BC Shipping News - July-August 2016

Air Quality Part II: Port Emissions Inventory Tool

History Lesson: Wreck of WWII merchant vessel found

Maritime Security: National maritime strategies

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

Volume 6 Issue 6

www.bcshippingnews.com

NEWS July/August 2016

Industry Insight

Shipyards

Joe O’Rourke Vice President & General Manager Victoria Shipyards

Busy is the byword for B.C. shipbuilding and repair industry

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Tanker traffic

Mixed (moratorium) messages

Plus:

The modernization of CFB Esquimalt

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New Ferry Cable Regulations for the Baynes Sound Channel With BC Ferries’ cable ferry now in service, there are new transit light operations in the Baynes Sound Channel.

The transit lights inform boaters when the Baynes Sound Connector is in transit and when it is safe to cross the channel. Safety is BC Ferries’ first priority, so we urge all marine traffic either operating or transiting in the area to be aware of these changes, as well as the Navigation Act’s Ferry Cable Regulations*.

New transit light operations** A set of red and green transit lights have been installed at both Buckley Bay and Denman West terminals to indicate when the Baynes Sound Connector is in transit.

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Transit Light Locations Route 21, Denman West – Buckley Bay

Pemberton

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R

IS

Cortes Island

Quadra Island

N is securely When the lights are green, this means the cable ferry C docked at either terminal and it is clear for boaters to O cross U V the channel.

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Campbell River

Powell River

19A

19

LA

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D Buckley Bay

19 Port Alberni

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Earls Cove

101

Denman Island

Langdale Bowen Island

Hornby 19A Island

Horseshoe Bay

Vancouver

19A

4 19

Ucluelet

99

Saltery Bay Texada Island

Comox

Denman Island

Buckley Bay

Tsawwassen

Departure Bay

Nanaimo

Duke Point

Chemainus

Southern Gulf Islands

1 Mill Bay Port Renfrew

CANADA U.S.A. Bellingham

Swartz Bay

Brentwood Bay

14 Sooke

Victoria

Buckley Bay Terminal When the lights are red, do not cross the channel. This indicates that the cable ferry is in transit, and the cables may not be fully submerged underwater.

For more information pertaining to the Baynes Sound Connector (including new transiting information), visit bcferries.com or call 1-888 BC FERRY (223-3779).

For more information surrounding Ferry Cable Regulations and/or the Navigation Protection Act, visit justice.gc.ca.

Denman West Terminal *SOR/86-1026 - No person in charge of a vessel shall navigate the vessel across a ferry cable when the red lights are illuminated at the on-shore terminal ends of the ferry cable. **Exact location and angle of Transit Lights may differ from illustrations. This is for informational purposes only.

4 BC Shipping News July/August 2016

BC SHIPPING

Contents

NEWS

July/August 2016 Volume 6 Issue 6

Cover Story

26

47

7 8 12

20

Editor’s note

By Jane McIvor

In brief

Industry traffic and news briefs

Industry insight

Building on the legacy Joe O'Rourke, Vice President and General Manger, Victoria Shipyards In replacing Malcolm Barker, Joe considers himself "lucky" to have inherited a very good team with a strong and efficient operation that has a reputation for high quality.

24

History lesson

Wreck of torpedoed WWII merchant vessel found

By Lea Edgar

Tanker traffic

Clear Seas' report a key first step

By Michael M. Soltynski

Maritime security

National maritime strategies and the complex security environment

By Daniel Baart

52 Ferries

Designing for accessibility of small ferry vessels

By Tim Wetzel, P. Eng.

Mixed (moratorium) messages

By Robert Lewis-Manning

Shipyards

56 Ferries

38

Royal Canadian Navy

57

42

Air quality

26

45

12

49

Legal affairs

Global ferry industry to gather in Manila

By Neil Baird

Busy is the byword for B.C. shipbuilding and repair industry

By Ray Dykes

The modernization of CFB Esquimalt

Part II Port Emissions Inventory Tool

By Colin Laughlan

Mari-Tech 2016

Newfoundland lauded for successful Mari-Tech

38

Classification

From marine to 'everything' An interview with Lloyd's Register's Tom Boardley, Executive Vice President and Global Head of Corporate and External Affairs

On the cover: Arrow Marine's yard with the Georgia Lee and Sanderling No 1 in for work (photo: Dave Roels); above: Allied Shipbuilders (photo: Dave Roels); right: Esquimalt CFB with HMCS Vancouver at dock (photo: BC Shipping News); left: Joe O'Rourke, VP & GM, Victoria Shipyards (photo: Seaspan ULC)

July/August 2016 BC Shipping News 5

BC SHIPPING NEWS

Commercial Marine News for Canada’s West Coast.

July/August 2016 Volume 6/Issue 6

For advertising or subscriptions:

Publisher McIvor Communications Inc.

www.bcshippingnews.com

President & Editor Jane McIvor

T: 604-893-8800 / E: jane@bcshippingnews.com

Contributing Writers

Daniel Baart Neil Baird Ray Dykes Lea Edgar Colin Laughlan Robert Lewis-Manning Joe O'Rourke Michael M. Soltynski Tim Wetzel

Innovation in Harbour Towage

Editorial Assistant Amanda Schuldt-Thompson Advertising and Subscriptions Phone: 604-893-8800 Jane McIvor (jane@bcshippingnews.com) Advertising only: Lesley McIvor (lesleymcivor@shaw.ca) 604. 582.5110

www.samsontugboats.com Photo credit: Dave Roels

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Contents copyrighted 2016 McIvor Communications Inc. 300 - 1275 West 6th Avenue, Vancouver, British Columbia Canada V6H 1A6 Phone: 604-893-8800/Fax: 604-708-1920 E-mail: contact@bcshippingnews.com International Standard Serial Number ISSN: 1925-4865 / Published 10 times per year.

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

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6 BC Shipping News July/August 2016

EDITOR’S NOTE

Photos by Dave Roels, www.daveroels.com

The thin edge of the wedge

R

ay Dykes did it again! In providing a full update on B.C.'s shipyard and repair industry, he has taken up much of this edition of BC Shipping News. And while he's done an outstanding job in illustrating just how busy this sector continues to be, he hasn't left us with much room to explore the many other issues of interest to B.C.'s maritime induustry.

One article I would like to draw to your attention is that penned by Robert LewisManning, President, Chamber of Shipping

of British Columbia — "Mixed (moratorium) messages." As Robert's first article in BC Shipping News, we were extremely pleased to see he chose the topic of the proposed tanker moratorium on B.C.'s North Coast. His balanced and insightful approach, among other things, shows thoughtful consideration of a decision that has the potential to destabilize Canada's West Coast supply chain.

Robert rightfully points out that the proposed moratorium is not a fact-based decision, not precipitated by any significant

incident, and has not been recommended by any government assessment. Given this arbitrary, purely political move (my words, not Robert's), it will most certainly send the wrong message to those who do business in Canada. Bottom-line, it's a dangerous path to travel — if it can happen with this, it can happen with anything.

Pay attention to Robert's message, it's an important one for all Canadians to consider.

— Jane McIvor

Cyber shipping – ship design in a digital age Read the first edition of LR’s guidance on cyber-enabled ships. It is the result of detailed work and consultation with industry and academia.

Read the guidance at www.lr.org/cyber

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

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

Half page BC shipping Gas_311015.indd 1

06/05/2016 17:19:18

July/August 2016 BC Shipping News 7

INDUSTRY TRAFFIC Local CILTNA Chapter welcomes Chinese delegation

T

hree closely connected businesses, located in Delta at the epicentre of the largest industrial park supporting the Port of Vancouver’s container trade, provided the venue for CILTNA (Chartered Institute of Logistics and Transport North America) (Pacific Chapter) to welcome a delegation of senior executives from CILT China, during their stopover in Vancouver, after attending an international logistics and transportation symposium held by CILTNA in Montreal.

Marian Robson, Chair of CILTNA (Pacific Chapter) welcomed everyone and thanked Harbour Link Container Services Inc., Seaspan Ferries Corporation and South Fraser Container Services Ltd., who teamed together to host and welcome CILT China to their facilities and demonstrate how they work together to link the Vancouver Island container trade with the Port of Vancouver.

The theme of the visit was the importance of teamwork in building a seamless supply chain to link together the logistics and transportation components to move Asia Pacific container trade through the Port of Vancouver to / from various regions in Canada and the U.S. Pacific Northwest.

The tour by the CILT delegates began at Harbour Link and highlighted how the company integrates off-dock container depot services (at its 11-acre container terminal located in Delta) with both local and long-haul container transport services, in a manner that enables Harbour Link to harmonize the transit of containers between all Port of Vancouver terminals and customers’ supply chains to achieve just-in-time transportation solutions.

Immanuel Chen, Manager of Harbour Link, emphasized the importance of teamwork and having connecting rail, arterial road and river-based marine facilities, and the close proximity of all three companies to achieve cradle-to-grave supply chain solutions for their customers. A key interest by the CILT delegates was the computer software used by Harbour Link for its operations.

The highly automated systems were developed by a U.K.-based company exclusively for Harbour Link to fit the unique

8 BC Shipping News July/August 2016

requirements of the North American container drayage sector. They encompass the following features that enable the company to: • Plan and perform dispatch and monitor the actual location, movement and progress of every truck.

• Track the transit time of each container pick-up/delivery at the Port’s container terminals through the use of Geo fencing technology.

• Optimize dispatch, driver communication, truck turn-around, security, driver safety and to achieve the two-way movement of containers and trucks using PDAs. • Integrate driver pay and invoicing with operations through EDI-produced proof of delivery bills of lading.

Bruce Taverner, Executive Vice President of South Fraser Container Services (a division of Japan’s Sankyo Fujiki Group), then provided the delegates with a tour of the company’s 10-acre river-front, trans-loading facility. Bruce explained that with barge, rail, and truck access, plus covered storage, South Fraser is ideally situated to provide reload services to Vancouver’s container terminals, most notably Deltaport. South Fraser handles a variety of export products including lumber from Vancouver Island and the B.C. Interior, as well as imports

such as steel and project cargo. Bruce also pointed out that South Fraser is well placed for short-sea shipping, as was demonstrated by the arrival of a fully laden barge of lumber at the terminal during the tour, most of which will be transloaded into containers and relayed to one of the Port of Vancouver’s container terminals. Bruce noted the benefits that flow from the harmonization of services by all three businesses and how they have achieved unified supply chain solutions for the Asia Pacific container trade via the Port of Vancouver.

Rounding out the visit was a tour provided by Doug Jesson, Commercial Manager, Seaspan Ferries Corporation, of their Tilbury Island ferry terminal, located immediately adjacent to South Fraser on the Fraser River. The tour included boarding a tug and barge to see first-hand the workings of Seaspan’s Vancouver Island commercial ferry service. Doug explained the marine links provided by Seaspan’s short-sea shipping ferries that connect all five of Seaspan’s terminals — three of which are located on Vancouver Island — and the flexibility of Seaspan’s services to transport all modes of intermodal traffic and types of cargo between any point on Vancouver Island and the Port of Vancouver and any other point in North America.

Logistics executives from all parts of China, who were delegates to the CILT International Conference in Montreal, are welcomed by their hosts, Harbour Link, Seaspan, and South Fraser Container Services for a tour of their container facilities in the Fraser River.

NEWS BRIEFS

The A to Zs of all things maritime in Canada

D

espite its name, the Second Edition of Canadian Maritime Law is not just for lawyers. While the 2.5-inch paperback will most likely already be on order for libraries of maritime law firms with an interest in Canadian admiralty law, all Canadian marine stakeholders will find this ‘bible’ an essential tool in understanding the many facets of Canada’s shipping industry.

Recently released as part of Irwin Law’s Essentials of Canadian Law series, Canadian Maritime Law covers the full scope of shipping issues, organized into seven sections that range from a basic introduction to the industry itself; to the more intricate nuances of ship ownership, financing, insurance and crewing; maritime transportation (the carriage of passengers and cargoes); maritime services (pilotage, towage and salvage); collisions, pollution and liability; to special issues, such as shipping in the Arctic,

recreational boating and fishing as well as the offshore industry. Most notable is that it uses language that doesn’t require a legal degree to understand.

The four editors — Aldo Chircop, William Moreira, Hugh Kindred and Edgar Gold — have done an amazing job of leading a team of recognized legal experts (some of whom will be very familiar to BC Shipping News readers as regular contributors) to develop a comprehensive and insightful analysis of maritime issues according to Canadian law, with due notice of its divergence from U.S. and U.K. law and practice.

In addition to easy-to-read definitions of technical, legal and shipping terms, extensive lists of abbreviations, acronyms, legislation, international treaties and cases are included for reference.

Canadian Maritime Law can be ordered through Irwin Law's website in either paperback or eBook: www.irwinlaw.com.

Canadian Maritime Law, Second Edition, is now available for order at www.irwinlaw.com.

NEW SERVICE ANNOUNCEMENT TDK METRO Terminals announces value-added service of Verified Gross Mass (VGM) scaled ticketing.

Save time and money with increased efficiency and accuracy...

Effective July 1, 2016, TDK METRO Terminals is pleased to provide container weight verification in compliance with the new SOLAS regulations.

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• VGM documents emailed directly to client.

Contact us today to find out more about this exciting new service

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July/August 2016 BC Shipping News 9

INDUSTRY TRAFFIC

Cheoy Lee joins the Robert Allan Ltd. “Century Club”

O

n April 26, 2016, Cheoy Lee Shipyards launched the 100th vessel it has built to a Robert Allan Ltd. design, becoming the second shipyard worldwide to do so, after Sanmar’s initial achievement of this milestone in 2013.

This epic tug, Hull Number 5098 at Cheoy Lee, is a RAstar 3200 class ASD tug, with completion expected in August 2016.

At present, Cheoy Lee’s Hin Lee yard in China is very busy with a flotilla of Robert Allan Ltd. tugs at various stages of completion.

The co-operation between Robert Allan Ltd. and Cheoy Lee dates back to 2003, with the construction of the first of the Z-Tech ® series tugs for PSA Marine.

Since that time, the two companies have developed a close and co-operative working relationship, providing high quality, custom-tailored tugs for the international market.

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NEWS BRIEFS

ClassNK guideline updates

C

lassification society ClassNK has released its Guideline for the Mandatory Code on Noise Levels on Board Ships (Second Edition).

ClassNK released the first edition of the Guideline in July 2014, when the Code on Noise Levels on Board Ships became mandatory, to provide the industry with a summarized outline of the revised Code, a general method of noise prevention and FAQs. The latest Guideline builds on the first edition and takes into consideration recent R&D results as well as the results of discussions held at the 95th Session of the Maritime Safety Committee (MSC95).

Based on R&D outcomes from a project carried out through ClassNK’s Joint R&D for Industry Program, ClassNK now treats bulkheads and decks, including steel plates of a thickness of ≥6mm, as

having a weighted sound reduction index (Rw) of 35dB, the level required between cabin to cabin by the Code, which will streamline the design and construction process.

The Guideline for the Mandatory Code on Noise Levels on Board Ships (Second Edition) is available on the ClassNK website for ClassNK “My Page” users.

ClassNK has also released printed versions of its 2016 Rules and Guidance for the Survey and Construction of Steel Ships.

ClassNK regularly reviews and revises its technical rules and guidance in order to ensure that they are relevant and up-to-date. The 2016 edition contains requirement amendments made between January 1, 2015, and December 31, 2015, related to: • Structural strength of container carriers

• Fire safety measures for vehicle carriers transporting motor vehicles powered by compressed hydrogen or compressed natural gas • Welding procedures and related specifications • Material factors of rolled stainless steel and stainless clad steel plates • Propeller shaft and stern tube shaft surveys • Propeller shaft condition monitoring systems • Means of escape from machinery control rooms and main workshops • Scope of application of fire-resistant cables • Installation positions of fixed hydrocarbon gas detection systems Both reports can be found online at www.classnk.com for “My Page” users (a free log-in service).

July/August 2016 BC Shipping News 11

INDUSTRY INSIGHT

Building on the legacy Joe O’Rourke

Vice President and General Manager, Victoria Shipyards

Photo by Dave Roels (www.daveroels.com)

In replacing Malcolm Barker, Joe considers himself “lucky” to have inherited a very good team with a strong and efficient operation that has a reputation for high quality.

I

t can’t be easy taking over from one of the most well-known and respected characters in B.C.’s maritime industry, but that’s exactly what Joe O’Rourke did. In replacing Malcolm Barker as Vice President and General Manager, Victoria Shipyards, Joe considers himself “lucky” to have inherited a very good team with a strong and efficient operation that has a reputation for high quality. As Joe notes, if it’s not broken, don’t fix it. Having said that, the departure of a key figure will have an impact on any company, and indeed, any industry. Joe’s strong skill set and experience, coupled with a personable, professional approach to business, is proving to be a successful combination in propelling Victoria Shipyards through this exciting time for B.C.’s ship repair industry.

BCSN: Tell us about the career path that brought you here.

JO: I came from a family of Certified Professional Accountants and accounting 12 BC Shipping News July/August 2016

professors, so naturally I studied and became a CPA for the first six or seven years of my business career. When I decided that I wanted to do something different, I ended up getting a position as a cost accounting manager for a ship repair company called Northwest Marine Shipyard in Portland in 1987. I fell in love with the industry right then and there.

I worked my way up to Vice President of Finance and, by 1994, took over as the General Manager of a shipyard in Los Angeles, and then held successive senior executive positions up until I left in 2005. Northwest Marine went through a number of acquisitions and, by the time I left, it was absorbed by BAE Ship Systems, now a large U.S. company focused on United States Navy repair and modernization.

After a brief period of time off to spend with family, I joined Vigor Industrial in Portland and assisted with their expansion

throughout the Pacific Northwest for about six or seven years. The company was roughly five times the size when I left as when I joined. Following that, I served as a senior maritime consultant, a position I held as I searched far and wide for an executive position that was the right fit for my skill set and experience.

That was a year and a half ago, and it has turned out to be one of the best decisions I’ve ever made. Not only are we the class of our industry, we’re in a good market, we have a world-class team and you can’t argue with being located in beautiful Victoria, British Columbia on Canada’s West Coast.

BCSN: What are some of the differences between the Canadian and U.S. industries?

