BC Shipping News - July/August 2019

History Lesson: VMM launches new database

Sustainable Shipping: Finding the balance

Tugboat Conference Recap: CMC highlights influences on industry

Commercial Marine News for Canada’s West Coast.

BC SHIPPING Volume 9 Issue 6

NEWS

www.bcshippingnews.ca

Industry Insight Byron Bolton Bolton Marine Group

July / August 2019

Shipping

Varamar finds its niche in the West Coast shipping market

B.C. Shipyards Update

B.C. shipyards enjoy another strong year

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CONTENTS July / August 2019 Volume 9 Issue 6

Cover Story 38 40 42

7

EDITOR’S NOTE

8

IN BRIEF

12

By Jane McIvor

Industry traffic and news briefs

18 20

INDUSTRY INSIGHT

A passion for boats, a head for business Byron Bolton, CEO, Bolton Marine Group Bolton shares insights into the aluminum boat building market for recreational boating, commercial use, law enforcement and military applications on both sides of the border.

HISTORY LESSON

24

Vancouver Maritime Museum launches new database

By Lea Edgar

45

24

B.C. SHIPYARDS

SAFETY MANAGEMENT

Is it time to revisit Safety Management Systems on domestic vessels?

By Philip Woodcock

MERCY SHIPS

Canadian volunteers help provide 100,000 free surgical procedures in West Africa

London calling as Interferry conference explores ‘step change’ innovation

48

22 SHIPPING

Varamar finds its niche in the West Coast shipping market

MARINE RESPONSE

Captain Don Mackenzie A Pacific Coast Ocean Guardian

By K. Joseph Spears

47 INTERFERRY

SUSTAINABLE SHIPPING

Finding the balance Protecting the environment while boosting the Canadian economy

By Janet Kelly

MARITIME TRAINING

Maritime education in Canada: Let's move it into the 21st century!

By Professor Captain Edgar Gold

50

LEGAL AFFAIRS

Powers of Transportation Safety Board investigations challenged

By Thomas S. Hawkins

EVENT RECAP

Tugboat conference highlights influences on industry

B.C. shipyards enjoy another strong year

34 PROPULSION

SCHOTTEL presents new mechanical hybrid propulsion solution

By Sylvain Robitaille

12

36

VESSEL MAINTENANCE

Interpreting our propeller scan report

By Adam Kaplan

50

On the cover: Point Hope Marine (photo courtesy Point Hope); above: Meridian Marine (photo courtesy Meridian Marine); right: Council of Marine Carriers Conference keynote speaker Todd Hirsch with Leo Stradiotti and Phill Nelson (photo: BC Shipping News); left: Byron Bolton (photo courtesy Bolton Marine Group).

July / August 2019 — BC Shipping News — 5

July / August 2019 Volume 9/Issue 6

Publisher McIvor Communications Inc. President & Editor Jane McIvor

Naval Association of Canada National Conference 2019 Sponsored by the Naval Officers' Association of British Columbia

0800 – 1600 October 4, 2019 BCIT Marine Campus 265 West Esplanade, North Vancouver, British Columbia Agenda Canada and the Pacific (Strategic Situation) • Dr. James Boutilier, Special Advisor (Policy), Maritime Forces Pacific • Jonathan Manthorpe, Freelance Journalist and Author • Richard Fadden, Former Director, CSIS

Contributors

Byron Bolton Captain Edgar Gold Adam Kaplan Jane McIvor K. Joseph Spears

Lea Edgar Thomas S. Hawkins Janet Kelly Sylvain Robitaille Philip Woodcock

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RCN into the Future • Vision of the RCN (Speaker TBA) Naval Reserve – International Perspective • USN Naval Reserve Experience and Future Plans (Speaker TBA) • RN Reserve Experience and Future Plans Cmdre Martin Quinn, ADC, RN, Commander Maritime Reserves • RCN Reserve Status and Way Ahead Cmdre Michael Hopper, CD, RCN, Commander Naval Reserve Marine Industry • Association of BC Marine Industries Dan McGreer, Director • The RCN Joint Support Ship (JSS) (Seaspan Speaker TBA)

Contents copyrighted 2019 McIvor Communications Inc. 300 - 1275 West 6th Avenue, Vancouver, British Columbia Canada V6H 1A6 Phone: 604-893-8800 E-mail: jane@bcshippingnews.ca International Standard Serial Number ISSN: 1925-4865 / Published 10 times per year.

