from ships’ ballast water. DESMI Ocean Guard is wholly owned by DESMI A/S, and its head office is located in Nørresundby, Denmark.

DESMI A/S has more than 180 years of history and today the DESMI Group portfolio includes pumps, oil spill response solutions, pumping solutions for defence applications, energy saving systems, automation and contracting activities next to ballast water management systems.

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www.shipfed.ca 2300 - 1066 West Hastings Street, Vancouver (778-373-1518) 300 St. Sacrement Street, Suite 326, Montreal (877-534-7367) December 2018/January 2019 — BC Shipping News — 51

EVENT RECAP

Conference highlights challenges, threats and opportunities in the maritime sector

W

ith over 180 participants representing 20 countries, this year’s Maritime Security Challenges Conference focused on the complexity of the maritime domain with speakers touching on such topics as maritime operations in regions around the world; future fleets; and the current environmental state of the world’s oceans. In addition to an articulate welcome from Honorary Chair of MSC 2018, Admiral John Anderson, RCN (Ret’d), who highlighted the conference’s importance in fostering discussion, Dr. James Boutilier did an outstanding job in keeping the program on track and guiding conference attendees through the many sessions and presentations.

Before presentations got underway, Vice-Admiral Ron Lloyd, Commander of the Royal Canadian Navy, provided welcoming remarks which included a video that highlighted the many operations and worldwide situations where the Navy was active over the span of one year -- from providing relief to areas around the world ravaged by hurricanes, earthquakes and floods, to assisting regional navies and working with NATO partners on operations to combat terrorism and narcotic operations, to asserting Canadian sovereignty in places like the Arctic.

VAdm Lloyd also touched on the challenges facing today’s Navy, including

Vice-Admiral Ron Lloyd, Commander of the Royal Canadian Navy, provided welcoming remarks at this year’s Maritime Security Challenges Conference. recruitment of a younger generation who, having grown up in the digital age, require greater engagement and better connectivity to family and friends while at sea. He expressed a desire to make the Navy more inclusive by making an effort to attract a diversity that was more representative of Canada’s demographics.

Over the next two and a half days, conference attendees heard from national and

52 — BC Shipping News — December 2018/January 2019

international naval and air force representatives, researchers and notable authorities on maritime security. For example: • The Full Spectrum of Maritime Operations, presented by Professor Geoffrey Till, Defence Studies, King’s College London, provide an insightful overview into the expanded roles and responsibilities of modern navies. In context of current issues, Professor

EVENT RECAP Till outlined three visions of the maritime future: 1) a cooperative scenario based on global trade and benefit for all; 2) a competitive environment where states vied for an improved position within the global system; and 3) a system where international rules of order are discarded. While the first two visions could often be found intermingled together but were based on international order, the third vision, which Till saw emerging, was one in which contradictory information and “truth decay” would lead to a lack of trust and animosity amongst states.

• The Evolving Seascape: Understanding the Future Maritime Environment, moderated by Dr. Sarah Taylor, Global Affairs Canada, led a panel comprising Dr. Mohan Malik, DKI AsiaPacific Center for Security Studies; Rear-Admiral (RCN Ret’d) Nigel Greenwood, Greenwood Maritime; and Dr. Xue Gong, S. Rajaratnam School of International Studies through presentations and discussion looking at three distinct regions of the world: the IndoAsia Pacific, the Arctic and the South China Sea. Each in turn reviewed changes to the regions, challenges to operations and shifts in the global balance of seapower.

• Dr. Kate Moran from Ocean Networks Canada gave a riveting presentation on the state of the world’s oceans. Positing that the state of the world’s oceans is a pillar of maritime security and that not only are they a vital source of food for billions of people, hey are a complex ecosystem that supports economic prosperity and human security beyond the shoreline. Dr. Moran led attendees through the changes occurring in the natural environment and how these changes might impact the way in which security stakeholders interact with the ocean both regionally and globally.

The above sessions were just a few of the presentations that made the Maritime Security Challenges Conference so interesting but all presentations and panel discussions were equally insightful. And, of course, the opportunities to network and take discussions beyond the formal presentations were ample, including luncheons and a banquet dinner at the iconic Union

...the third vision, which Till saw emerging, was one in which contradictory information and “truth decay” would lead to a lack of trust and animosity amongst states.

Club of British Columbia. Conference attendees were also treated to a day sail on board HMCS Vancouver and a welcome reception at the Rotunda in the Legislative Assembly building.

Special recognition needs to also go out to the sponsors of MarSec — Thales, Federal Fleet Services, General Dynamics,

Lockheed Martin, Babcock, Royal Roads University, Seaspan Shipyards and Schneider Electric; as well as media sponsors BC Shipping News, Canadian Defence Review, Esprit de Corps and Vanguard Canada.

The next Maritime Security Challenges conference will be scheduled for 2020.

Rear Admiral (Ret’d) Roger Girouard, Assistant Commissioner, Canadian Coast Guard, Pacific Region, moderated a session on “Building Strategic Resolve: Policy, Platforms and Partners in Maritime Security.”

Positions available in 2018:

- Able Seamen - Electricians - Carpenter - Deck Hands - Engine Hands - Engineering Administrator - 4th Engineer

December 2018/January 2019 — BC Shipping News — 53

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