JO: First, I think you have to distinguish between shipbuilding and ship repair/conversion. For example, Seaspan’s Vancouver Shipyards is a build yard, while Victoria Shipyards is a ship repair and conversion yard. In terms of shipbuilding in Canada, the industry was essentially dead for several decades. With the help of Seaspan and Halifax-based Irving Shipbuilding, Canada is now on its way to revitalizing and completely rebuilding the industry for generations to come.

INDUSTRY INSIGHT Photo by Dave Roels (www.daveroels.com)

In the U.S. however, shipbuilding never completely died. The U.S. Navy operates a significant number of vessels and although they have public shipyards, they are the largest revenue-generating shipbuilder in the country. Interestingly enough though, at the same time, the U.S. is also down to a handful of yards that specialize in the construction of certain vessels, for example, Newport News which builds carriers in Norfolk Virginia. There is minimal competition because you don’t need that many carriers and they’re obviously a very specialized, complex and expensive vessel. The Jones Act, which stipulates that vessels trading between U.S. ports must be U.S.-flagged and U.S.-built, has also helped the U.S. build market. By doing so, this has also kept the construction of a certain number of large vessels in the U.S. Meanwhile, there is tremendous demand (and construction activity constantly underway) for smaller vessels such as barges, supply boats, and anchor vessels specifically tailored to support the oil industry in the Gulf of Mexico.

So, while shipbuilding in Canada essentially disappeared and has a dire need for reinvestment, the U.S. industry is consolidated to a handful of large yards building specific types of vessels primarily for the government and local industry.

To get a better understanding of the ship repair and conversion industry, you need to take a step back and consider that most vessels on this coast trade in a very large circle around the Pacific Rim from the ports in North America to Asia. Starting in the 1960s, and accelerating in the 1970s, the movement of repair operations started to shift overseas — starting with Korea and Japan, then China, Malaysia, and the Philippines — each with significantly lower labour costs and lower environmental standards. If the customer wants to get the best price, they’re not going to find it in North America. So within that context, repair work migrated across the sea to the low price centres, and many shipyards perished in the process. To put it in perspective, there’s approximately 10 per cent of the number of shipyards and employees now than there were in the 1970s. It has stabilized in the last 10 years, but still you’re down to a handful

Joe stands in front of Victoria Shipyards’ latest project, the Crystal Serenity. VSL has a reputation for quick turnaround of quality work, characteristics that appeal to cruise lines.

July/August 2016 BC Shipping News 13

INDUSTRY INSIGHT I want to make sure that our grandchildren can fish off our piers and eat anything they catch because we have done nothing to impact the local environment. of big, prominent players — Seaspan, Vigor, BAE, etc. For Canada, the industry never died but it did shrink to a small percentage of what it was in the days before and after the Second World War when the U.S. and Canada were both maritime powers in building and repair.

BCSN: With the trend toward more technologically advanced ships, do you think this puts Asia at a disadvantage?

JO: It depends on how you look at it.

You can always build your vessel in one place and do your systems integration in another. The largest builders are in China, Korea and to some degree, Japan although not quite as large as they used to be. They build the largest vessels and still have a predominant share of the market. In terms of more complexity — and a good example would be cruise ships — these are still built in Europe where they still have a competitive edge.

BCSN: Do you see any trend that would indicate niche builds and specialization within the West Coast, or even the North American market?

JO: I believe there will be partnerships between West Coast yards and other international companies that already have a leg up in terms of structure and personnel to execute large contracts. I could see joint ventures where you’re using a North American resource to generate a product.

One trend that is a popular topic in B.C. is the increased interest in LNG as a fuel. I believe we’re going to get into LNG work, but there are also companies around the world that already specialize in building the large LNG tanks, so you could see the potential for partnerships where they provide the specific skills and we carry out the conversion.

BCSN: How have technological advances impacted Victoria Shipyard operations?

JO: It’s more of an incremental change but new technology is incorporated every day. For example, the paint systems and products used now are much more sophisticated than they have ever been.

Recently, in May, we had the cruise ship Celebrity Millennium in the yard for a full paint removal on the hull. That entailed

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removing 125,000 square feet of paint, all the way down to the metal, and then applying the new paint. Between today’s regulatory environment and the need for speed, the best option is to use robotics.

We had four robotic crawlers on that vessel — essentially, men and women with joysticks who drive these crawlers with high pressure water up and down the hull.

Following this process allows us to avoid the normal clean-up you would have had to do before with abrasive blasting while using significantly less labour. And you start seeing those applications all the way throughout the yard.

If you look at Vancouver Shipyards’ new world-class, state-of-the-art facility, the new panel line machines basically take the flat steel and the structural members that support the steel and do all the welding to come out with large fabricated sections — compared to the old days where you had a man and a torch.

Propulsion systems on vessels have matured as well, especially on the larger vessels. All vessels used to have a shaft and a propeller with a rudder in the middle.

Now, for example, with cruise ships, they have azipods attached to propellers which rotate 360 degrees.

So, technologically, we see it even if it is slow moving. New technology or new capabilities aren’t always automatic; you end up working, especially with smaller vessels, with engineers and customers who have always done it in a certain way.

Moving them to a new technology requires a leap of trust, as well as getting a classification society involved, but eventually, it does move incrementally forward.

BCSN: You mentioned skipping the clean-up stage in the new paint removal process. Could we touch on what sort of impact the move toward environmental sustainability has had on Seaspan?

JO: Our Core Value of Care for the Environment is at the heart of everything we do. For us, it’s important that we don’t just meet environmental standards but exceed them. From the top of this organization to the bottom, exceeding environmental standards is not only mandatory but is simply a function of employment.

We do a tremendous amount over and above the regulations and it’s leaps and bounds over what we see our competitors doing or overseas practices where they’re

INDUSTRY INSIGHT still operating under environmental standards that the Western world abandoned years ago.

For Victoria Shipyards, the graving dock makes it easier to keep our waste stream contained and, when painting, we tarp the vessels to make sure there’s no release of paint. We’re part of Green Marine and are driving toward a policy of zero waste. In addition, we have an efficient waste treatment centre where we’ve managed to reduce the amount of solid waste coming out of our shipyard by more than 50 per cent over the last couple of years.

Personally, having been in a lot of shipyards over the course of my career, I like to think of this subject in the context of how we are considering future generations. I want to make sure that our grandchildren can fish off our piers and eat anything they catch because we have done nothing to impact the local environment. If, 100 years from now, people can enjoy a beautiful, ecologically diverse harbour with active marine life

that exists next to a shipyard operation, then we know we’ve done a pretty good job.

BCSN: What about training and upgrading skills to manage the new technology?

JO: There is a definite distinction between the U.S. and Canada in this area. Canada is much more focused on providing assistance and funds for training efforts for the new workforce.

We have 10 different trades that we work with to be able to execute a contract: boilermakers with welders and fitters, machinists, joiners, etc., and those are still set up in the traditional fashion in terms of four-year apprenticeship programs. Whether it’s our apprentices or the union’s apprentices, the provincial and federal governments are well behind the efforts to train the next generation and are investing heavily. Because there hasn’t been a viable shipbuilding and ship repair industry in British Columbia for the past few decades, there is now an urgent need for a variety of training.

The programs are also well-funded and supported by industry. If you pick a trade, for example, an electrician, there’s a four-year program that’s designed to give apprentices both classroom time and hands-on work experience to get them to a journeyman level. Once they achieve the journeyman level (even before they reach that level), it’s a very good paying job. It’s a job that can support a family. I don’t think we’ve promoted or messaged that as well as we should. Working in ship repair is not just your average run-of-themill job with an average income. Rather, it’s comparable with many professions that require a four-year university degree, especially within the first 10 years of their career.

The unique feature of the last 30 or 40 years in the industry is that the workforce age demographic is a U-shape curve. We have a significant number of workers over 50 who grew up in ship repair, and we have a significant number of young apprentices and young men and women who have just graduated within the last

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INDUSTRY INSIGHT five years, but we don’t have a lot in between because of the decline the industry experienced. We weren’t adding people, rather just trying to hang on to the ones we had.

BCSN: What sort of initiatives does Seaspan implement to attract new workers to the industry?

JO: Seaspan and all of its companies have invested heavily into training. There’s a huge amount of activity going on in Vancouver to train the new generation on how to build ships.

For Victoria Shipyards and the ship repair program we conduct, we work hand-in-hand with local educational institutions such as colleges and universities to not only help train but help recruit young people to the industry. Camosun College is a tremendous example of this; we work very closely with their welding department and other trades and as a result, that becomes a feeder to our apprentice system. Camosun College is the leading Vancouver Island-based post-secondary institution for producing people entering into industrial trades.

We’re also starting an outreach program where we try to hit young men and women at the high school age because they don’t realize what kind of opportunities we have in our industry and how good the wages are versus other career choices. So, there are significant efforts underway in terms of both outreach, as well as having arrangements with Camosun College and other technical companies, that allow us to access new people.

You need to start early and raise awareness early. It’s critical to have them recognize how bright a future they can have in

this industry even at a young age. Once you’ve done that, you then need to work the educational system all the way through to provide the network of applicants that are going to be our next generation.

BCSN: I’ d like to turn now to the projects being done at Victoria Shipyards but first, could you describe some of the modernization to the yard that has been done to help support the delivery of NonCombat vessels for the Canadian Coast Guard and Royal Canadian Navy under the National Shipbuilding Strategy (NSS)?

JO: In addition to providing support for Vancouver Shipyards, our role within the NSS is to support testing, trials and commissioning of the new federal vessels. The vessels will be about 90 per cent complete when they get here, and we’ll handle the final commissioning along with the testing and trials. To support that, we’ve put in a significant amount of office and warehousing space. We have a new building — appropriately called the “Barker Building” — that will serve as the hub to support Seaspan’s NSS work.

BCSN: Now what about the work you’ve had over the last year?

JO: Over the past 12 months, we have executed four cruise ships — two Princess ships last year (the Ruby in May and the Crown in December). As part of that work, we installed two scrubbers on each. That includes installing the scrubber cylinders as well as fabricating and installing piping all the way down to Deck 4 to allow access to the sea water. Those systems are large and these are big jobs. We’ve done five scrubber installations to date.

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INDUSTRY INSIGHT In addition to the motorized vessel aspect of a cruise ship, because they’re essentially a floating hotel, they also have a much higher level of sophistication in terms of projects. There are really two packages. First, there is the maintenance of the vessel. There are regulations that require them to be pulled out of the water every five years, and so at that time we’ll do the painting, testing of propulsion system, repairs, steel work, pipe work, etc. Second, for the hotel side, contractors are brought in from around the world to work on projects like marble tiling, upholstery, upgrading décor, etc. For example, a new gift shop was needed, so we did the steel and the sheet metal and the external contractor did the outfitting.

Cruise ships involve an endless array of logistics. It’s very intensive work and we have a short timeframe with which to complete it. There is no room for error; you need to meet the cruise lines’ schedule exactly as thousands of passengers are booked for trips and if we’re late, it will not only cost the cruise line, but impair our reputation for quality and on-time delivery. We take pride in our exceptional reputation both in terms of customer service and satisfaction. This means the highest quality of work and always delivering on-time.

This year to date, we’ve had the Celebrity Millennium and the Crystal Serenity, both in at Victoria Shipyards. The Millennium was a 14-day job and involved a lot of hull work – full paint removal and replacement, machinery and steel plus maintenance on the bow thrusters. There wasn’t one large dollar item but rather a number of small projects. We also assisted with some of the refurbishments — for example, we built the structure required to support a large outdoor screen for the Movie under the Stars feature.

For the Serenity, again, no single major project but a lot of little things — sandblasting and paint, propulsion system maintenance, the installation of some new detections systems. We installed a sonar system as well because this vessel will be cruising the Northwest Passage this year.

BCSN: And other work? I understand you just wrapped up the Frigate Life Extension Project (FELEX)?

JO: That’s correct. We modernized five frigates over five years. HMCS Regina was just delivered to the Navy’s dock in late April. The project was one of the most well-run and successful contracts that I’ve seen in North America. We had great partners — Lockheed Martin, Department of National Defence, Public Works, etc. It was an absolute home run in terms of quality and on-time delivery.

The FELEX is a 10-year program, running to 2018, so there are still additional projects — docking and top side packages — which will include engineering changes and modernizing systems as new capabilities are added.

HMCS Calgary will dock in next year and we’ll continue to provide service through the end of the multi-year contract.

Beyond 2018, we anticipate continuing work on the West Coast frigates and new work will flow out of the new vessels being constructed for the Canadian Navy and based in Victoria. The Fleet Maintenance Facility at the Esquimalt Naval Base will remain the first line for maintenance with Victoria Shipyards supporting their efforts.

This spring, we won contracts on a Foss barge, the BC Ferries’ Coastal Renaissance, and other commercial vessels. As the naval

modernization program wraps up, we’ve been pursuing other commercial work and expect to do more of that in the future.

BCSN: What about future work?

JO: The future is bright. We have two New Zealand vessels coming in which will be smaller versions of the frigate modernization. We’ll partner with Lockheed Martin on those. For cruise ships, we typically do two per year and we already have soft bookings for two next year and three the following year.

And, as mentioned, we’ve started moving back into the commercial market and are actively pursuing commercial work here and on the other side of the border, especially in the Puget Sound area which is a significant market of potential docking contracts.

Given the value of the Canadian dollar, we’re able to put very attractive prices on the table and, with our capabilities, we believe we’re nicely aligned with how the U.S. market is currently set up in terms of competition and supply and demand. We’re making great penetration into that market so I think you’ll see all sorts of watercraft that operate in the U.S. and are seeking their repair solutions either here or at Vancouver Drydock in North Vancouver.

BCSN: What are some of the differences between commercial work and government work?

About Joe O’Rourke

J

oe joined Seaspan Shipyards as Vice President and General Manager – Victoria Shipyards in February 2015, bringing with him almost 30 years of experience in positions of leadership and senior management across diverse sectors of the North American marine transportation industry. Most recently, Joe worked as Senior Vice President – Business Development at Vigor Industrial LLC in Portland, Oregon. He has accumulated nearly three decades of ship repair and shipbuilding experience in several different yards on the West Coast, including San Diego, Long Beach, Portland and San Francisco. In addition, he has also worked with, and served a wide customer base, such as the U.S. Navy and affiliates, cruise ships and commercial vessels, as well as all other maritime service ships, and was part of, or led aggressive growth and acquisition efforts for both BAE Systems as well as Vigor.

A graduate from Portland State University’s Bachelor of Science – Accounting Program, he began his career as a Certified Public Accountant in Portland in 1981. Joe entered the ship repair industry in 1987 as Cost Accounting Manager for Northwest Marine Shipyard.

In the role of Vice President and General Manager – Victoria Shipyards, Joe is responsible for providing leadership to Victoria Shipyards as well as the profitable, productive and safe operation of the business. In addition, he is accountable for customer satisfaction with all ship repair conversion and repair activities performed in Victoria, as well as business development activities.

July/August 2016 BC Shipping News 17

INDUSTRY INSIGHT JO: Cruise ships are the best example. Last year’s Princess ship work at Victoria Shipyards generated over $12 million in revenue — $4.8 million was in direct wages and about $1.5 million went to Public Works for the graving dock. The economic activity that is generated within the 23 days is huge and has a very positive effect for us, the community and the care and feeding of the facility here.

The biggest difference between commercial and government work is that the commercial customer is much more focused on production over process. Personal relationships play a big factor — you still settle contracts with a handshake. They’re more interested in coming in, executing their contract with high quality, getting out on time, paying quickly, and moving on. There are regulatory requirements but it’s very different from the government world. There’s more process involved with government vessels — more paper, more documentation, more details. The contracting vehicle for governmental work is much more complex versus commercial.

BCSN: To wrap up, I’ d like to ask you your thoughts on the industry overall, and if you have any advice for the younger generation coming into the industry?

JO: After 30 years of being in this industry, the first point I would make is that it’s engaging. You could almost call ship repair a disease — once you catch it, it’s very hard to cure. If you choose to take a trade route, there’s not much better than ship repair.

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

Second, it’s a great time to take a look at this industry. After two decades of decline in North America because of the rise of the Pacific Rim and the movement of repair and build opportunities to low-cost centres, it was tough to get enthused. But now the story is being re-written; we’re in a stable growth period and it can be a solid career that will take care of you and your family.

So my advice would be to take a look, educate yourself, and get to know the industry. It may turn out to be a career path you didn’t expect but in the end, it will turn out to be an enjoyable one. It’s exciting and some of the most skilled people I’ve ever met are right here in Victoria.

If you choose to have a career in this industry, and you work hard, either in the trades or upper management level, then it can be very rewarding. If you’re looking for a job where you watch the clock all day, this is not an industry for you. BCSN

About Seaspan and Victoria Shipyards

S

easpan ULC is a group of Canadian companies (together referred to as “Seaspan”) primarily involved in coastal marine and deepsea transportation, bunker fuelling, ship repair and shipbuilding services on the West Coast of North America. In addition to marine transportation services offered directly through Seaspan’s marine division, commercial ferry, shipyard and bunkering services are provided through subsidiaries including: Marine Petrobulk Limited Partnership, Seaspan Ferries Corporation, Vancouver Shipyards Company Ltd., Victoria Shipyards Company Ltd. and Vancouver Drydock Company Ltd. Seaspan Shipyards, an affiliate of Seaspan ULC, is comprised of Vancouver Shipyards (VSY), Victoria Shipyards (VSL) and Vancouver Drydock (VDC).

The scope of Seaspan’s services, the quality of its employees and over a century of successful participation in coastal commerce, make the company a major partner in the economy of the Pacific Northwest.

Utilizing the Esquimalt Graving Dock, owned and operated by Public Works and Government Services of Canada, Victoria Shipyards can dry dock and repair vessels up to 100,000 DWT. They can perform a wide range of repairs up to and including complete vessel conversions and have successfully completed countless new construction, conversion, repair, and maintenance projects, including cruise ship conversions, work for the Royal Canadian Navy, repair and maintenance work on deepsea vessels and container ships, as well as new construction and repair work on ferries, tugs, fishing vessels, Arctic Class and research vessels, barges, and yachts of all sizes and types.