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

Proud member of:

For more information on registration or sponsorship opportunitites, contact Robert McIlwaine: robert.mcilwaine@gmail.com International Sailor’s Society Canada 6 — BC Shipping News — July / August 2019

EDITOR’S NOTE

Photo: Dave Roels

Shipbuilding strategy is working

I

n the first shipyard update to run in BC Shipping News (July, 2011), Ray Dykes reported on the industry’s excitement over the prospect of the National Shipbuilding Procurement Strategy. Everyone had their fingers crossed that Seaspan's Vancouver Shipyards would be successful in their bid for the non-combat vessels of the Canadian Coast Guard and the Royal Canadian Navy. Fast forward eight years and dreams have turned into reality as shipyards in B.C. are indeed seeing the benefits of this major program.

And, of course, as the yards have picked up momentum from those days where there

were very real concerns that the industry was dying in B.C., so too are the benefits being seen for manufacturers and service providers as well as training and apprenticeship programs and institutions.

While Seaspan notes that the now-titled National Shipbuilding Strategy has so far generated $850 million in contracts to approximately 570 Canadian companies, including nearly $380 million in contracts awarded to 425 companies based in B.C., that number is just the tip of the iceberg.

It doesn't begin to factor in the impact on other B.C. shipyards and their suppliers as a result of overflowing work.

a

The NSS has indeed revived the shipbuilding and repair industry in B.C. as witnessed in this year’s update. All are reporting robust activity as tugs, fishing vessels, Canadian Coast Guard and Royal Canadian Navy vessels, BC Ferries vessels and other commercial craft all compete for space at busy yards.

And while there will always be issues related to growth, especially in finding skilled tradespeople, we found that all yard operators were in very good spirits and happy to provide successful updates.

I love it when a plan works.

— Jane McIvor

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INDUSTRY TRAFFIC

RCMSAR bids farewell to CEO Pat Quealey

T

he Royal Canadian Marine Search and Rescue is bidding farewell to Chief Executive Officer Pat Quealey who has accepted a new role with the Canadian Red Cross in British Columbia and Yukon. “I am grateful to have served alongside you and in the interest of supporting the tremendous work you all do in your communities. It has been my intent since day one that we would stand together in shared leadership for the betterment of our mission and I hope, as the time has come for me to move on, that I leave you feeling my gratitude for that privilege,” he wrote to friends and colleagues, adding that his last day would be July 5.

In speaking on behalf of the Board of Governors, Chair Chris Gouglas noted that “One of the strengths of RCMSAR is its ability to change and improve. Over the past three years we have had the privilege of having Pat Quealey lead that change. Pat’s dedication to the mission, integrity and service are second to none and RCMSAR has improved immeasurably under his guidance.”

While a search for a new CEO gets underway, Gouglas was happy to report that Ken Burton will step down from the Board of Governors to be able to act as Interim CEO. “Ken is a lifelong

Pat Quealey

Ken Burton

mariner who is eminently qualified. A few of his many qualifications include being the Executive Director of the Vancouver Maritime Museum, a consultant on maritime risk, senior positions with the RCMP and RCMP Marine Services and as a Member of the Order of Merit for Police Forces,” he said, expressing confidence that in his interim role, Ken will be well supported by the “great team at HQ and within our stations and that our tradition of community service will carry on seamlessly.”

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NEWS BRIEFS

RCN welcomes new Commander

V

ice-Admiral Art McDonald assumed the duties of Commander of the Royal Canadian Navy (RCN) from Vice-Admiral Ron Lloyd on June 12 in a formal change of command ceremony presided over by General Jonathan Vance, Chief of the Defence Staff. The ceremony was held at Her Majesty’s Canadian Dockyard, Halifax, home of Maritime Forces Atlantic.

During the ceremony there was also a change of appointment which saw Chief Petty Officer First Class David Steeves assume the role of Command Chief of the Royal Canadian Navy from Chief Petty Officer First Class Michel Vigneault.

Vice-Admiral McDonald assumes command as the 36th Commander of the Royal Canadian Navy. He has served in a variety of command and staff roles throughout his career, most recently serving as Deputy Commander of the Royal Canadian Navy.

After three years as Commander of the Royal Canadian Navy as part of his distinguished 38 year naval career, Vice-Admiral Lloyd will enjoy retirement with his wife Louise.

The One Navy Team consists of approximately 13,000 full- and part-time military members and about 3,700 civilians stationed across Canada and deployed around the world.

From our Northern Waters to the Asia-Pacific. From West Africa, and the Caribbean Basin to the Mediterranean and Europe Atlantic, our sailors are globally deployed, supporting Government of Canada priorities and making significant contributions to operations with

our allies and trusted international partners.

The RCN currently has three ships deployed on international operations throughout the world, in the Mediterranean, Asia-Pacific and the North Sea. “I am humbled and honoured to assume the watch as Commander Royal Canadian Navy and to be charged with caring for and enabling the amazing Canadian sailors, my Vice-Admiral Art McDonald shipmates — and the families that support them. Together we will ensure the great people-delivered successes for which the RCN is known can continue to be realized. Inspired equally by a rich history and the bright future that the ongoing fleet recapitalization — the largest in our peacetime history — ensures, today’s sailors are equal parts warriors and diplomats. They work successfully alongside allies and partners at home and around the globe to combat crises — man-made or naturally occurring. I congratulate Vice-Admiral Ron Lloyd and Chief Petty Officer First Class Michel Vigneault, for their exceptional service and leadership. We all salute you as you retire,” said Vice-Admiral McDonald, incoming Commander of the Royal Canadian Navy.

Cummins introduces the X15 engine for commercial marine market segments

C

ummins Inc. is thrilled to introduce a fuel and cost-efficient version of its X15 engine for commercial marine market segments including inland waterways, commercial fishing and passenger transport.

Cummins X15 for marine segments is designed to withstand high hour, continuous duty operation with long life in mind.

The engine will offer variable speed and fixed speed ratings between 450 horsepower (336 kW) and 600 horsepower (447 kW), while meeting U.S. Environmental Protection Agency (EPA) Tier 3 and International Maritime Organization (IMO) Tier II emissions standards.

“Our marine X15 engine is yet another example of Cummins continued investment in the marine market,” said Jim Schacht, Executive Director, Cummins Global Marine Business. “Following the introduction of our marine QSK95 engine, which has more power and durability than any other high speed marine engine in its class, our new marine X15 engine reinforces our

commitment to deliver the products our customers need to be successful.”

The X15 utilizes the latest Cummins fuel system product, XPI. This common rail system provides the highest injection pressure of any other common rail system resulting in an efficient fuel burn for clean emissions and optimized fuel economy. In addition to this latest fuel system technology, X15 for marine uses the most intelligent Cummins engine control module, CM2350. CM2350 provides advanced diagnostic and monitoring capability, as well as engine protection through de-rates and automated engine shut downs to prevent catastrophic failures.

The CM2350 technology also features fuel sensor monitoring, digital engine start/ stop functionality, and gear pressure and temperature.

The first installation of Cummins X15 marine engines will take place in a Louisiana (USA) crew boat, replacing a dated nonCummins engine, which will improve the efficiency and performance of the vessel. The marine X15 engine is a perfect option for

owners looking to repower their older vessels.

The engine will fit in place of various types of legacy engines. The X15 will save space in the engine room, deliver cleaner emissions and better fuel economy at a continuous duty power cycle. Cummins has shipped two million 15L engines across multiple segments to date, due to the proven legacy of the X15 platform, Cummins is offering an industry leading two year warranty, proving the company’s commitment to quality.

July / August 2019 — BC Shipping News — 9

NEWS BRIEFS

Helm Operations celebrates 20th anniversary with record milestone

L

eading marine operations software company Helm Operations has announced that it has surpassed the 4,000-vessel mark on its industry-leading maritime asset management and operations platform, Helm CONNECT. Since launching Helm CONNECT in July 2016, more than 1,000 vessels have joined the platform each year, with the 4,000-vessel mark reached earlier in June.

This milestone coincides with Helm Operations’ 20th year as a company.

Founded in 1999 with a focus on providing easy-to-use software for the marine towage industry, the company has made a name for itself by developing powerful and intuitive platforms for the maritime sector, earning the trust of many of the world’s largest harbour docking, barging, and offshore vessel operators. The company has found its greatest success with Helm CONNECT, which is the world’s fastestgrowing marine software platform. Today, more than 170 companies rely on Helm CONNECT to manage vessel maintenance, regulatory compliance, operations

and personnel management, including seven of North America’s top 10 marine operators.

“Reaching 20 years as a company is an incredible achievement,” said Ron deBruyne, CEO of Helm Operations.

“What makes it even more special is the success of our platform, Helm CONNECT. Having over 4,000 vessels using the system is validation that our approach to a flexible, user-friendly platform is resonating with the market.” He adds, “By working closely with our customers, we’re confident that we can continue to deliver the value that the industry is looking for by bringing new technologies to help our customers increase the efficiency of their operations and improve their bottom lines.”

In 2018, following its acquisition

by Volaris Group, Helm Operations announced it would be pursuing a number of new technology projects as part of its Helm Labs program, designed to help implement cutting-edge technologies in the marine industry. As part of the growth of Helm CONNECT, the company is now

working with leading industry partners to bring AI-based vessel dispatch, predictive maintenance and other innovative technologies to the workboat industry.