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

Jane McIvor, Publisher BC Shipping News

18 BC Shipping News July/August 2016

For more information: www.seaspan.com

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HISTORY LESSON

Wreck of torpedoed WWII merchant vessel found

By Lea Edgar Librarian/Archivist, Vancouver Maritime Museum Photo credit: Dave Roels (www.daveroels.com)

At the time, the U.S. Navy did not believe, or did not want to believe, that the Coast Trader was destroyed by a Japanese torpedo.

T

he Coast Trader was thought to be lost to history. She was just another casualty of the Second World War, forever sunk in the depths of the Pacific Ocean. The final resting place of the wreck was determined by the Canadian Hydrographic Service in 2010.

Now, almost 74 years later, the National Oceanic and Atmospheric Administration (NOAA) and Ocean Exploration Trust are surveying and exploring the sunken merchant vessel. Few are even aware of the Japanese action on North America’s West Coast during the Second World War. At the time, the U.S. Navy did not believe, or did not want to believe, that the Coast

Trader was destroyed by a Japanese torpedo. This amazing discovery not only sheds light on this often overlooked piece of history, it may even prove to rewrite it.

Attack on the Coast Trader

It was June 7, 1942 — six months after the attack at Pearl Harbor — when the fateful event occurred. The Coast Trader left Port Angeles that morning with a cargo of 1,250 tons of newsprint and made its way out of the Strait of Juan de Fuca with a final destination of San Francisco. Little did the crew know, a Japanese submarine called I-26 was lying in wait for them.

Coast Trader at port, May 11, 1937. Courtesy of the San Francisco Maritime National Historical Park, Procter Collection, A01.37,080ps (SAFR 21374).

20 BC Shipping News July/August 2016

Just before noon that day the ship exited the Strait and altered its course to 180° south. The weather was calm and sunny and the ship cruised along at a comfortable 10 knots. Captain Lyle G. Havens had spent the morning on the bridge and had just turned in to his bunk to rest. Suddenly, at about 2:20 pm, an explosion rattled the ship. The blast knocked Captain Havens and several other crew members from their bunks. It was so violent that it blew the No. 4 hatch out and tossed the cargo of one-ton newsprint rolls 50 feet in the air.

C.R. Beathe, the First Assistant Engineer, was lying in his bunk and was thrown and then slammed onto the steel deck, his mattress and a metal locker falling on top of him. Luckily, he was able to get himself out quickly. He and crewman Neils Hage ran below. They had to feel their way in the darkness — all the while breathing in toxic ammonia fumes leaking from the broken refrigeration system — as they attempted to close the water-tight bulkhead. But the bulkhead was sprung and after a few attempts they gave up. Meanwhile, Oiler Verne Wikert was below and the explosion sent him head first into a steel bulkhead. Dazed and nearly drowning in the mixture of oil and salt water, Wikert managed to pull himself out through an air vent. Sgt. Beauford McElroy, part of the armed guard assigned to protect the merchant vessel, was sitting on a hatch directly over the point where the torpedo hit. He was thrown 50 feet in the air and fell into the open hatch. Like Vikert, he fell into a sea of oil and had to fight his way out.

The explosion also destroyed the ship’s radio antenna. This meant that all

VANCOUVER MARITIME MUSEUM communications were knocked out. D.D. Tuggle, nicknamed “Sparks,” tried to send an SOS just in case. He stated, “The radio aerial came down as soon as the torpedo hit. It was grounded across the stack and I couldn’t send anything. I climbed up on the shack and tried to get it loose, but it was too much for one man” (“Captain,” 1942). Regardless, he returned to the radio shack and sent out an SOS message, not knowing if it would ever reach anyone.

At this point, the stunned crew had gathered together at the lifeboats. One of the boats was ruined in the blast, so the members of the armed guard lowered the remaining boat and two rafts. Thirty-one crew members were set up in the lifeboat, including those most injured, and 25 were on the two rafts. “We made the rafts fast to the boat and just waited and watched the ship sink,” said Captain Havens (“Captain”, 1942). The ship sank by her stern and was beneath the waves after only 40 minutes.

Suddenly, three crew spotted the conning tower of a submarine not more

than 1,700 yards away. At the same time, they saw an airplane on the horizon. They shot off several flares to attract the attention of the plane, and this seemed to scare off the submarine.

With some quick thinking, First Officer E.W. Nystrom had detached the .30-caliber Lewis machine gun from the ship’s bridge as they were disembarking in case the sub attacked once more. One crew member said, “We were scared as hell the sub might machine gun us like the way we’ve been reading about in the papers” (“Loss revealed,” 1942). They were right to be afraid. Back in December 1941, the submarine I-10 machine-gunned the survivors of the freighter Donnyvale while they were huddled in the lifeboats.

Both Japanese and German submarine commanders were ordered to kill all survivors, however not all of them heeded that order, which appears to be the case here. Nystrom readied the gun and was heard telling the crew, “I hope I can get at least two Japs” (“Sailors,” 1942, p.

1). After the event, First Class Private

Sam Brown of the armed guard said he saw the submarine half an hour before the strike, but Second Officer Willard Jackson determined, at the time, that it was actually just a fishing vessel. Could this have been the I-26 stalking the freighter?

The day turned to night and the sunny weather soon turned into a gale.

At around midnight, the rafts broke loose from the lifeboat. At that point, Captain Havens decided to rig a sail to the boat and head to shore for help. The Captain knew where the fishing banks were and they started looking for a fishing boat. They soon sighted the halibut schooner, Virginia I, captained by Knut Petersen. At first, Captain Petersen did not know what he was looking at and feared it was a Japanese trick. He soon realized his mistake and quickly picked up the survivors. Sadly, just before they were rescued, 56-year-old Second Cook Stephen Augustus Chance slumped over dead, presumably from exposure. He was the only casualty of this incident.

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HISTORY LESSON The survivors were taken to Neah Bay where they were given navy uniforms to wear.

Meanwhile, the 25 men on the rafts suffered through the night and into the next day. Willard Jackson, one of the men on the rafts, said “We had been separated from the boat for 30 hours by this time, and I’ve never been half as miserable in my life” (“Captain,” 1942). Cold, wet, tired, and seasick, there was nothing for them to do but wait. The lifeboat crew directed the Navy to where they were separated from the rafts. Coast guard planes, led by Lieut.

Commander B.B. MacDiarmid, spotted them in the water. However, another plane already saw them and notified Canadian vessel HMCS Edmunston to pick up the remaining survivors. The two worst injured men were taken to a hospital in Port Angeles. Stephen Malone was severely crushed in his bunk, and Vern Wikert suffered from mechanical pneumonia from inhaling oil and water.

In the days after the event, various crew were interviewed by local newspapers.

Captain Havens said to one of the reporters, “I’m going to take a three weeks [sic] vacation. This was to have been my last voyage in this ship before a new command.

It was!” Nystrom then followed up by saying, “I’m going out again before the end of the month, as master of a ship. It was to have been my last cruise in this ship, too.

And it was” (Hannum, 1942, p. 1).

Submarine I-26

After the attack on Pearl Harbor, the Japanese plan was to draw out U.S. aircraft carriers from Seattle. They were to conduct an air strike against Dutch Harbor in Alaska. The theory was that, on the way to Alaska, the U.S. carriers would have to pass I-26 lying in wait at the entrance to the Strait of Juan de Fuca. But instead of ambushing an aircraft carrier, the I-26 found the merchant vessel Coast Trader. The I-26 was a Japanese B1 type submarine completed at Kure Dockyard in November 1941. Her Commander was Minoru Yakota. I-26 was responsible for the earlier sinking of the Cynthia Olsen on December 7, 1941.

Commander Yakota, who after the war changed his name to Hasegawa, stated that Takaji Komaba was the torpedoman in the conning tower and he was assisted 22 BC Shipping News July/August 2016

by Yuko Oka at the time of the attack on the Coast Trader. The ship was spotted as it exited the Strait, and the attack occurred (according to Japanese records) at 48°15’N-125°45’W. Commander Yakota stated, “We could not see the last moment of her [but we saw] many things from the boat floating on the surface. I did not meet any U.S. forces in that area, except one patrol frigate-type boat cruising eastward.

But we could not ascertain its nationality, whether American, Canadian, or other.

However, we were much aware of the aircraft frequently flying above us.” (Webber, 1975, p. 18) This statement seems to validate the survivors’ account of how the submarine disappeared after they signalled to an airplane nearby.

The aftermath

News of the attack first hit the newspapers on June 10, 1942. In the beginning, the Navy announced that it was a torpedo strike that sunk the merchant vessel. Senators from Washington confirmed the attack to the papers. At this time, rumours were circulating that two naval vessels were sunk off the West Coast.

Senator Homer T. Bone, in an attempt to quash the rumours, stated that the attack “did not involve any of our naval units” (“Loss revealed,” 1942).

On June 10, after speaking to the press, Captain Havens was questioned by naval intelligence officers. He said to the press that it was strange as there was no “boom" and the explosion was largely silent. First Officer Nystrom said he saw what others described as the submarine but later stated, “it might have been part of our ship’s debris. I fired two parachute signal flares. The wreckage disappeared” (“One man,” 1942).

In the end, the Navy determined the blast was caused by an internal explosion despite the eye witness reports, including from the Armed Guard. The crew, however, always insisted it was a submarine.

During the War, the government had tight control over the media and often downplayed torpedo strikes as internal explosions. It is possible that the investigators were swayed because the Captain did not witness the submarine, and the explosion did not fit their imagined ideas of what the destruction would be. Then the First Officer doubted what he saw.

Regardless of the reason, the Navy dismissed the idea that the ship was struck by a Japanese torpedo. The understandably frustrated crew stated after the hearing, “Wishful thinking on the part of nonseafaring reserve officers. The thought that a submarine could be that close to the coast was more than they could imagine” (Shrader, 1965, p. 10).

The explanation of “internal explosion” remains on the record today, and the sinking was not counted in Lloyd’s War Losses for the Second World War. However, after the war, Japanese naval files were opened and it was found that I-26 reported having conducted a torpedo attack on an unidentified merchant ship on the date and location of where the Coast Trader went down. Experts surmised that the vessel was probably hit by a malfunctioning torpedo which tore through the ship’s 20-year-old hull and exploded a moment later.

With the discovery of the wreck of the Coast Trader, now perhaps this mistake can be rectified. The efforts and loss of life by the Merchant Marine have gone mostly unrecognized since the War. The story of Japan’s attacks on the West Coast are also not widely known. There is hope that with this discovery, and the story of survival, renewed respect will be awakened for those mariners who risked and gave their lives in support of their military and country.

Sources:

• Captain tells of ship sinking off Neah Bay (1942, June 10). The Seattle Post-Intelligencer.

• Hannum, Leland (1942, June 10). Jap sub sinks U.S. ship; 59 safe; 1 dead. Oakland Tribune, p. 1.

• Loss revealed as rumors fly after sea fight (1942, June 10). La Grande Observer, p. 1.

• One man dies in lifeboat during pull for shore (1942, June 10). Medford Mail Tribune.

• Sailors, torpedoed off Neah Bay, saved gun, hoping to fire on Japs (1942, June 10). The Seattle Daily Times, pp. 1, 5.

• Shrader, Grahame F. (1965, July 11). The sinking of the Coast Trader. The Seattle Times, pp. 10-11.

• Webber, Bert (1975). Retaliation: Japanese attacks and allied countermeasures on the Pacific Coast in World War II. Oregon: Oregon State University Press.

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TANKER TRAFFIC

Mixed (moratorium) messages

By Robert Lewis-Manning Chamber of Shipping of British Columbia

I

t is now well-known that the Federal Government intends to formalize a moratorium on the shipment of crude oil in waters off Northern British Columbia. Such a moratorium would be a precedent in Canada in so much as it would limit the ability of the supply chain to move a specific commodity by a specific mode of transportation in a specific area.

For many in the marine industry, this appears to be a premature decision that was based on speculation rather than fact, or at least didn’t fully consider the industry’s safety record and the regulatory framework in which it operates, the legal obligations inherent in the United Nations Convention on the Law of the Sea, or the industry’s leadership approach towards continuous improvement. It was not precipitated by a significant incident involving damage to the environment or loss of life, nor was the requirement identified by another government process

24 BC Shipping News July/August 2016

such as a risk assessment. While transportation professionals may view the proposed moratorium as ill-conceived, it is clearly supported by some stakeholders who may not fully understand the scope of regulatory options available to the government to manage risk.

It would be easy to view the proposed moratorium in a negative light, especially as it appears to be a predetermined outcome without respecting due process.

Notwithstanding, the Government has an opportunity to get this one right now by establishing a deliberate process from the start that is inclusive of stakeholders, transparent, and which clearly recognizes fact-based decision-making. This is clearly an emerging and important theme demanded by Canadians and First Nations, and supported by governments.

The Government also has the advantage of time as it does not appear as if the proposed project will move forward quickly.

Northern Gateway and the Aboriginal Equity Partners have requested that the Government, through the National Energy Board, approve an extension to the sunset clause for an additional three years in order to address regulatory and legal issues and further develop partnerships with First Nation communities in the region. Although a comprehensive marine environmental assessment was covered in the Northern Gateway regulatory review, additional time provides an opportunity to further examine the risk of marine operations in Northern B.C. and how to mitigate such risk. By doing so, it should become very clear as to whether a moratorium would be the appropriate tool to address the residual risk associated with possible tanker traffic.

Perhaps this is also an opportunity to address several other important challenges associated with the management, protection and use of our waters. Canada has a sporadic strategy and approach to marine spatial planning and this continues to play out under a new government. While the Minister of Transport quite rightly speaks about the need for transportation corridors to leverage increasing trade opportunities, he does not have a direct role in developing such corridors when it concerns Canada’s oceans. In fact, the statutory authority to plan and manage the use of Canadian waters rests with Fisheries and Oceans Canada, and to a limited extent, Environment and Climate Change Canada through its agency, Parks Canada.

While all of these departments have strong mandates and capable teams, none of them has a clear vision or mandate from the government to lead comprehensive marine spatial planning and so it is inevitable that a patchwork of initiatives will continue to

TANKER TRAFFIC unfold. The proposed moratorium is but one of many initiatives.

Many non-industry stakeholders may not be aware of the existing moratorium on Canada’s Pacific Coast. Concerns for the protection of the marine ecosystem are embodied in an existing voluntary Tanker Exclusion Zone that was created in 1985 largely to address the potential for a laden tanker to drift onto Canadian shores. This accomplishment was achieved through collaboration of the Canadian and United States Coast Guards and the U.S. marine industry involved in trading between Alaska and southern ports in the United States. More than 300 laden tankers transit annually along the B.C. Coast while respecting the Tanker Exclusion Zone. This positive example of collaboration and fact-based decision-making was made possible because all stakeholders had a common understanding of the risk and the objectives of mitigating the risk.

It is probable that an unsubstantiated moratorium on Canada’s West Coast

would negatively affect the reputation of Canada’s commodity supply chain, potentially making Canada and Canadian ports less competitive. If the Government imposes a moratorium without due process, it would send a signal that the Canadian supply chain may not always be open for business. This approach would establish a precedent for managing undetermined risk that could propagate to other regions of the country and other modes of transportation. This mixed messaging contrasts the Government’s support for more open trading through free trade agreements such as the Comprehensive Economic and Trade Agreement and the Trans-Pacific Partnership, and growing support for fact-based decision making. The timing of such a negative signal could not be worse as a sputtering global economy continues to have negative ramifications in Canada and for marine transportation in general.

This summer will be a busy period for the government and the marine industry.

Minister Garneau is convening various round tables across the country while his department conducts extensive consultation on the future of Canada’s transportation framework. While many stakeholders will naturally draw a connection between the export of oil and the proposed moratorium, the significance of the moratorium as it relates to the Canadian supply chain is cause for greater concern. The use of moratoriums should be reserved as a last resort to halt an ongoing or imminent activity that could result in social, economic or environmental harm. This proposal does not appear to pass this litmus test and perhaps there is a better regulatory approach to address a risk that has not yet been fully determined. While not necessarily easy, it will be important for our industry to demonstrate to the government that it should avoid the establishment of any moratorium affecting transportation, and that it already has several strong statutory instruments at its disposal in order to manage risk.

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SHIPYARDS

Busy is the byword for B.C. shipbuilding and repair industry

By Ray Dykes Photo by Dave Roels, www.daveroels.com

...there’s still many a hungry smaller yard awaiting the trickle-down effect of the major work being done by Seaspan.

W

hile shipyards in South Korea and China reportedly are in decline, it’s hard to find anything but optimism among the B.C. shipyard and repair industry, which overall, is as busy as it can hope to be. Well, almost.

Apart from pleasure yachts and the occasional tug boat, water taxi, or barge, there’s little in the new build sector outside the industry-boosting National Shipbuilding Strategy (NSS) work being done now by Seaspan with its three major facilities.

But there’s still many a hungry smaller yard awaiting the trickle-down effect of the major work being done by Seaspan.

Some yards have full plates through the summer at least, while others admit they are looking for more work.

And despite the low Canadian dollar, the welcome impact of big savings for U.S. customers has been tempered somewhat on the pleasure craft side of the industry by a reluctance of some Canadians to spend dollars when their economy is seen as moribund at best.

Seaspan CEO Jonathan Whitworth says all three divisions — Victoria Shipyards, Vancouver Shipyards, and Vancouver Drydock — had a busy year in 2015 and, while “not knocking it out of the park,” each did well. He is especially pleased that last year, Seaspan had the best safety record in its 130-year history.

Any lingering disappointment that BC Ferries awarded a Polish shipyard with the $140-million contract for Spirit-class

26 BC Shipping News July/August 2016

mid-life upgrades, including work to convert the two vessels to dual liquefied natural gas / diesel use, seems to have died a natural death when Seaspan pulled out of the final three. “Our inn is full for the next five years. We’re at 100 per cent capacity,” says Whitworth. “We tried for the contract at first, feeling we could do both, but we decided that if we bit off more than we could chew, we could choke.” In five or six years’ time, he adds, Seaspan’s modern shipyards will be “more than happy” to chase BC Ferries work.

Whitworth also says the controversial award of a $587 million contract to Chantier Davie Shipyard in Quebec was not an argument by Seaspan against the need for the Canadian Navy to have an interim supply vessel as soon as possible, but disagreement over the sole source nature of the contract.