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NEWS BRIEFS

Canadian Marine Industries and Shipbuilding Association launches

By Colin Cooke, President and CEO, CMISA

W

ell, we’re underway! The new Canadian Marine Industries and Shipbuilding Association excitedly launched this past April during the Mari-Tech 2019 conference in Ottawa.

Building on the heritage of the shipbuilding industry in Canada and indeed, on that of the venerable Canadian Shipbuilding Association that represented our shipyards for so many years, CMISA aims to be broader in scope as it embraces the entire sector, from design to engineering to software to components to the yards themselves — we are the new national voice for the marine industry in our country.

We have challenged ourselves with an awkward acronym: is it See-MISA, Smisa, C-M-I-S-A? But the words in the title are critical – this is a marine industry association. Our modern shipyards are not vertically integrated. They are just one part in the process of manufacturing, maintaining and repairing vessels. They may have a thousand different companies supplying them with what they need to make them viable and able to efficiently and effectively do what they do. As is the case in so many other aspects of life, it takes a community to build a ship. CMISA exists to give that community a voice, and to support it in any way possible. We want to see a strong, profitable, innovative sector that is able to provide well-paid work to a professional workforce looking after the ship-related needs of our maritime nation.

Broadly speaking, CMISA is promoting and supporting the following efforts: • Build and maintain ships in Canada (Build & Maintain) • Support business opportunities for our marine industry members (Support) • Sustain a network to voice our concerns and promote our solutions (Sustain) To achieve that, our members will: • Have a voice in Ottawa; • Be a part of a national network of marine industry peers and have an opportunity to shape the voice of the association; • Enjoy access to business opportunities and services;

• Be able to access industry information and support for their business initiatives; • Be able to access conferences and events created specifically for this sector.

CMISA is now open for business and we are looking forward to working and partnering with existing groups and associations across the country. We anticipate some excellent collaborations based on our initial conversations and are excited about

what is coming together for the year ahead.

That said, we also need your support. Please have a look at our a-work-in-progress website (https://cmisa.ca/) and keep an eye on our progress. Your participation and your guidance early in our efforts can’t help but make for a stronger association.

So reach out, ask questions, make suggestions and please join the new Association.

We are stronger when we are all working together.

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July / August 2019 — BC Shipping News — 11

INDUSTRY INSIGHT

A passion for boats, a head for business Byron Bolton, CEO, Bolton Marine Group

Bolton is able to share insights on the aluminum boat building market for recreational boating, commercial use,

W

hen Byron Bolton first started out in the marine industry little could he have known that he would end up as the largest heavy-gauge aluminum boat manufacturer in North America. With four companies making up the Bolton Marine Group — KingFisher Boats, Renaissance Marine Group Inc. (which includes Duckworth, Weldcraft and Northwest Boats), Armstrong Marine USA Inc., and the most recent acquisition of Daigle Marine — Bolton is able to share insights on the aluminum boat building market for recreational boating, commercial use, law enforcement and military applications on both sides of the border. Add in a few observations on general industry trends and Bolton has captured a snapshot of today’s boat building industry like few can.

BCSN: Byron, could you describe your career path and some of the lessons learned along the way?

BB: I had a passion for boats and the outdoors but also a huge passion for business. When I started in the marine industry as a welder I saw an opportunity. From the beginning I placed a high priority on ongoing personal development and commit to some form of professional development on an annual basis. I think it’s important to ensure that, as the business grows, the

12 — BC Shipping News — July / August 2019

law enforcement and military applications on both sides of the border. leadership continues to grow, not just for me but for the entire leadership team.

To that end, I have attended a number of executive development programs at the Ivey School of Management, Stanford University and Harvard Business School. I have also been active on many industry and notfor-profit boards, including the Canadian Marine Manufacturers Association, the UBC Sauder School of Business and the Young Presidents Organization to name just a few.

My career can essentially be traced through the Bolton Group. It really all started with Kingfisher Boats in Vernon, B.C., previously known as Harbercraft.

We were very focused on the recreational market with a small amount of government and commercial craft. That was in 1992.

Then, almost 10 years ago, we acquired Renaissance Marine Group, located just south of Spokane, Washington. It was a major undertaking to expand across international borders and deal with the different intricacies of U.S. regulations on things like the environment, workers compensation, vessel construction standards and, most importantly, differences in cultures between the U.S. and Canada.