The Seaspan chief says “absolutely, we could have done the work,” especially with the expertise gained from completing the frigate life extension project involving five vessels. Seaspan made a proposal for the interim supply ship, but the government went from RFP to sole source and awarded it to Davie — the only one of the three major shipyards in Canada that did not win any NSS work.

Davie will upgrade a civilian tanker to act as a military replenishment vessel which will be leased to the RCN until the joint supply vessels are built by Seaspan under its current contract.

Meanwhile, Whitworth says the $170 million expansion and upgrade done by Seaspan so it could handle the NSS work involved no federal money despite a media claim otherwise. “We signed up for this NSS work saying it would be at zero cost to the people of Canada and we have lived up to our word. Not one penny has come from the federal government,” he adds.

As for the state of the industry, from a Campbell River perspective, Steve Daigle, President and Owner of the busy Daigle Welding & Marine yard, says: “I think everyone is keeping busy, but not ridiculously busy.” He thinks the first LNG project — probably in Kitimat or Prince Rupert — will “put the marine industry on fire.” Both sites are accessed by water only and there’ll be a huge need to get workers and equipment to each.

Here’s our annual look at how the B.C. shipbuilding and repair industry fared in 2015 and so far into 2016.

Victoria Shipyards

Cruise ship repair and maintenance, usually using the Esquimalt Graving Dock, is proving big business for Seaspan’s Victoria Shipyards, with the Serenity and Millennium coming in back-to-back this year for traditional refit work valued at a combined $10 million.

But, there is a hitch, says Seaspan CEO Jonathan Whitworth, as the work is done over an intensive period of 10 to 20 days in port. As well as using about 500 union workers from Seaspan, the jobs require foreign workers who have specialized skills and travel from cruise port to cruise port — from Italy to the Bahamas to Victoria.

“They do work you don’t traditionally find in our port. They are travelling

SHIPYARDS

Point Hope Maritime Ltd.

Steady seems to be the operative word when talking with Point Hope General

Image courtesy Point Hope Maritime

craftsmen and our union approves them coming because it means so much local work for its members,” he says. The catch is: Canada is slow to authorize the temporary foreign worker (TFW) permits, and it is harder for foreign tradespeople to get here. The cost of the TFWs has also gone up 300 per cent and it takes about four weeks to get an approval. “The union is very supportive of us getting the TFW permits,” adds Whitworth. “Delays mean we will lose the 500 unionized jobs and the process is proving very difficult.”

In addition to cruise work, Victoria has just finished the last of five frigates under the Frigate Life Extension project and now switches to a maintenance mode for the Navy’s West Coast fleet. For more on the activity keeping Victoria Shipyards busy these days, check out this month’s Industry Insight on page 12 with Vice President and General Manager Joe O’Rourke.

Future plans for a renewed Point Hope Maritime includes a 175-metre-long graving dock, allowing Point Hope to service larger vessels.

Manager Hank Bekkering. Business was “steady” again in 2015 as it was in 2014 and so far this year, there has been “nothing really exciting or down.”

The yard in Victoria’s Inner Harbour has been doing work for SNC Lavalin and Department of National Defence vessels, including survey work on MCDV Yellowknife and also MCDV Nanaimo.

The Nanaimo is in the shipyard now for its five-year Lloyd’s survey and

maintenance work, which will take about three months, says Bekkering.

The low Canadian dollar attracted a couple of U.S. tug boats for work in the yard, but the frequency has been about the same as in previous years. Point Hope also did repairs on the hull of the barge dredger, DB Tacoma, which ran aground in Victoria Harbour earlier this year.

The yard currently employs 60 people and is competitive in the local ship repair

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SHIPYARDS market, as well as seeking work from Portland to Alaska. “There’s work ahead for three months,” adds Bekkering.

And as for future developments, Point Hope is in the permitting stage for a new 175 x 30 metre-graving dock. Bekkering hopes the project will have received the necessary permitting by next year and be in operation two years after that. The drydock could handle several BC Ferries by size and vessels just under the Panamax class. It will open up a whole new array of potential business.

Esquimalt Drydock Company

Much of the success of this Victoria ship repair company can be attributed to a steady stream of work from BC Ferries, according to Superintendent and Dockmaster Norm Wickett, who says “BCF kept us busy plus barge repair work.”

Recent work has seen the completion of a $12.5-million midlife upgrade and refit of the Queen of Cumberland, including a main propulsion system overhaul; a new evacuation system and rescue boat; new LED navigation lights; a complete electrical system overhaul; new water mist firefighting system; renewal of the harbour generator and switchboard; an elevator system overhaul; renewal of the sea water cooling system; and even the installation of a pet area. Wickett described the project as the “biggest job of the year for BC Ferries in our yard.”

A similar mid-life upgrade was completed by the drydock company on the Queen of Capilano last year.

The Queen of Nanaimo will have a four-year refit completed in the yard by September. Work includes shafting, paint and other

steel work. The Queen of Burnaby also came in for the repair of a leaky propeller hub. Other work included the loading and discharging of 12 vessels carrying 60 yachts.

At its peak, the yard employed between 110 and 120 workers, although it is now down to just four for the traditional summer lull of maintenance work and chasing new contracts.

Esquimalt Graving Dock

A $64-million-plus magic wand is being waved with some effect over the Esquimalt Graving Dock these days with widespread facility modernization underway. The list of capital investments is impressive and one, the $2.6-million replacement of the high voltage electrical supply at the North Landing Wharf, has already been completed, while contracts have been awarded in all other projects. That work is being followed by a $12.2-million substation switchgear replacement; some $16.7 million in pump house and service entrance substation electrical safety upgrades; and $2.65 million in the South Substation high voltage and electrical supply upgrades.

Other work includes $25.6 million for federal contaminated sites remediation work underneath the South Jetty; $4 million worth of infrastructure continuity repairs; and $725,000 for North Landing wall repairs. All projects are expected to be completed by March 2017.

And that’s not to say the graving dock hasn’t been busy in other ways. In its fiscal year 2015-2016 ending March 31, revenues totalled $9.4 million from 29 vessels that used the facility. Four cruise ships dry docked — Crystal Serenity, Celebrity Millennium, Ruby Princess, and the Crown Princess — while private sector ship repair and refit firms performed a variety of work on other vessels ranging from BC Ferries to the Canadian Coast Guard, plus barges and general cargo ships.

Nanaimo Shipyard

With only occasional use of the two-vessel ways by firms such as Raven Marine of Sidney, the action is taking place away from the water on the largely idle Nanaimo Shipyard. Raven did a refit of a 112-foot motor cruiser using the largest 1,100-ton way.

Nanaimo Port Authority Manager Mike Davidson has not yet been advised of “their plans,” referring to the consortium of owners, largely made up of Chinese investors. At one stage, the yard was to be used to build floating homes and this may well still be viable, but changes in ownership of the upland portion (there’s a dryland lease from the port authority) have clouded the picture somewhat.

There still needs to be a Transport Canada letter patent to allow some of the proposed plans, which could include dredging, but nothing has come from Ottawa so far.

“We are waiting for them (the landowners) to come back with what they want to do,” adds Davidson.

One of the investors, Angela Fang of Nanaimo, says a feasibility study is underway and the investment consortium is also seeking another appraisal of the property. Plans so far include some element of the original floating homes idea, perhaps with a marina keeping the largest way, which is in the best condition, and other uses. “We are trying to make this for the good of everyone and want to talk to First Nations and other interested 28 BC Shipping News July/August 2016

SHIPYARDS groups,” she says. “In the meantime, if boats want to use our ways, they will be welcome.”

Daigle Welding & Marine

As anniversaries go, the 30th celebrated in 2015 was a good year for Daigle Welding & Marine in Campbell River, reports President and Owner Steve Daigle.

The work list is impressive and, in 2015, included two Hamilton waterjet passenger boats, powered by John Deere engines, built for Tymac Launch Service; eight 12-passenger water taxis for various clients; a 36-foot landing craft; two 32-foot pleasure cruisers; and a wide variety of repair and refit work including rebuilding two boats that sank, and another that had suffered fire damage.

So far in 2016 — a year that Daigle says is proving as good as last year for his 27 employees — the yard is building a 50-foot landing craft for Western Canada Marine Response Corporation; has completed another 12-passenger crew

boat with two more under construction; delivered a high-speed 12-passenger vessel equipped with a 625 horsepower B-11 Volvo engine and coupled with a Arneson ASD 11 surface drive to a fish farming company; is restoring a fire-damaged boat including cabin, interior and all electrical wiring; and has built a second 36-foot landing craft on spec and now for sale.

Work from the U.S. has included a 32-foot cruiser that is now under construction for a Los Angeles buyer, and the yard has just received an order from an Oregon buyer for a 52-foot cruiser. Work on that will be underway within a month. Looking further ahead, Daigle hopes to win a contract to build a 60-foot patrol boat for a port authority (the yard built two patrol boats for the Port of Vancouver in 2014, which followed a successful patrol boat contract for the Nanaimo Port Authority).

Ocean Pacific Marine Boatyard

After a good year in 2015, Ocean Pacific Marine in Campbell River launched its 2016 well, says Owner and President

Bruce Kempling. The yard delivered two submarine tender barges late last year and both are now in service.

Work on the Navy tug Lawrenceville is nearing completion after the small harbour boat was given a complete refit, including work on all engines, mechanics, pumps, hull inspection and subsequent sandblast and paint, a new propeller shaft, and rebuilt hydraulic gear. Other work included forward hull inserts and some metal replacement. “We’re even checking all compass components,” adds Kempling.

The yard has been kept busy with a steady stream of general repair work for the coastal tug fleet, including engine change outs and rubber renewal. Local pleasure craft and some government vessels also came in for repairs.

In early June, YAG 680, the Navy’s aluminum crew boat based in Nanoose, will call for some major work.

“It’s a busy time of the year,” adds Kempling, “and we are lifting three vessels in or out of the water each day.” He’s also expecting more U.S. pleasure craft

July/August 2016 BC Shipping News 29

SHIPYARDS customers who are “spending a few more dollars than usual given the exchange rate.”

Ocean Pacific employs 32, the same as it did last year, but with the troubles in Alberta and its oil sands industry slump, Kempling has noticed a steady stream of welders trying to find work away from the prairie province.

McTavish Welding

Just across town, Rick McTavish, Owner of McTavish Welding, is having trouble finding good guys who understand the welding and marine industries on the coast. He’s keeping up to 10 employees busy with a steady order of sidewinder boom boats (the yard has done 28 over the past 3.5 years). It can build tug boats up to 53 feet long that can be transported from the landlocked yard to the water.

“We have some big work happening, but I can’t reveal the details,” he added.

McTavish assisted Ocean Pacific on the submarine tenders for the Navy and is having “the biggest four to five years we have ever had.” He adds, “It keeps getting bigger and bigger,” and the work is not all marine related, but includes forestry work well away from the water.

Vancouver Drydock

Being busy keeps being redefined at the Vancouver Drydock where 2015 was 25 per cent busier than the year before with 44 vessels. The Seaspan drydock had already tallied 22 vessels to the end of May and Vice President and General Manager Paul Hebson says this year will be 20 per cent busier than 2015 with the way things are going.

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“I am confident the full year is going to be even busier as we have 14 firm bookings and 16 tentative bookings to round out 2016,” says Hebson. “Increasingly our biggest challenge is to fit everyone in and not turn anyone away, particularly our loyal customers.”

Activity in the drydock in 2015 included the three-quarterlife upgrade for the Queen of Oak Bay, which took a spot for 2.5 months. The drydock also replaced 160,000 lbs of steel on the barge Foss 3612 and, in January, the Superior Energy drilling barge Arctic Challenger was in for a two-month spell for general maintenance and upkeep.

So far in 2016, the highlights include the completion of the Queen of Surrey’s three-quarter-life upgrade late in April, and others in the fleet — the Northern Expedition, Queen of Cowichan and the Spirit of British Columbia — were in for repairs or maintenance.

The drydock has partnered with another company to provide an ultra-high pressure (UHP) crawler service, where specialist equipment is attached to the side of a ship to remove paint quickly in preparation for repaint, vastly reducing the time involved and also proving more environmentally friendly in the process.

As well as being able to specialize in tail shaft repairs, Vancouver Drydock can now offer a tank cleaning service for oil barges along the coast and that has attracted “lots and lots of work, something like 40 to 50 per cent of what we do now is oil barges,” says Hebson.

The drydock also provides a significant number of subcontract opportunities in its wide variety of work, and that’s proving beneficial for the North Shore economy, adds Hebson.

Vancouver Shipyards

The yard where new build really means something, Vancouver Shipyards is well into the construction of the first two of three Offshore Fisheries & Science Vessels (OFSV) under the NSS contract.

Vice President and General Manager Tony Matergio says the first OFSV will be delivered next year and the second ship, started last March, will be delivered in 2018. There are 380 trades people working on the big project plus an active ship repair business, including a steady diet of Seaspan barge and tug refits.

The yard finished a major mid-life refit of the 18-year-old Canadian Coast Guard hovercraft Siyay last March in a project that included structural work on the aluminum hull and refurbishing all mechanical systems in a job that took about a year.

There was a host of U.S. tug customers late in the year for repairs, and all of the 2014 modernization aspects of the shipyard were in full use, including Big Blue (also known by its Squamish name Hiyi Skwayel), the largest, permanent gantry crane in Canada.

BC Ferries’ vessel Baynes Sound Connector was completed by Vancouver Shipyards and in service by early February this year on the Buckley Bay / Denman Island run, representing the first cable ferry in the fleet.

Also in 2016, there were several Alaska Marine tugs in for refit; barge work for Inland Navigation; docking of all four crossharbour TransLink Seabus passenger ferry vessels for maintenance; a variety of Seaspan tugs and barges for repair and routine maintenance; and a Vancouver Pile and Dredge derrick barge in for similar work.

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SHIPYARDS “All of our new ship construction takes the lion’s share of our trades people,” says Matergio. And Seaspan is not finding it hard to attract “very, very qualified people” — either Albertans hit by the oil sands slump or the big Fort McMurray fire, or simply “B.C. people coming back.” Matergio says Seaspan is excited to have hired some “extremely gifted young trades people, and is happy to be building ships for the Canadian Coast Guard.”

Arrow Marine

A record year for Arrow Marine in 2015 had them again “up to our eyeballs” in projects. But, even the best of times sometimes wane and into 2016, Arrow is actually looking for new work, says Vice President Brian Charles. “This year started off a bit slow and flat and we had no big jobs on the go, so we are looking,” he says. For Charles, the B.C. scene has been “steady but not super, super busy.”

The yard typically handles about 150 boats a year for minor repairs, and last year was greatly helped by a contract to

build seven 28 x 160-foot floating breakwaters (42-inch steel plate with ballast floatation) for Prince Rupert. Arrow is now finishing up two more similar-sized steel breakwater floats with wooden decks for the port of Bella Coola.

Looking back on 2015, the completion of the reconversion of the 120-foot landing craft Central Coaster into “the first certified Canadian tanker” for Shearwater Marine was another highlight. Arrow cut the vessel in two and installed a new 30-foot double-hulled section, and then added another 60-foot similar section built

by Canron of Annacis Island. A 20-tonne crane was also installed and Charles says the owners virtually had a new vessel when it was delivered in November 2015.

This year, the Central Coaster was back in the yard for minor modification. Other callers included tug Alison Nicole for a massive refit for owners Lafarge Cement.

The work, which was just finishing in the yard early in June, took six months and included extensive hull replacement; rebuilt fuel tanks; stern steel replacement;

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sponson repair; replacement of the aft deck section below the winch; removal, repair and replacement of the winch; new bow and stern rubber; new keel coolers; and a complete sandblast and paint.

The low Canadian dollar has helped bring in other work, too, says Charles, including three fishing boats and three other boats for minor repairs.

The 320-ton fishing boat, the Viking Storm, tested the lift in the yards as it came in for survey, sandblast and paint work for Pacific Seafoods of Seattle, which has a branch in Vancouver. And the Journeymen fish boat from Bellingham was in for shaft work and other repairs before heading back to its fishing duties in Alaskan waters. An expedition yacht, the Georgia Lee, was also in for a plate and paint job.

New work about to start includes steel repairs and paint on the tug Pacific Chief for Pacific Towing. Arrow is starting to get work from Seaspan and the Seaspan Venture tug hopefully was the first of many so that 32 employees at the yard can remain “up to their eyeballs” in projects.

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The Meridian Marine team stands proudly on the recently completed WWTurbine 1, the first floating tidal energy vessel of its kind.

Allied Shipbuilders

While it didn’t break any records in 2015, Allied still had an “okay year,” according its Owner and President, Chuck Ko. Allied upgraded the cargo tank vent system on the fuel barge PB 32 and double-hulled the fuel barge North Arm Pioneer early in 2015.

The latter part of the year was spent doing refits on Canadian Coast Guard vessels — the Search & Rescue vessel Gordon Reid, the Fisheries patrol vessel Tanu and the hydrographic vessel Vector.

The Vector underwent a major upgrade, which included refurbishing the wheelhouse, replacing switchboards, machinery space asbestos abatement, recoating fresh water tanks, and other repairs.

“We had three ships in the yard in a very short time,” says Ko. “All have been finished and all are back in service.”

Since the last Coast Guard vessel left last March, there has been a slowdown.

The Fraser River Pile and Dredge 180-foot

barge Empire XX was in for repairs, including steel side shell repair and bottom and bulkheads. The 1971-built tug North Arm Diligent was in for its four-year inspection and repairs for North Arm Transportation, and the Catherwood Towing 1,000hp tug Sea Imp 10 was in late last year for a rebuild following its sinking.

High on Ko’s wish list is more work and he has expressed interest in a three 50-car ferry contract for BC Ferries. The yard has steady employment of 70 people.

Meridian Marine

One of the biggest problems facing Jim McFadden, President, Meridian Marine Industries Inc. and its huge Richmond facilities, is getting on the bidding lists for work. Along with Vice President Tom Ferns, McFadden is keen to spread the word about the yard’s capabilities and accomplishments.

One of the most impressive is a tidal energy vessel built by Meridian, and now under testing for the Nordstrom

family of department store fame. It will be towed into place at Dent Island off Campbell River where it will be able to generate enough electricity for 500 homes. The floating tidal power project, which is thought to be unique, is attracting much attention just as there is increasing interest around the world in tidal power’s future.

McFadden brims with pride over the project and says “hopefully others will follow.” Such work had up to 65 people busy in the shipyard, but now it’s down to a summer unit of five.

Mobile repair work for BC Ferries from September through May helped the yard’s team, but opportunities have been slowing since. The yard built a floating marina out of welded barges for Canadian Natural Resources and shipped it to a tailings pond north of Fort McMurray last June. The owners are using the marina to get heavy equipment out into the tailings pond to help with their cleaning efforts. In another project, the yard sent one of its team to China as technical manager to oversee an eight-barge contract being built there for Ledcor. Two barges were delivered last March and six more are due in August.

Meridian converted a heavy-lift barge and an idler barge to handle containers last fall on a short-sea shipping run from Vancouver to New Westminster for Ledcor. In U.S. work, the yard cut two dump barges from California in half, put in flange connections and bolted them together, ready for work on a lake at a diamond mine.

While Meridian is pursuing a wide range of work, McFadden says with more and more BC Ferries work going offshore, he looks at his yard — the second biggest capacity yard in B.C. — and wonders what lies ahead. Meanwhile, he is diversifying by pursuing three big green energy projects in the U.S.

Sylte Shipyard

While you’ll see him around the shipyard from time to time, for all intents and purposes, 87-year-old Erling Sylte has retired. But his creation goes on under the control of his daughter, Annette Russman, who is officially the Administrator.

While he has “largely retired,” Erling’s influence is still around. “He’s still 34 BC Shipping News July/August 2016

SHIPYARDS involved, he won’t let go and he does have the final say,” says Russman, who technically is at the helm these days of the Maple Ridge new build and repair yard and its 16 employees.

The yard has such a good reputation that it usually has a waiting list for projects. One of the recent new builds was a 65-foot tug Inlet Crusader for Gowlland Towing of Campbell River — the fifth the yard has built for the Island company — which took about a year to build.

Work is well under way on the 53-foot ship docking tug David J for Jones Marine of Chemainus, and Russman is hopeful the vessel, complete with its Rolls-Royce drives, will be finished by July. Another twin screw tug for Catherwood Towing is also underway and is through the laser cut of materials stage, a job that will take about a year to complete. Other tugs for Tymac are also in the works.

BC Ferries, Fleet Maintenance Unit

Major work continues to keep this BC Ferries maintenance and repair division

at Deas in Richmond busy…as it usually does. The list for 2015 began with a threequarter-life upgrade of the Queen of Oak Bay, with the first phase at the Deas Fleet Maintenance Unit (FMU), and completion at Seaspan’s Vancouver Drydock.

The Queen of Capilano continued a midlife upgrade at the Esquimalt Graving Dock in Victoria, using a FMU mobile crew, and returned to service early May. The Northern Adventure began its annual certification and maintenance through March.

Then, in February/March, the Spirit of British Columbia had a main engine rebuild and regulatory work done at Deas with some of the project being done in Surrey and Tsawwassen. The Northern Expedition and the Klitsa took centre stage in April for maintenance, while in May, the Howe Sound Queen took the spotlight for similar work.

Getting vessels ready for a busy summer saw visits from the Queen of Cowichan, Queen of Oak Bay and Queen of Surrey in the facility for short periods

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Marine Equipment Sold & Serviced in Canada

in June for minor refits and painting. The summer is usually holiday time for the trades, so when the refit season began in September, the Powell River Queen and the Queen of Coquitlam had three-quarter-life upgrades, followed by the Queen of Alberni in October.

To round out the year, the Queen of Cowichan, Queen of New Westminster and the Queen of Oak Bay lined up for their regular life extension refits.

And 2016 started off “very busy” with a refit on the Northern Adventure back in for annual maintenance. With another FMU mobile crew at the graving dock, work continued on a mid-life upgrade for the Queen of Cumberland, which finished in April. The Queen of Oak Bay threequarter-life upgrade also continued into the New Year.

In February, the Queen of New Westminster was in for work on its main engine and the Queen of Surrey began a three-quarter-life upgrade. March saw the Northern Expedition back in for annual maintenance, including an engine

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SHIPYARDS rebuild, followed by the Kahloke and Mayne Queen in April and the Tachek in May. And the never-ending list keeps going as the facility looks after the bulk of the work on one of the largest ferry fleets in the world.

Bracewell Marine

Another Richmond shipyard that is “doing very well,” Bracewell has had a new General Manager in Chris Christiansen since last November. With his background largely in shipbuilding and a former Director of Operations at Seaspan’s Vancouver Drydock, Christiansen has enough work for two or three months for his team of 64, and is “always looking for more” even though, he adds, “we are swamped right now.”

Bracewell is also on a three-tug refit contract for SAAM SMIT with two boats still to come. As well, the yard is building two pusher tugs for Island Tug and Barge using the shipyard’s labour, skills and expertise, and equipment, but doing the work off site on Annacis Island in Delta.

As well, the yard is just finishing the last two new build tugs on a Ledcor contract and has that company’s Storm Fury in for eight weeks or so for repairs to the fuel tanks and engine replacements. Also in its final stages is a loading barge, Inlet Raider, which ran aground and has its hull being repaired for owners Coastal Trucking.

There have been some calls from U.S. fishing boat owners for paint work and similar jobs, but one of the most intriguing

contracts you’ll find anywhere is the refits of lobster boats, which are “trucked in from Nova Scotia from a good customer of ours.”

Christiansen says the shipbuilding and repair industry is “always challenging” but Bracewell must be doing its job well as it has a “full plate of work” right now.

Tom-Mac Shipyard

If you want to talk about record years, then this Richmond yard is the one to call. “It was another record year for us in 2015,” says Tom-Mac Office Manager Kevin Campbell. “We keep thinking there will be a little bit of a downturn, but it doesn’t happen.”

Tugs are the bread and butter at Tom-Mac with some filler work coming from the fishing fleet and pleasure craft. “We are busy and not everyone can get in here without booking way in advance,” says Campbell.

One of the major projects that did manage to get in is the former tug Union Jack which is being converted at the yard into a vessel for use in eco-tourism. The 30-year-old, wooden-hulled tug will have a future in sports fishing and is getting an interior facelift from the engine room up. Getting the vessel up to Transport Canada standards is the aim, and Campbell says it will be in the yard for about another year.

The 65-foot halibut fishing boat Cape Beale is in for a major upgrade and conversion. So far, work has been done on its engine room, bulkhead, aluminum back deck and beams, and other work including some remodelling and refinishing with wood.

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In other projects just completed, the 45-foot tug Pacific Tyee has been given an exhaustive renewal, from a gutted focsle to new sewer systems.

The River Rebel was given new fendering with Schuyler allrubber tires, and there was also some steel rebuild work on the sponsons. The RN Hodder was in the yard until late May last year for replacement of the stern tube and stuffing boxes; equipping one shaft with a Thordon bearing and a stainless steel, boroncoated sleeve. The twin screw tug is due back in the yard in June to see how well the experimental shaft work has fared. Tom-Mac employs about 19 people and is booked up through July.

Fraser Shipyard Industrial Centre

Things are improving at the Fraser Shipyard, and part-owner Elias Haddad says 2015 was “not a bad year” but he’s hopeful that the shipbuilding industry climate will improve and that “things will go much, much better” for the yard (partly owned by the Esquimalt Drydock Company).

Fraser Shipyard has done Transport Canada ship safety work for several Vancouver Island companies on vessels such as the Coastal Destinations with its 200-foot ramp for Inlet Navigation in Campbell River, and some work on the BC Ferries vessel Queen of Cumberland.

As well as doing work for the Esquimalt side of the partnership at the company’s Victoria site, Fraser Shipyard also does mobile work using its team of 11 employees. Recent work included two tugs and ranged from engine work to restoration.

The company has purchased the former Albion ferry property in Maple Ridge, and is awaiting permits to pull out existing pilings so it can use the facility for future barge repairs and put in a boat lift. Haddad doubts there’ll be any progress before midJune, so you may find he’s gone fishing in the meantime.

ABD Enterprises

This new-build-only yard in North Vancouver, owned by Al Dawson and Burton Drody, is busy.

ABD has a contract to build three 71-foot steel tugs for SAAM SMIT at a pace of one a year with the first, the SS Salish, delivered last year, and the second to be ready around October-November this year. The third contract currently is on hold before it is given the go ahead to build. As well, the yard signed a contract in May for its second 105-foot fish packer which, if all goes well, should be ready early in the fall of 2017.

At 92, Al Dawson admits he “likes working in steel and loves working in aluminum” and says there will always be boats under 120-feet to build. Whether it will be by his team of 25 employees, he doesn’t know, but he sure is willing to try.

Bracewell has been busy with SAAM SMIT and Ledcor tugs.

refinishing of exterior teak decks, and bottom hull work on a 64-footer for a Canadian customer.

As 2016 progresses, Vermeulen says West Bay is just finishing off those projects and is bidding on a couple of new yachts to build. Special emphasis, thanks to the low Canadian dollar, has been on winning new customers in the U.S. and so far, he says, things are going well.

The pitch is “trust us to build your dream” to clients on both sides of the border, but in the U.S., Vermeulen says, there’s still a lot of uncertainty as to how the elections in November will go.

The Delta company is “flowing with the punches, getting back up, and brushing ourselves off,” awaiting more stability in the pleasure craft industry, says Vermeulen. The company specializes in most things nautical, from simple repairs to complete refits to its popular range of new build yachts.

“People in our industry making luxury yachts are totally different to their equivalents in the construction industry, and our skill level is much higher on the artisan side of creating a luxury pleasure craft,” says Vermeulen.

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

West Bay SonShip

While some in the pleasure boat building industry are reticent about sharing their information as it “attracts countless headhunters,” not so at West Bay SonShip and its President Wes Vermeulen, who is happy with the progress at his Delta boat yard.

The company completed a 72-foot yacht early last year and spent much of the remainder of the year doing service and refit, including some major work that involved exterior painting, total

Visit our online photo gallery of Dave Roels’ adventures in the shipyards. www.bcshippingnews.com/photos

July/August 2016 BC Shipping News 37

ROYAL CANADIAN NAVY

The modernization of CFB Esquimalt The new building ... consolidates 38 existing maintenance shops into one of the largest enclosed buildings on the West Coast of North America.

T

he past six years has seen a transformation take place at the Royal Canadian Navy’s Esquimalt Naval Base. With the National Shipbuilding Strategy well underway, the RCN has been making significant investments into the infrastructure that will be needed to accommodate the new vessels. It is this modernization program that serves as a backdrop to the regular activities of the base, not the least of which includes ongoing vessel maintenance programs, preparations for RIMPAC, implementation of a new training regime, and of course, protecting Canada’s interests at home and abroad.

In listening to Rear Admiral Gilles Couturier, Commander, Pacific Maritime Forces, explain all of the initiatives, one quickly realizes that this is an exciting time for the Royal Canadian Navy.

Background

RAdm Couturier assumed command of Maritime Forces Pacific/Joint Task Force Pacific on July 14, 2015. His 30-plus-year career with the RCN has seen such highlights as command of HMCS Fredericton while she was deployed to the coast of

Africa for Operation CHABANEL, an RCMP operation that resulted in the seizure of 22.5 tonnes of hashish bound for the east coast of Canada; Maritime Component Commander for OPERATION PODIUM during the Vancouver Olympics; and Maritime Component Commander for RIMPAC 2014.

While command of Maritime Forces Pacific typically runs for two years, RAdm Couturier will be moving to Ottawa this summer to become the Deputy Commander of the Royal Canadian Navy and, as he puts it, “continuing to help to shape the future.”

The base

The five-phase modernization and complete renovation of the Esquimalt Naval Base began in 2010. The $1.3 billion budget will go toward two main programs — the Fleet Maintenance Facilities and the A/B Jetty Recapitalization Project — as well as completed projects, including 443 Maritime Helicopter Squadron’s new hangar facility, a new Base Fire Hall and Emergency Response Centre and a security system upgrade.

Looking at the work done on the Fleet Maintenance Facility Cape Breton Shop, RAdm Couturier described a more effective and efficient use of the 28,000-square-metre footprint. The new building — roughly the size of seven football fields — consolidates 38 existing maintenance shops into one of the largest enclosed buildings on the West Coast of North America. The completion date is scheduled for late 2018.

The other major program, the A/B Jetty Recapitalization Project and the Esquimalt Harbour Remediation Project, will see the existing 70-year-old jetties replaced with modern, structurally sound berthing facilities just in time to welcome the new Arctic Offshore Patrol Ships and Joint Support Ships. Work will involve removing all existing infrastructure, followed by dredging and remediation of contaminated sediments before constructing the jetty substructure and then the decking, electrical substation, ancillary buildings and cranes. RAdm Couturier expects B Jetty to be in operation by early 2020 with A Jetty completed by early 2023.

The Rear Admiral also stressed that all projects were being undertaken with great consideration for environmental sustainability. “You have to remember that Esquimalt Harbour has been the base for naval operations for over 150 years,” he said. “Some contaminated spots were found near-shore and beneath the A/B

RCN’s Kingston-Class Maritime Coastal Defence Vessels at the Esquimalt Naval Base.

38 BC Shipping News July/August 2016

Photo: BC Shipping News

ROYAL CANADIAN NAVY Jetty Project site, and we have made the remedial work a priority. We consider ourselves stewards of Esquimalt Harbour and as such, are careful to minimize our impact on the environment as much as possible.”

The fleet

The delivery of HMCS Regina back to the Royal Canadian Navy in late April marked the successful completion of the Halifax-Class Modernization / Frigate Life Extension Project (FELEX) on the West Coast. Twelve vessels in total have undergone a full upgrade and modernization — seven at Irving Halifax Shipyard and five at Seaspan’s Victoria Shipyards — that includes systems upgrades and installation of new capabilities, such as enhanced radar, a new electronic warfare system, upgraded communications and missiles integrated into a new Combat Management System.

“Crew training is underway for HMCS Regina,” said RAdm Couturier as he listed off the five Halifax-Class frigates that are part of the West Coast fleet. “HMCS Vancouver was recently on a three-month deployment off Chile and Peru; HMCS Winnipeg is doing Force Generation; HMCS Ottawa is conducting sea trials; and HMCS Calgary is fuelling off the coast with the Chilean resupply ship Almirante Montt as we speak.”

He spoke very highly of the partnership with Victoria Shipyards and Lockheed Martin, the winning bidder to supply the Combat System Integration work, and noted that the success of the program has been recognized by international navies, including New Zealand, who will be sending two vessels to Victoria Shipyards later this year.

RAdm Couturier noted that the Kingston-Class Maritime Coastal Defence Vessels (MCDVs) continue to play a key role for Canada, allowing for surveillance as well as search and rescue, law enforcement, resource protection and fisheries patrols. “As part of the Canada First Defence Strategy, we have sent the Kingston-Class to the Arctic as part of Operation NANOOK, the Canadian Armed Forces’ annual engagement with international military and security partners to demonstrate interoperability and assert Canada’s sovereignty in the North,” said RAdm Couturier.

Rendering of the future A/B Jetties at CFB Equimalt (by Amec Foster Wheeler and Stantec).

The Kingston-Class vessels have had a great track record of late with HMCS Edmonton and Saskatoon involved in the seizure and disruption of nearly 4,000 kilos of cocaine during Op CARIBBE earlier this year, and HMCS Whitehorse and Brandon helping to seize approximately 9,800 kilograms of drugs last year. Six of the 12 vessels have been undergoing upgrades to provide for greater capabilities.

Looking at the future Navy and the role of Naval Reservists, RAdm Couturier indicated that a review was currently underway to look at the future of “citizen sailors” and greater integration

of reservists and navy personnel. “The MCDVs are currently crewed using a ‘one-navy approach’ and we are looking at more areas where the reservist could find exciting employment within the RCN” he said. “We are also looking at training, both for reservists and regular force sailors. Under the leadership of Captain (Navy) Mike Knippel, Commander of the Naval Personnel and Training Group, training is undergoing a full revamp both structurally and in course content. The new system takes a campus approach and sets a very high standard.” RAdm Couturier referred to

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July/August 2016 BC Shipping News 39

ROYAL CANADIAN NAVY the “four Es” principle: “Excellence in Operations; Energizing the Institution; Enable the Transition to the Future Fleet; and Evolve the Business of our Business.”

(Ed.note: The new Training System Transformation was reviewed with Captain Knippel in the March 2016 issue of BC Shipping News, page 24.)

RAdm Couturier further described how a transition four years ago has led to the current structure of leadership which included a reorganization of the role of senior officers. “The command of vessels in operation and collective training falls to the East Coast Commander, and the Pacific Coast Commander is in charge of individual training and the Naval Reserve,” he said, adding that this included oversight of schools in Halifax and Quebec.

And of course, no update on the naval fleet would be complete without a quick summary of the new vessels being built under the National Shipbuilding Strategy.

The first of six Harry de Wolfe-Class Arctic Offshore Patrol Ships (AOPS) being built in Halifax will be delivered in 2018.

With training and outfitting, the first vessel will be deployed to the Arctic by 2019. RAdm Couturier said that the AOPS will meet Canada’s growing defence and security obligations in the Arctic, and will be capable of armed sea-borne surveillance of Canada’s waters to assert and enforce Canadian sovereignty when and where necessary.

RAdm Couturier also expects to see the Davie Shipyard’s Auxiliary Oil Replenishment vessel put into service by fall 2017.

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Under the banner of “Project Resolve” the AOR will be on lease from Davie Shipyard, presumably until the second of two Queenston-Class joint support ships being built by Seaspan’s Vancouver Shipyards is operational in late 2021. The first ship is expected in 2020.

The biggest changes to the Navy’s fleet will come with the Canadian Surface Combatants that will replace upwards of 16 ships. Referring to the vessels as the “backbone of the Navy,” RAdm Couturier indicated that the CSC will replace the IroquoisClass ship and in time, the Halifax-Class. When asked about the issue of budget, RAdm Couturier was pragmatic: “If the budget isn’t enough, we’re either going to have to reduce the number of ships or reduce capabilities,” he said. “There are basic capabilities that are required and, of the limited designs being considered, the capabilities will be there. I believe the way forward is to keep building until it’s necessary to address the shortfalls.”

A key point for RAdm Couturier is to ensure commonality across the naval fleet, especially for training and interoperability.

Using the Chilean Navy vessels and their “outstanding” capabilities as an example, he also outlined the extensive collaboration between Canada and other countries, including Chile, New Zealand and the U.S. Turning to the submarines, RAdm Couturier confirmed that welding issues had been identified on HMCS Chicoutimi and Victoria. “Overall, it was a few out of the thousands of welds on the submarines,” he said. “We’re working with Babcock and getting the repairs done but, because submarines are complex, it takes time to do the job properly.” Combined with upgrades to improve the capabilities of HMCS Corner Brook (currently in an extended work period with Babcock) and HMCS Windsor operating on the East Coast, it means that there will be no Canadian submarines at RIMPAC in late June.

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When asked about the future of Canada’s submarine program, RAdm Couturier asserted that submarines are an important tool for the Navy and was hopeful that future discussions would include ensuring Canada maintained the required capabilities that submarines provide. He would also like to see more discussion on maritime air assets, including unmanned air and underwater assets and the capabilities they provide.

In the meantime, the focus remains on the CSCs, the current modernization of the FMF and the upcoming RIMPAC exercises which will see the participation of Chinese ships for the second time as part of the 27 countries participating, the most ever for RIMPAC. Having led the maritime component for the 2014 exercises, RAdm Couturier is familiar with the planning and co-ordination required and notes that the combined training elements of RIMPAC are invaluable. “Canada has a great reputation internationally,” he said. “We are looking forward to participating with the U.S., China, Japan, Australia, New Zealand and other countries to build on the relationships we have and to strengthen our collective skills.”

And while RAdm Couturier is Ottawa-bound for his new role, he takes with him a great experience, highlighted by “fantastic support and team spirit from staff, and a very supportive, very proud and engaged community.” BCSN

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July/August 2016 BC Shipping News 41

AIR QUALITY Part II

Port Emissions Inventory Tool

By Colin Laughlan President, Laughlan Consulting International Inc. Business Development Advisor, Logico Carbon Solutions Inc.

“We were painted as the bad guys. There were headlines about pollution in the port, so obviously we couldn’t just let this go by...”

T

he Canadian philosopher Marshall McLuhan remarked, “We shape our tools and afterwards our tools shape us.”

That’s proving to be true for the locally created Port Emissions Inventory Tool (PEIT) which is evolving into a worldwide application. A web version, the global online Port Emissions Inventory Tool (goPEIT) is in development, and will be available in the summer of 2016 to ports around the world. Its genesis can be traced to the Chamber of Shipping of British Columbia (CoSBC) a decade ago, and its potential for shaping the environmental practices of ports everywhere is just being realized.

Rick Bryant, President of the Chamber at the time, vividly recalls the circumstances that spurred them to develop a new model for marine vessel emissions when the results of a flawed Vancouver emissions report for the year 2000 were released.

“We were painted as the bad guys. There were headlines about pollution in the port, so obviously we couldn’t just let this go by,” said Bryant. “The problem was pretty clear. There were some top-down estimates going on and assumptions that were incorrect.”

pilots, shipping lines and their agents, and the Port — we brought in all the players to see what we could do to make things better,” Bryant said. What was first needed was a means of capturing data on the movement of ships making B.C. port calls.

The Canadian Coast Guard provided the solution, he recalled.

“We were getting live data in a position and speed report from the Coast Guard every five or 10 minutes every day, so we realized we could model the behaviour of the ships,” said Bryant. “But we didn’t know exactly what engines they had, so

Background

According to a report published by the Chamber, the 2000 Marine Emissions Inventory lacked detailed vessel activity and relied instead on rough estimates of emissions from global marine fuel sales data allocated to geographical regions. The “topdown” model was missing key parameters, such as the actual power of each engine on each vessel and the actual time spent in each throttle mode.

A more accurate “bottom-up” methodology would have to be developed. Bryant headed up the operation to collect the necessary data for the vessel characteristics and the activity data which could be multiplied by the latest air pollutant emissions factors.

“We got involved with the Greater Vancouver Regional District, Environment Canada, the Coast Guard, the coast 42 BC Shipping News July/August 2016

PEIT reports activities and emissions according to two separate emissions inventory boundaries.

AIR QUALITY we developed a questionnaire to deal with engine type, boilers, auxiliary engines and fuel types.”

Next, it was the shipping agents who pitched in. “The shipping agents had to go onboard for the ship’s arrival, and they helped us collect all this information,” said Bryant.

Finally, it was the pilots’ turn. “The pilots could tell us, when they got close to the port, what mode the ships were in, and at what distance, so we were able to determine the different power ratings with different values; for example, full throttle or manoeuvring. We also got the fuel they used and we researched emissions factors,” he explained.

“Based on all that, we developed a program for an entire inventory from the time the ship entered our coastal waters until it left.”

During the Chamber’s 12-month operation from April 2005 to March 2006, data was captured on 1,428 unique vessels which made 3,565 voyages into B.C. waters with at least one port call.

“It turned out that the emissions in the port area were dramatically less than had been reported in the 2000 Inventory,” said Bryant. “By getting everyone involved, we were able to get much better results.”

Transport Canada

Howard Posluns, Chief, Advanced Technology, Transport Canada’s Transportation Development Centre, picks up the story following the 2005 Vancouver Marine Emissions Inventory.

“Transport Canada saw the methodology and thought it was excellent,” Posluns told BCSN. “So, we borrowed the tool and in 2008 we did an Emissions Inventory for the Port of Montreal.”

The Port Emissions Inventory Tool, or PEIT as it was now known, had been expanded beyond the Marine Emissions Inventory Tool (MEIT) first used in Vancouver. Posluns explained, “We developed the tool using basically the same procedures that Vancouver used, but categories and physical boundaries for landside emissions were then added, as well as sophisticated algorithms for calculations from the most up-to-date emissions factors.” (Today, the Canadian government maintains a separate database for the MEIT at Environment

and Climate Change Canada (ECCC).

Richard Holt, Head of ECCC’s Marine Analysis Team, told BCSN, “We’re not only looking at port arrivals and departures, but we also look at vessels transiting Canada’s economic zone.”)

By 2012, Transport Canada had used PEIT for emissions inventories at all 18 Canadian port authorities. Last year, the federal department submitted a report on PEIT to the International Maritime Organization (IMO) to promote its recognition among the world’s port states.

The IMO’s 2015 publication, Study of Emission Control and Energy Efficiency Measures for Ships in the Port Area, included the following key finding: “Several emerging and innovative technologies and strategies potentially could provide additional options to reduce emissions from ships in the port area.

There are initiatives underway from various stakeholders that are focused on the demonstration of emerging technologies and strategies, with the ultimate goal of bringing them to the market in an expedited fashion.”

It is hard to imagine a more expeditious means of global marketing PEIT than Transport Canada has undertaken. With its successful application in Canada, the federal department last year took the first steps to launch PEIT for use at ports around the world through partnering agreements with two major environmental organizations. In North America, PEIT is licensed by Green Marine, which currently has 30 ports in its certification program in Canada and the United States.

For the rest of the world, PEIT is licensed by the International Council on Clean Transportation (ICCT), a Washington, DC-based not-for-profit organization focused on environmental performance in road, marine and air transportation. The ICCT has developed the global online Port Emissions Inventory Tool (goPEIT) which will be available to ports in the summer of 2016, without charge, on its website (www. theicct.org under the tab: Info & Tools — registered username and password required).

“The plan is to have goPEIT resemble PEIT as closely as possible; goPEIT is still in the development stage,” Posluns said.

July/August 2016 BC Shipping News 43

AIR QUALITY Green Marine in North America

“In order to evaluate how closely goPEIT and PEIT are similar, Green Marine, in collaboration with Transport Canada, will be conducting initial tests with three Canadian ports: Trois-Rivières, Prince Rupert, and Montreal — small, medium and large respectively — and the Port of New Orleans in the U.S., each using both PEIT and goPEIT to see how the results compare in their 2015 emissions inventory updates,” David Bolduc, Green Marine Executive Director, told BCSN. “We want to make PEIT available to all Green Marine ports so we can have a more detailed and sophisticated performance

indicator,” said Bolduc. At present, Green Marine measures a port’s greenhouse gases as part of its performance indicators.

“PEIT will allow us to have more metrics in the program, with other types of emissions, so we will be able to compare different ports with the same methodology,” he said. “We will make it available to them free of charge — this will be a benefit of their Green Marine membership.”

ICCT for the rest of the world

Dr. Dan Rutherford, Program Director of Marine and Aviation for the ICCT, explained his plan for advancing PEIT around the globe.

“We’ve been working with beta-testers to get a working version of goPEIT together,” Rutherford told BCSN. “It’s not going to be a gold-plated output. A small port in a foreign country might not have access to some of the data that a port in Canada has, so we took the model and developed a web-based version. We also put in more default values, so if you don’t have a certain set of data, you can leave it blank and the model will calculate it for you. It’s meant to help ports in emerging economies start the process of thinking about how to reduce emissions. However, if you’re an advanced port and have a full set of data, then you can put that all in and get a very high-quality inventory.”

With assistance from the United Nations Environmental Program (UNEP), the ICCT identified five ports around the world to conduct beta-testing on goPEIT: Port of Aqaba, Jordan; Port of Chittagong, Bangladesh; Port of Jakarta, Indonesia; Port of Tema, Ghana; and Port of Valparaiso, Chile.

“We’re also doing outreach to China,” said Rutherford. “China has a few large ports that have inventories but most of the ports don’t, so there’s interest at the local level and at the national level about potential uses.”

Conclusion

The full significance of PEIT’s conception and growth can be understood in its potential for global use. Measuring port emissions is the essential first step in reducing them.

Envisioning PEIT’s potential, and planning its deployment, are still works in progress. Posluns expressed his hope “to see PEIT used worldwide,” while Bolduc noted, “It will be extremely interesting to American ports because they don’t have such a tool now.”

Rutherford outlined how it can be further developed into a worldwide system for emissions management through the Internet: “It’s possible for a terminal to put in data that can be used by ports; at a second level, a regulatory agency might have multiple ports reporting emissions to it; at the highest level, the model can have access to a variety of data that could be used to refine it.” And not least, “As we do our outreach, we’re always pointing back to where it all started.”

44 BC Shipping News July/August 2016

CLASSIFICATION

From marine to ‘everything’

Background

Before joining Lloyd’s Register (LR) in 2009 as the Director of Marine Business Streams, Tom Boardley had spent a good part of his career in the container shipping industry — first with P&O (originally trading as OCL, then subsequently as P&O Nedlloyd), then with Japanese shipping and logistic company NYK to head up their European operations. While with P&O, Boardley held various management positions in the U.K., Taiwan, Korea and Japan. His career brought him to Vancouver in 2004 when P&O bought the assets of BC Rail. Taking over from Robin Silvester, now President and CEO, Port of Vancouver, Boardley ran Centerm Terminals prior to its acquisition by DP World in 2006.

Since joining LR, Boardley has gained international recognition as one of the leaders of the global shipping industry.

In addition to being appointed to the U.K. Maritime Growth Study Advisory Committee, he has held such notable titles as Chairman of the International Association of Classification Societies and President for the U.K. Chamber of Shipping. He has also been featured in the Lloyd’s List Top 100 People in Global Shipping and the TradeWinds Power 100.

From marine to ‘everything’

While well-known in the marine industry, LR, under their new leadership, have been working to develop their

external profile to a greater stakeholder base. As per his title, the task of figuring out how to do that has fallen to Boardley.

“In addition to the marine industry, we are increasing our presence in the energy industry as well as management systems for issues such as food security, food supply chains and drug quality,” he said.

“Those industries have a very strong government influence and countries all over the world are wrestling with how to develop policies that are safe and effective. That’s where a management system like the one LR provides is able to support a whole ecosystem of ISO regulations plus unique company practices and processes.”

Boardley notes that it is the similarities between the shipping industry and these other sectors that have helped him in his new role. “The regulations that apply to the shipping industry, even though predating the international organizations that currently regulate it, were developed going back 200 years using private third parties,” he said. “That same principle is very applicable to other industries — it allows for an independent scrutiny, especially in domestic industries where close relationships can develop between regulators and manufacturers and have the potential to unintentionally cloud oversight.”

In terms of the energy industry, Boardley sees LR’s strengths and abilities lying not just in the exploration phase — well evaluations, etc. — but in the decommissioning of old oil and gas facilities which, as he notes, has become a growing business, particularly in the North Sea, but also in Canada and other regions around the world. “There’s a whole model around decommissioning, that is, the regulatory side to ensure safe and clean disposal of environmental waste,” he said. “In addition to assisting governments with developing their energy policy, we’ll also deal with specific sites to evaluate the process and ensure there’s no environmental waste left in the structure or on the seabed.”

LR has assisted on other energy issues, including LNG, biofuels, offshore wind and nuclear power. He provided the

Photo: BC Shipping News

W

hen Alastair Marsh succeeded Richard Sadler as CEO, Lloyd’s Register, at the beginning of 2016, it signalled a refreshed approach to leadership for the classification society. For Tom Boardley, it meant transitioning from Marine Business Stream Director to Executive Vice President and Global Head of Corporate and External Affairs. While Boardley’s portfolio has expanded to include such sectors as energy and management systems as well as a continued focus on the marine industry, he has found that the commonalities in the regulations and governance across all sectors, have allowed for an “easy” transition.

Tom Boardley, Executive Vice President and Global Head of Corporate and External Affairs, Lloyd’s Register.

example of their work with the Chinese government to develop a regulatory regime for floating nuclear reactors that will be moved around the country depending on need.

As previously mentioned, the third leg of business for Boardley is management systems. He notes many opportunities to assist governments in areas such as food security and safety, food supply chains, and drug quality. “There is a need for people to be assured that there are processes in place that keep the industry to a high standard,” he said.

Back to marine

Despite this expanded role, Boardley still manages to keep up on the issues that are most relevant to the shipping industry.

Through IACS, LR has an observer seat at IMO and is often part of the delegation to assist government representatives. “Class societies, in general, are providing a lot of the independent technical fire power for the legislators who are trying to find the best way forward,” he said. “We know there are diverse, partisan interests at the table, so class is there to make sure that any agreements made are technically sound.”

July/August 2016 BC Shipping News 45

CLASSIFICATION On that note, Boardley provided insights into the most recent Marine Environment Protection Committee meeting (MEPC 69) that followed on the heels of the COPC21 meetings in Paris last year. “IMO’s current agenda makes CO2 a priority,” he said. “Getting everyone to agree to mandatory requirements for ships to collect consumption data on all fuels used is a great first step and signals a bit of a different attitude amongst member states, one that is much more collaborative.”

He also highlighted some of the issues surrounding Ballast Water Management Systems. While very close in terms of meeting IMO requirements for ratification, Boardley reported that there continues to be a debate over the most effective system (ultra violet versus chemicals); and regulations in the U.S. that continue to stall implementation. “All of this has led to uncertainty amongst owners,” he said. “Some have installed expensive systems that may not meet with regulatory approval; some must weigh the cost of installation versus scrapping; and there remains a proposal on the table to allow owners to wait until their next haul out before requiring compliance.”

Research, training and education

Because LR is part of the LR Foundation — a charity that is a leader in supporting research, training and education worldwide — Boardley is very much in the know on technological trends that are worth watching. As leader of the team who put together the Commercial Shipping section in the LR publication, Global Marine Technology Trends 2030, he was able to describe the process undertaken to identify key trends — a process that took them to other industries outside the shipping sector, for example, additive manufacturing (3D printing), robotics and autonomous systems.

Boardley was quick to note that the speed in which technology becomes integrated into the industry must be considered in the context of current world situations. The price of oil, for example, has slowed development of new fuel technologies as the incentive to save costs has diminished. And if not mandated by regulation, many owners will hold back on such large investments.

Boardley also cited the age-old sage advice — “just because you can, doesn’t mean you should” when discussing some of the technologies and ideas that may not develop too quickly. “The technology

needs to serve a purpose. It’s not there to replace the human element but rather to make it easier for humans. Autonomous ships, for example, I’m not aware of this being on anyone’s agenda at the moment albeit a lot can change between now and 2030. Certainly, additive manufacturing will come to the shipping industry but you won’t have a 3D printer on every ship.

It’s easier and cheaper for the ship to stock replacement parts rather than print new ones.”

Of those technologies that held promise, Boardley identified nano-technology as the one to watch. “I don’t think we’re too far off from getting nano-materials onboard ships. Certain shipyards are already experimenting with new materials, and we’ve conducted tests on materials for car carriers, for the upper decks to lighten the deadweight. So developments in this area will happen.”

The LR Foundation is also pursuing research into resilience engineering. A new grant will fund a five-year study that will look at building redundancies into systems to make sure they can bounce back from natural disasters such as floods and earthquakes. “It’s something that governments around the world are very interested in at the moment,” Boardley said. “The study will look at ways to build resilience into systems to allow for quicker recovery from disasters. It’s not just a focus on shipping, but rather something that extends beyond to large population centres and natural disasters. It will look at the government’s ability to learn from previous incidents and use that knowledge to better prepare the systems and protect their citizens.”

Conclusion

maritime and commercial law on canada’s west coast W. Gary Wharton Catherine A. Hofmann Russell Robertson

Peter Swanson David S. Jarrett Michael M. Soltynski

Thomas S. Hawkins Tom Beasley Megan Nicholls

David K. Jones Connie Risi Roger Tangry

associate counsel: Lorna Pawluk tel: 6 0 4. 681 . 1 700 fax: 6 04.681.1788 emergency response: 6 0 4 .6 8 1.17 0 0 address: 1500–570 Granville Street, Vancouver, BC, Canada, V6C 3P1 web: www.bernardllp.ca

46 BC Shipping News July/August 2016

As Boardley and the LR team continue to grow their marine, energy and management systems business, it is done against the backdrop of ongoing research and independent validation of processes that can be applied on a greater scale. And even though Boardley’s portfolio now extends far beyond the shipping industry, his past experiences will serve him well in his new role. Even better still, his new experiences across a platform of new issues will assist the marine industry as it strives to meet more stringent regulations and evolves toward greater environmental sustainability and efficiencies. BCSN

LEGAL AFFAIRS

Clear Seas’ report a key first step

By Michael M. Soltynski A Vancouver lawyer with Bernard LLP

Photo credit: Dave Roels

I

n 2014, the Clear Seas Centre for Responsible Marine Shipping (Clear Seas) was established by the Federal Government as a non-profit, independent centre of expertise for safe and sustainable marine shipping in Canada. As part of its mandate, Clear Seas commissioned the Council of Canadian Academies (Council) to prepare a report setting out the main social, environmental, and economic risks related to the shipping of goods in Canadian waters.

In April 2016, the Council published the results of its research, in Commercial Marine Accidents: Understanding the Risks in Canada (Report). In this Report, the Council sets out in detail a range of risks associated with commercial shipping in Canada, by analyzing shipping activity, accident prevention, incidents and accidents, and impacts, across major regional segments. The report is a key first step in making meaningful gains in the acceptance of the shipping industry by those who, perhaps without realizing it, depend on the uninterrupted flow of goods to and from the country.

While the Report is a thorough and broad-ranging analysis, this article focuses on two aspects relevant in this context: the risks highlighted in the region of coastal British Columbia (the Pacific region), and one of the Council’s conclusions, that the legal and regulatory regime applicable to shipping-related activities in Canada is a significant mitigating factor for these risks.

The Report noted that commercial shipping risks differ substantially across regions. For example, the Pacific region accounts for no less than 54 per cent of

As part of its mandate, Clear Seas commissioned ... a report setting out the main social, environmental, and economic risks related to the shipping of goods in Canadian waters. commercial vessel movements in Canada, making it the most active region by a large margin. (The Great Lakes region follows with 15 per cent, the St. Lawrence River region with 14 per cent, the Maritimes nine per cent, Newfoundland and Labrador seven per cent, and one per cent in Northern Canada.) This is partly a reflection of the fact that the Port of Vancouver is the most active port in Canada by vessel movements and volumes of cargo, with the Port of Prince Rupert adding movements and volume in the region. Despite these figures, the Pacific region has relatively fewer incidents and accidents.

Regional trade variance is reflected in the nature of cargoes moved: the Pacific region leads in volumes of agriculture and food products, coal, and forest, wood and paper products, while the Atlantic region handles primarily fuels and basic chemicals (including crude petroleum, fuel oils, gasoline and other fuels). The Central region, which includes Quebec ports, is focused on minerals as well as crude oil and other fuels.

In considering the risks of commercial shipping, the Council acknowledges the importance of “social licence” as an important factor. The Report noted that tanker shipping in British Columbia has recently received negative attention, particularly for persistent diluted bitumen

related to proposed pipelines, including concerns about adequate marine spill response. The Council also noted that environmental concerns are higher in B.C. when compared to the Atlantic, Central and Northern regions, and suggested that this may be due in part to the higher expenditures on naturerelated activities and some Coastal First Nations’ determination that risks may outweigh benefits.

Against this background of risks, the Report states that worldwide statistics indicate that “total losses for ships have declined significantly since the early 1900s” and that accidents involving commercial vessels carrying solid or liquid cargo have “dropped by 40 per cent from 1998 to 2014.” Although it acknowledges that comprehensive data is not available for all types of commercial shipping incidents and accidents, the Report concluded that “Canada’s waters have been getting safer in the past decade.”

Among other factors, the Council cited the strengthened regulatory regime related to commercial shipping in Canada as a mitigating factor contributing to a drop in marine shipping accidents and marine oil spills. This regulatory regime in Canada has a range of sources, from international conventions to federal and provincial legislation and regulations.

July/August 2016 BC Shipping News 47

LEGAL AFFAIRS The Report highlighted the overarching role of the International Maritime Organization (IMO) in creating codes and guidelines that are implemented by its member states to varying degrees. IMO codes and guidelines cover a wide range of matters, from standards of ship construction and equipment, distress communications, to oil spill preparedness and response, and liability regimes.

In Canada, numerous statutes affect commercial shipping. Of these, the Canada Shipping Act 2001 (CSA) and the Marine Liability Act (MLA) implement various international conventions.

The CSA is a wide-ranging statute that imposes licensing requirements and safety standards in many areas of vessel operation. It incorporates provisions of the Safety of Life at Sea Convention (SOLAS) within terms interspersed throughout the CSA, and lists numerous other international conventions in its schedules dealing with ship safety and equipment and manning standards.

The MLA generally sets national liability regimes. Notably, the MLA incorporates the texts of the Athens Convention and its 1990 Protocol for liability for loss of life and injury at sea, and the Hague-Visby Rules for liability for cargo loss or damage. It also incorporates the International Convention on Civil Liability for Bunker Oil Pollution Damage, 2001 (Bunker Convention), the International Convention on Civil Liability for Oil Pollution Damage, 1992 (Civil Liability Convention), and the International Convention on the Establishment of an International Fund for Compensation for Oil Pollution Damage, 1992 (Fund Convention), all of which play a significant role in apportioning liability for pollution and other losses.

The Report recognizes the importance, for example, of the domestic Ship-Source Oil Pollution Fund (SOPF), funded by levies on cargo interests. The SOPF provides a layer of compensation for oil pollution damage caused by ships, either as a top-up source of compensation or as

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a fund of first resort. For persistent oil spills from tankers, the SOPF combines with layers of compensation provided by other international convention funds incorporated into Canadian law by the MLA, including the International Oil Pollution Compensation Fund, set up under the Fund Convention, and the Supplementary Fund, established under the 2003 Protocol to this Convention. In addition to compensation, these domestic and international regimes support oil response expertise, which may be available to assist clean-up management.

Against this national backdrop, the Council noted regional differences, largely in navigational spatial planning.

The Pacific region provides local examples: a voluntary Tanker Exclusion Zone off the coast of B.C. has been in place since 1985 (which does not apply to tankers travelling to and from B.C. ports).

Also, laden tankers over 40,000dwt transiting Haro Strait and Boundary Pass in northern B.C. are required, under pilotage operating rules issued by the Pacific Pilotage Authority, to have two pilots, two officers and two seamen on the bridge and a tug escort. Similar requirements apply to laden tankers entering Burrard Inlet and Indian Arm in the Port of Vancouver.

The Council concluded, among other things, that this regulatory framework, from international conventions and national legislation to regional initiatives in Canada, is “well developed and continues to evolve” — and that together with ongoing efforts to support a safety culture, this framework is critical to the continued reduction of commercial shipping risks in Canada.

The Council expects to follow the Report with its expert panel assessment on the social and economic value of commercial marine shipping in Canada, also commissioned by Clear Seas, in 2017. Together, these will be an important contribution to the understanding of the importance of shipping in Canada.

The challenge, recognized by Clear Seas, will be to make meaningful gains in the acceptance of the shipping industry by those most affected by it.

Michael Soltynski is a maritime lawyer and associate at Bernard LLP in Vancouver, and can be reached at soltynski@bernardllp.ca.

MARITIME SECURITY

National maritime strategies and the complex security environment Daniel Baart, Analyst, Maritime Forces Pacific

V

arious new challenges have emerged in recent decades within the rapidly changing international maritime security environment.

The range of human activities at sea is increasing, and our interwoven economies have never been more dependent on our ability to safely utilize the ocean and its benefits.

The oceans are a source of great prosperity and economic security, though this increased maritime dynamism, particularly in the Indo-Pacific region, has tested the ability of seafaring governments to recognize and work effectively towards achieving their national economic and security objectives at sea.

Maritime Security Challenges (MSC) 2016, the eighth in the series of biennial conferences, will take place in Victoria, B.C., from October 3 - 6, and will address questions related to these issues and the creation of national maritime strategies.

The need for these strategies as part of a wider, all-of-government approach to sea power was demonstrated during the last MSC event, in 2014, which ended with several experienced commentators and

naval experts debating the optimum purpose of navies and their jurisdictional role as one of many instruments of national sea power.

A comprehensive approach to maritime interests

It is important to remember that national maritime concerns are about more than just naval capabilities. Navies certainly have their role and are highly capable state instruments, but they are often accompanied by a host of other government maritime agencies that work across a range of potential sea-based interests. Ocean access is critically important for our national economies; though strategy discussions usually focus on military and defence topics, it is important to remember that economic, commercial, and industrial considerations are as important — or even more important — when discussing strategy at the national level.

Maritime strategies can direct naval construction or the expansion of coast guards, but they can also provide for legislation related to commercial vessel

ownership, environmental and fisheries policies, and initiatives to bolster a healthy domestic shipbuilding industry, among other things. Sea power is based on this comprehensive view of maritime interests and capabilities, and issues of military and defence concern cannot easily be separated from issues of economic, social, and legal concern, particularly when discussing the use of the sea.

Strategy and the ‘nexus of ambition’

Good strategy is rooted in the present, but made to contain flexibility; it is based on a truthful assessment of the current situation as well as potential future trends, needs and capabilities. It is a guide that connects resources and objectives. National governments, in planning approaches to meet diverse national priorities, need to soberly assess the feasibility of these goals, and what degree of success can be achieved by the methods available. The sensible reconciliation of means and ends, which was described by a past MSC panelist as the “nexus of ambition,” is critically important to the success or failure of a national strategy.

Photo: Private Dan Moore, 19 Wing Imaging, www.combatcamera.com

Maritime strategies must include consideration of all assets, including those gained by collaborating with other navies.

July/August 2016 BC Shipping News 49

MARITIME SECURITY Strategy is also an exercise in efficiency. Effective strategy will delineate agency responsibilities and jurisdictions, eliminate overlap, and direct resources to areas in need of further investment. It is designed to prioritize key areas of interest or concern, and to ensure the proper direction of resources. An effective strategy could, for instance, identify a problem like illegal fishing, build or assign a relevant agency to enforce laws created to secure fish stocks, and provide funding to enable that agency to confront the problem.

But in the real world…

Photo: Dave Roels

In reality, the process of developing and implementing strategy is a whole lot messier. Most states are not starting from scratch; they are working to address rapidly changing national and international dynamics, within pre-existing legal and institutional frameworks, already built and in-service national fleets, and bureaucratic inertia and diverse domestic political factions with their own competing preferences.

Various states are encountering difficulties like this, while others are steaming ahead with what appear to be well-rounded approaches to their maritime interests. Canada’s efforts to leverage the recapitalization of its naval fleet for domestic economic and industrial concerns is a positive move, but one that has met with predictable friction. Indonesia is experiencing its own difficulties initiating a comprehensive plan to address critical deficiencies in its maritime capabilities and bring its seaborne influence more in line with its geographic composition and position as a massive

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50 BC Shipping News July/August 2016

archipelago adjacent and astride critically important sea lanes. The United States, meanwhile, is attempting to shift and adapt its massive military and economic seaborne capacity to better respond to the changing geopolitical landscape which is, in large part, fuelled by the maritime dynamism of China, a state with an apparently well-formed and co-ordinated maritime strategy. The scope of China’s strategy is clearly evident in all manner of Chinese oceangoing activities, from the growth of the People’s Liberation Army Navy, to the reformation of its coast guard and other maritime agencies, the funding of overseas port infrastructure projects, as well as the worrisome and irritating actions of its maritime militias in the vicinity of its artificial islands. China’s approach to its maritime interests is wide-ranging and adaptive, and it’s leading to considerable worry within the governments of its competitors.

The need for greater co-ordination

This whole-of-government perspective is one that has also been an important guiding principle for the Maritime Security Challenges conferences, and the Indonesian experience should be expected to feature heavily in the 2016 conference. A holistic perspective is also of growing importance given the range of new missions and responsibilities expected of naval forces.

Alongside their primary war-fighting function, navies are asked to fulfill a huge array of other missions, including humanitarian and disaster relief, search and rescue, and law enforcement duties. As several of the MSC14 delegates pointed out, these were not missions that necessarily required a response by state-of-theart warships, but few or no other options were available. More reflective strategic guidance could divert some of these responsibilities to better-suited allied agencies, or they could lead to greater reflection on the composition of naval forces themselves.

Sound, overarching national strategies that better define the roles of departments, including navies and coast guards, could ensure that the composition of fleets are more in line with the day-to-day responsibilities of those services.

Flexibility and responsiveness are increasingly valuable qualities. This is uniquely true in the modern and rapidly-changing strategic environment, which involves a host of emerging and transforming threats from a variety of sources. Naval conflict with foreign states remains a remote possibility, but navies and other maritime agencies are also confronted with non-state criminal and militant threats, as well as ‘grey-zone’ provocations on the part of states involved in a host of disputes and antagonistic situations.

Good strategy and good policy cannot overcome inevitable fiscal or resource limitations, but they can help to ensure that these finite supplies are spent wisely, and on the right priorities. A more co-ordinated, comprehensive approach by national governments to their maritime interests will result in more responsive and more flexible means to advance national goals and secure critical resources. These issues, and more, will be discussed by delegates from over 25 nations during the three days of proceedings at Maritime Security Challenges 2016. Register now at http://www.mscconference.com.

Any comments provided herein are exclusively the editorial views of the author, and do not represent the official policy of Canadian Armed Forces or the Department of National Defence.

OCTOBER 3-6 VICTORIA, BC mscconference.com

PACIFIC SEAPOWER Panel Discussions

• The Creation of Comprehensive Maritime Strategies

• Where the Land Meets the Sea – A Strategic Overview of the IndoPacific

• Renewing Maritime Capabilities: Politics, People, Platforms and Systems

• Challenges in the Regional Maritime Environment

• Opportunities for Maritime Security Cooperation • Technological Advancements in the Maritime Domain • A Special Debate on the Future of the Arctic

PRESENTED BY

The Navy League of Canada The Royal Canadian Navy The Daniel K. Inouye Asia-Pacific Center for Security Studies

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July/August 2016 BC Shipping News 51

FERRIES

Designing for accessibility on small ferry vessels

By Tim Wetzel, P. Eng. Poseidon Marine Consultants Ltd.

As the industry continues to adapt both existing ferries and new designs to enhance accessibility, it is perhaps worthwhile to investigate the breadth of applications...

R

oll on-roll off passenger vessels — or ferries, as they are colloquially known — have undergone significant transformation throughout their existence. Hull design has evolved in step with the latest research on hydrodynamics, seakeeping, and performance in ice. Innovations in propulsion systems have addressed fuel efficiency and manoeuvrability. New lifesaving equipment enables passengers to evacuate vessels at a much greater rate in case of emergency.

Navigational systems and other electronic systems have leveraged the great strides in communications technology. And the general appearance and aesthetics of vessels continue to find a balance between economical methods of construction, and the latest trends in modern architecture.

While the above advances have generally progressed over the history of ship design and construction, only recently has there been a concerted effort to make ferries more accessible to the passengers they are intended to serve. This is especially true of small ferries, where the design of spacious arrangements and the inclusion of specialized equipment is inherently more challenging. As a result, these vessels have been slower to keep pace with changing expectations with respect to accessibility.

As the industry continues to adapt both existing ferries and new designs to 52 BC Shipping News July/August 2016

enhance accessibility, it is perhaps worthwhile to investigate the breadth of applications and challenges, review implications in the context of small ferries, and review the characteristics of a recent application.

The scope of accessibility

The Canadian Transportation Agency (CTA) has published, and recently updated, the document Ferry Accessibility for Persons with Disabilities: Code of Practice, of which the stated purpose is to establish standards that “...enhance the level of accessibility for persons with disabilities when travelling by ferry, and set out what the Agency expects of ferry operators when they are interacting with persons with disabilities.”

When considering the range of physical disabilities that people endure, it becomes too simplistic to conclude that the solution is improved wheelchair access. While this may command the most attention with respect to arrangements and specialized equipment installed on a ferry, it does not represent the totality of design considerations.

In fact, while it is important to affirm the intent and application of the Code, an expanded view of accessibility brings one beyond issues of physical disability.

In the context of ferry design, the accessibility of a vessel may be evaluated by the capability of its arrangement, facilities

and/or equipment to enable safe and unobstructed access by all passengers — and vehicles — to the respective essential areas of the vessel. While this may seem to some like a very generalized definition, it nevertheless establishes a type of mission statement for the designer who may otherwise view accessibility as one consideration among many. In other words, such a perspective ensures that accessibility is a foundational objective that will leave its mark on vessel arrangements, facilities, and equipment.

Therefore, a number of people groups or personal circumstances warrant consideration at the design stage. While an exhaustive list should be developed for each application, a few examples are offered as follows: • elderly persons who use mobility aids, experience difficultly exiting vehicles or navigating stairs, or require some other form of assistance.

• medivac transfers.

• persons travelling with service animals or domestic pets that require dedicated accommodation.

• young families using strollers or other sizable child equipment.

• persons travelling on foot (i.e., not in a vehicle) and carrying sizable luggage.

Issues of accessibility

When accessibility is viewed through the lens of passenger experience, it becomes clear that issues are present from the point of embarkation to departure, even in the rare and unfortunate circumstances when departure is made via lifesaving appliances.

While passengers are able to remain in vehicles on some small vessels, others still

FERRIES require that passengers vacate the vehicle deck and occupy some form of dedicated passenger space. Again, the full range of application will vary from vessel to vessel; for the sake of discussion, various issues and implications are summarized as follows: • Access of vehicles, including large trucks, to and within vehicle parking deck.

- size/length of ramps - lane width - enclosure overhead clearances • Access for walk-on passengers to and from vessel.

- shuttle versus gangway versus over-vehicle ramp - condition of walking surfaces (i.e., open gratings, slopes, ice) • Access between vehicle deck and passenger deck(s).

- number of stairways accessible from vehicle deck - interior versus exterior stairways, and effect of weather - elevators/escalators, incursion on surrounding areas • Access to and among applicable passenger services.

- seating areas/lounges, food services, washrooms, medical services, etc.

- door sills, door widths, corridor widths, clear headroom - wheelchair turning area at intersections, in washrooms, etc.

• Access to open deck areas, as well as muster/embarkation areas.

- proximity of access from passenger seating/lounge areas - door sills and other obstacles, requirement to access higher/lower deck - separation for mooring areas and other hazards

Accessibility and Small Vessels

As referenced earlier, and as suggested by the list above, designing accessibility into new or existing ferries becomes more challenging as vessel size decreases. Simply put, equipment sizing and general space requirements do not scale down in accordance with low vessel capacities. Eventually, design features arising

from accessibility needs overtake vehicle capacity as the primary factor in establishing overall vessel dimensions.

In the case of new vessel design, increasing overall dimensions has obvious cost implications. On this front, it is noted that the referenced CTA Code is applicable to ferries exceeding 1,000 gross registered tons. While this suggests that there is leniency for small vessels at the regulatory level, the fact remains that even basic measures of modern accessibility will render a new vessel of a certain passenger and vehicle capacity larger than an older vessel of equal complement.

Government agencies and private companies alike typically operate older vessels which, despite being in sound structural and mechanical condition, have not been designed with as much emphasis on accessibility. Retrofits to include such upgrades as larger washrooms and elevators, for example, may be a significant challenge on small vessels, where available space is often limited. For a new elevator installation, the location must consider constraints arising on multiple decks, each of which is possibly arranged for different uses.

For such intrusive retrofits on small vessels, there will often be some form of compromise with respect to the vessel’s current capacity or function. In addition to minimizing overall disruption to an existing vessel’s arrangement, it is important to understand where certain compromises may be more easily tolerated.

Designing or modifying a small passenger vessel to maximize accessibility demands attention to detail and the ability to foresee subtle implications of broader design decisions. For example, it is counterproductive to install an elevator that leads to an open deck adjacent to a passenger lounge, only to have passengers confront narrow passageways, coamings, high door sills, or other obstacles leading to the lounge.

Lastly, whether it be a new ferry design or modification to an existing vessel, it is important that design features enabling accessibility are grafted in and appear as a natural component of the overall vessel arrangement. This is best achieved when accessibility

Located at Vancouver Waterfront and Roberts Bank

www.flyingangel.ca July/August 2016 BC Shipping News 53

FERRIES

Photo courtesy Tim Wetzel

The Grace Sparkes serves as a good example of how to address accessibility on passenger vessels.

is a governing objective, and not simply one secondary factor among many.

New vessel case study: Grace Sparkes and Hazel McIsaac

Grace Sparkes and Hazel McIsaac are sister vessels built in 2011 for the Marine Services Branch of the Government of Newfoundland and Labrador (GNL).

Each are 40m in length, and accommodate 80 passengers and 16 auto equivalents. Due to the exposed operating environment, the vehicle deck is almost entirely enclosed, with berthed crew accommodations, and a day lounge for passengers located above.

With a gross registered tonnage of 939, these vessels are under the threshold prescribed by the CTA Code; however, where these vessels were intended to serve

54 BC Shipping News July/August 2016

remote communities with a high median age, there was a clear obligation to maximize the accessibility of the vessel.

Poseidon Marine Consultants Ltd. completed the functional design of these vessels, and considered nearly all of the factors listed above. Such were the implications of these requirements that the entire arrangement of the vessel above the vehicle deck was predominantly governed by factors of accessibility.

The functional design of these vessels considered nearly all of the factors listed above. Such were the implications of these requirements that the entire arrangement of the vessel above the vehicle deck was predominantly governed by factors of accessibility.

The driver of this arrangement is a CSA B44-compliant passenger elevator, which was positioned forward, and situated between the wheelhouse and passenger lounge. The off-centre location to port was dictated by the need to minimize obstruction on the vehicle deck, maintain a buffer zone between the hoistway and ship side, and avoid interfering with crew accommodations on the tween deck above.

The passenger deck contains a single seating area with a wide centre aisle, and washrooms sized and entrances oriented for wheelchair accessibility. In addition to the aft-oriented elevator, the lounge may be accessed via interior or exterior stairways, and is directly adjacent to open deck embarkation stations, where davit launched life-rafts may be boarded at deck level.

CFOA preview

In September, the Canadian Ferry Operators Association (CFOA) will be holding their annual conference in Ottawa under the theme “Accessibility in the Ferry Sector.� Included in the conference agenda is a panel discussion on accessibility and vessel design, during which I will share details on recent retrofits completed on behalf of the Government of Newfoundland and Labrador, which involved the installation of new elevator arrangements on existing ferry vessels.

Also attending the conference will be representatives of the Council of Canadians with Disabilities, the Canadian Transportation Agency, and the Canadian Human Rights Commission, who will lead a separate panel discussion addressing the accommodation of persons with disabilities.

The complementary nature of these panels, convened in the presence of ferry operators and other industry professionals from across the country, will be an important opportunity to review current and future regulatory considerations, share experiences, and discuss best practices for upcoming retrofits and new construction.

Tim Wetzel is President of Poseidon Marine Consultants Ltd. in St. John’s, NL, and is a professional engineer and naval architect. A native of Grand Manan, NB, his insight into ferry operations draws from experiences as a naval architect, former crew member and frequent user of various ferry services in Atlantic Canada. Tim can be reached at twetzel@poseidonmarine.nf.ca.

2016 conference Canadian Ferry Operators Association

Ottawa, Ontario - September 18 - 20 Canada’s ferry sector is expected to invest more than $1.5 billion to upgrade and renew their fleets and operations over the next five years.

As the foremost event for the ferry sector in Canada, this conference is a great opportunity to:

Learn about trends and developments in the sector Network with industry leaders and decisions makers Promote new services and technologies

r e t s i reg now

www.cfoa.ca/conference

July/August 2016 BC Shipping News 55

FERRIES

Global ferry industry to gather in Manila

By Neil Baird, Chairman Baird Publications

I

nterferry, the global industry association for ferry owners and their supporters, is returning to the Philippines for its Annual Conference in October.

This will be the 41st iteration of this very important industry event and the first held in the Philippines since 1999.

The Interferry Annual Conference is one of the most effective and informative educational and networking events held in any sector of the worldwide maritime industry. It also manages to be friendly and fun and brings together some 300plus ferry owners, operators and their suppliers from all over the world in an impressive spirit of co-operation. This is emphasized by the busy Partners Program that attracts a high proportion of delegates’ spouses.

The conference venue is the large, comfortable and well-equipped Sofitel Manila Plaza Hotel, located on the shore of Manila Bay. It appropriately provides an excellent view of the comings and goings of a significant part of the very large Philippines ferry fleet. This also makes it convenient for the numerous educational and gastronomic excursions that are always an important part of Interferry. They will include short ferry trips and tours of the operations of leading local ferry operators and a shipyard as well as cultural and culinary tours for the partners.

While there is an extensive conference program that looks at ferry safety, design, construction and equipment developments, services, regulation, politics and much more, the really powerful networking takes place over the breakfasts, coffee breaks, lunches and dinners. The noise levels at those can be quite incredible, more like a convention of magpies than of serious, respectable business people!

However, of course, much real business gets done there.

A long-standing tradition of Interferry is that a leading local ferry company acts as 56 BC Shipping News July/August 2016

host for the event and its Chief Executive or Chairman acts as President of Interferry for that year. This ensures the ready availability of extensive local knowledge and contacts in the venue city and country.

Ferry owners all over the world vie for this honour in much the same way as cities do to host the Olympic Games or World Cup Football. It’s a system that works well to ensure high-quality and memorable events.

For 2016, the Interferry President is Chet Pastrana, Chairman of Archipelago Philippines Ferries Corporation, a comparatively new and fast growing ferry operator that sails under the brand name FastCat. Pastrana’s company is revolutionizing the Philippines ferry industry with its all new fleet of strong, seaworthy, steel catamaran Ro-Pax ferries that are well equipped with modern safety equipment and are very comfortable.

The rapidly expanding FastCat fleet was designed by another Interferry notable and former President, Stuart Ballantyne of Australia’s Sea Transport Solutions. They are being built in China by Bonny Fair Development of Guangzhou. Those connections illustrate the kinds of international business deals that Interferry facilitates.

FastCat is setting a new standard in the Philippines’ vital ferry business. With a population of 110 million spread over 7,000 islands, the importance of ferry services are obvious. It is well known that the local industry has suffered many safety problems and too many tragic fatalities over the years. Indeed, over the last 50 years, the Philippines had the worst record in the world for ferry accident fatalities. Fortunately, that record has begun to improve to the degree that, over the last 16 years, the country has gone from worst to fifth worst on that tragic league table.

Chet Pastrana and his family saw a big gap in the local market for safe, fast

and convenient ferries for passengers and cargo that operate to the highest international standards. They moved purposefully into that gap in 2002 and, to date, have 12 vessels in service with 20 more in the pipeline. Their ferries are purposedesigned for Philippines service and the first yet to focus on passenger safety, welfare and comfort.

Unusually for the Philippines, the FastCat ferries have been delivered brand new and are maintained that way. Also unusually, they are completely compliant with the highest international standards of life-saving, fire-fighting and damagestability. The company prides itself on its exceptionally high standards and is determined to continue to do so as it expands its routes to include many of the inner islands of the Philippines and its neighbouring countries.

The FastCat story is what Interferry is all about. It aims to improve the safety, service levels, comfort and convenience of ferry passengers so as to encourage the much greater use of ferry services all over the world.

As the publisher and editor of leading global maritime trade magazines for nearly 40 years, Neil Baird has been closely involved with most of the ferry design, construction, equipment, and regulatory developments over that period. Along the way, he has developed a close interest in passenger vessel safety, so much so that he is currently half way through a PhD, titled “Fatal Passenger Vessel Accidents and How to Prevent Them.” Having studied 750 known fatal accidents that have occurred globally over the past 50 years, with too many of them — 18 per cent — in the Philippines, he will be speaking on the subject in Manila in October.

MARI-TECH Newfoundland lauded for successful Mari-Tech

M

ari-Tech 2016 is now just a memory. Time to clear up after the party and hand the telegraph on to the capable hands of the St. Lawrence Branch for Mari-Tech 2017, April 20 – 21, 2017, at the Hotel Bonaventure, Montreal.

As many BC Shipping News readers will know, Mari-Tech, an initiative of the Canadian Institute of Marine Engineering (CIMarE), is an annual, national conference and exhibition, hosted in turn by one of the branches of the CIMarE. With seven branches located across Canada, between Victoria and St. John’s, not only is the event accessible to all in the Canadian marine industry but each branch gets a chance to show off the special features in their location and perhaps, just as importantly, to draw a breath before starting work on the next event. With the size and complexity of Mari-Techs continuing to grow each year, this is definitely a good thing!

Mari-Tech 2016 was the 38th Mari-Tech convened by the CIMarE and the fifth to be hosted by the Newfoundland branch.

To accommodate over 300 attendees, the CIMarE, in consultation with Creative Relations Event Planning (CREP), took a leap of faith and booked the event to take place at the brand new and, at the time, yet to be built, St. John’s Conference Centre. This leap of faith was aptly rewarded as the new centre, completed only days before our event, proved to be an outstanding venue for both technical conference and exhibition.

In traditional fashion, Mari-Tech 2016 kicked off with an opportunity to reminisce with old friends as well as to make new business and social contacts. Recognizing that many conference participants had travelled long distances, the opening reception was conveniently kept within the conference hotel. The typically sterile atmosphere of a hotel salon was, however, transformed to provide the ambience of a typical Newfoundland kitchen.

A Newfoundland kitchen would feel empty without a kitchen party and a kitchen party would not be a kitchen party without the backdrop of Newfoundland music. A number of local musicians, many of whom are known to previous Mar-Tech

attendees, created the appropriate mood with the help of accordions, harps, fiddle, various stringed instruments, keyboard, bodhran and jig dolls.

The revelry was interrupted by two surprise visitors. The first, Queen Elizabeth II, accompanied by a uniformed Mountie (Rebecca Moyes and Ruth Green), described how her husband, Prince Philip, knowing how much she enjoyed the company of marine engineers, had bought her a ticket for the conference for her 90th birthday! Her Majesty delivered a short speech in which she spoke fondly of her love for and time aboard the HMS Britannia.

The second surprise interruption was a troupe of Mummers. Mummering is a Newfoundland custom that dates back to the time of the earliest settlers coming from England and Ireland. Mummers, disguised in costumes to conceal their identity, play, sing and dance in the houses they visit, and are particularly attracted to any location where a party is in the offing.

The serious work of Mari-Tech 2016 commenced the next morning. Anchoring the technical program, on the theme of Harsh Ocean Environments: Marine Engineering Challenges and Solutions, were two prominent and exciting keynote speakers. Canadian Coast Guard Deputy Commissioner Jeffrey Hutchinson brought the knowledge and expertise acquired from his leadership role at the CCG, Canada’s leading experts on maritime operations in harsh environments.

Richard Martyn, producer, director, and writer of Discovery Channel’s Mighty Ships, fired up our imaginations, leading us through voyages on some of the world’s most technically advanced ships; ships designed and built to withstand the worst that the harshest oceans can offer.

The comprehensive program featured presentations by leading marine experts representing industry, academia, consultants and regulators. During the program, they addressed a wide range of topics related to harsh ocean environments, including regulation and classification, ship design, selection of propulsion and auxiliary machinery, maintenance and supportability, high-tech solutions and responding to emergencies.

The technical conference was accompanied by a trade exhibition featuring 70 leading suppliers from every marine community in Canada, but also from the U.S., Norway, and the U.K. Delegates explored some of the latest innovations in marine technology. The exhibition was also attended by visitors not registered for the conference, including attendees at the Department of Public Works (DPW) marine outlook meetings, which convened in conjunction with Mari-Tech 2016 as well as members of the local marine and fishing community.

The key social event of Mari-Tech 2016, was a dinner hosted by the Fisheries and Marine Institute of Memorial University.

The evening got off to a lively start with excellent canapés, wine, and local harpist Gayle Tapper. Her skill and musical choices were appreciated by everyone. The dinner starred lobster, beautifully served, along with a wide array of other choices.

The Newfoundland lobster season had only just begun, which made the dinner a special treat.

Entertainment for the dinner was provided by the Dana Parsons Trio, who were in great form with their jazz and American standards. Dana’s voice and personality are quite special and were thoroughly enjoyed by everyone, especially the dancers.

Thanks are due to many people for making Mari-Tech 2016 a success. In particular, thanks go to our sponsors, exhibitors, and delegates, who travelled many miles to attend this event. Special thanks also to the CIMarE and the local organizing committee, our conference planners Creative Relations Event Planning (www. creativerelationseventplanning.com) and to all the many volunteers, catering personnel, performers, and others who contributed to making the event a success.

We hope to see most of you again at Mari-Tech 2017 in Montreal. Please bookmark www.maritech.org to ensure that you are up to date with all the latest developments.

Thanks again to all for visiting us here on “The Rock”. We look forward to welcoming you all again.

July/August 2016 BC Shipping News 57

ADVERTISERS Allied Shipbuilders.......................... 32 Arrow Marine Service Ltd................ 30 Babcock............................................. 3 BC Ferries.......................................... 4 BCMEA / COR Program....................... 6 Bernard LLP..................................... 46 Bracewell Marine Group.................. 10 Canada Metal/Martyr Anodes......... 16 Canadian Ferry Operators Ass’n....... 55 Canadian Lifeboat Institution.......... 50 Capilano Maritime Design............... 34 Chamber of Shipping of British Columbia.............................. 24 ClassNK........................................... 11 Cruise Line International Ass'n North West & Canada...................... 16 Corix Water Products....................... 40 Dave Roels Photography................. 18 DNV GL............................................ 48 Donaldson Ropes............................ 29 Furuno............................................ 15 IMS Marine Surveyors & Analytical Laboratories Ltd.............................. 44 Interferry....................................... IBC International Sailors’ Society Canada................................ 53 Jastram Engineering Ltd./ Jastram Technologies Ltd................ 31 John Horton, Marine Artist.............. 21

REGISTRATION STARTS JULY 1!

Cycling for Seafarers September 17, 2016

Get ready to ride!

Now with three choices for distance: 40, 60 and 100 km!

All rides start at the Mission and finish with a deluxe BBQ. Training program for beginners and seasoned cyclists now underway.

Email Don MacInnes to join or for more details: don@jdmac.ca REGISTER NOW AT: www.flyingangel.ca

Photos by Dave Roels (www.daveroels.com)

58 BC Shipping News July/August 2016

King Bros. Limited........................... 14 Lloyd’s Register................................. 7 Lonnie Wishart Photography........... 58 Mackay Marine................................ 35 Marine and Offshore Canada........... 10 Maritime Security Challenges 2016 Conference........... 51 Mercy Ships..................................... 44 Meridian Marine Industries............. 39 Mission to Seafarers........................ 58 Nanaimo Port Authority.................. 25 Nesika/Fairway Insurance............... 32 Osborne Propellers.......................... 54 Point Hope Maritime....................... 28 PMC - Prime Mover Controls Inc...... 29 Purity Casting Alloys Ltd.................. 36 Redden Net & Rope......................... 13 Robert Allan Ltd.............................. 33 Samson Tug Boats............................. 6 Seaspan Shipyards.......................... 41 Sylte Shipyard Ltd........................... 36 Tactical Marine Solutions Ltd.......... 43 TDK METRO Terminals....................... 9 Tervita............................................. 14 Vancouver Int'l Maritime Centre......IFC Vancouver Maritime Museum......... 23 Viega Marine Systems..................... 19 Western Maritime Institute............. BC ZF Marine........................................ 27

INTERFERRY CONFERENCE 41st ANNUAL OCTOBER 15 -19, 2016

•

MANILA

KEY DATES

It's slightly shorter (by ~5") than the "YA" model.

Sat. Oct. 15 Pre-Tour #1

Sun. Oct. 16 Carus Cup Golf Pre-Tour #2 Welcome Reception

Mon., Oct. 17 Tues., Oct. 18 Conference Sessions Conference Sessions Spouse Tour #1 Spouse Tour #2 Networking Reception Farewell Dinner

Wed., Oct. 19 Technical Tour

Thurs., Oct. 20 Post Tours begin

CONFERENCE SESSIONS INCLUDE: ASIA PACIFIC FERRY TOPICS, BEST PRACTICES, SAFETY CONSIDERATIONS, VESSEL CONSTRUCTION, NEW TECHNOLOGY FOR FERRIES and REGULATORY ISSUES SPECIAL GUEST SPEAKERS Oliver Weiss, Griffon Maritime Assoc. Ltd., U.K. and Kitack Lim, Secretary General, IMO, South Korea REGISTRATION IS OPEN at INTERFERRYCONFERENCE.COM

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