Following the economic downturn in 2008, we felt it was important to diversify from such a high concentration of recreational business which is a much more discretionary market. We looked at different ways to leverage the strengths and competencies of our existing business and saw an opportunity to expand into government and commercial markets. Armstrong Marine in Port Angeles, Washington fit the bill. With more than 25 years’ experience, Armstrong was one of the first companies in North America to focus on catamarans for both recreational and commercial vessels. When we looked at the global market, we saw that catamarans were of significant appeal to customers. To be first in catamarans signaled the strength, innovation and growth potential of that business, which became our first commercial acquisition Continuing on with the plan of expansion into the government/commercial and highly customized recreational sectors, we were very happy to strike a deal with Steve Daigle and his business partner Bob Kristmanson to acquire Daigle Marine in January this year. Much like Armstrong Marine, we were attracted by the tremendous, highly skilled workforce. We found

INDUSTRY INSIGHT Photo courtesy Bolton Marine Group

that very attractive. Over the past 30 years, Steve Daigle has done a terrific job in developing his company into the leading passenger vessel/landing craft manufacturer on the B.C. coast.

BCSN: Is there much interaction between the various companies? And further, could you give me an idea of the size of boats you’re building?

BB: Within our group, we have four different business units — two on the recreational side and two on the government/ commercial custom side. Each business unit operates quite autonomously for operations and marketing but we look for ways that the companies can collaborate, especially on the engineering and design as well as the purchasing department, for example, with raw material or propulsion suppliers.

Because we have been operating KingFisher and Renaissance for a number of years we’ve seen significant advantages to collaborate that has enabled us to grow and continue to innovate and bring new products into the marketplace. We will continue to operate Armstrong and Daigle, as separate business units however we will be focusing on opportunities for collaboration with in-house naval architecture and design, certainly enabling both the Canadian and U.S. operations to tap into a large portfolio of vessels that we’ve developed.

The size of our vessel varies. Recreational boats range from 30 to 50 feet; commercial vessels — for example, fire boats or patrol vessels can range up to mid-60s and the maximum sized passenger vessel we currently build is about 80 feet with a capacity for 149 passengers.

BCSN: Could you describe some of the trends you’ve seen in the aluminum boat market?

BB: Looking at the recreational sector, we’ve seen quite a significant trend to more complex vessels that are larger and more ‘feature-rich’ (for example, with integrated systems). The other trend is the shift from stern drive to outboard power. Outboard power absolutely dominates the market, even with the large vessels.

On the commercial side, outboard power is also increasing in demand. They are more cost competitive and allow for greater flexibility in terms of taking one engine off for repowering – you can have the vessel up and running the next day.

We’re also seeing a higher demand for catamarans. If you look at countries like

Bolton acquired his first company — Kingfisher Boats (previously known as Harbercraft) — in 1992.

Steven Mo, Vice-President (steven.mo@td.com) Andrew Kostiw, Director (andrew.kostiw@td.com)

July / August 2019 — BC Shipping News — 13

INDUSTRY INSIGHT Another trend we’re seeing on the propulsion side — especially over the last few years — is that the propulsion companies are shifting from being engine suppliers, to being “system providers.”

Australia and New Zealand, catamarans have been the hull choice for quite some time. It’s driven by the desire for enhanced ride performance, especially in coastal waters. Armstrong has been a pioneer in manufacturing catamarans in North America and, while the boat manufacturing industry in B.C. has been slower to adopt catamaran technology, I would predict we’ll see that increase in the future.

Another trend we’re seeing on the propulsion side — especially over the last few years — is that the propulsion companies are shifting from being engine suppliers, to being “system providers.” For example, outboard motor manufacturers are now putting a lot of emphasis on systems integration — propulsion, electronics, monitoring, docking, etc. There is a high degree of

integration which I anticipate is a trend that will continue.

We’re also seeing greater interest in hybrid power vessels. We haven’t seen the momentum in B.C. as much as we have in some areas of the U.S., like the Bay area of San Francisco or in Washington State but demand is growing. Recently we partnered with Greg Marshall Design to develop a hybrid ready catamaran for the passenger vessel market. It’s an exciting time.

BCSN: What about trends that have changed the way boats are manufactured?

BB: One of the most significant trends has been the shift from manually lofting a vessel to producing 3D designs. That has a number of benefits for the industry on the design side in terms of variables like hydrodynamics or stability and meeting customers’ needs.

There are other processes and activities that are being automated — for example, computer CNC cutting / forming, we are also exploring robotics within our group, but I should note that, while we’re always looking for ways to increase efficiencies, we hold sacred the craftsmanship for which B.C. and the Pacific Northwest have become known. We strive to automate nonvalue activities where it makes sense and combine that with the superior craftsmanship when it comes to joinery, assembly and welding.

BCSN: Are you finding any shortages of labour in terms of meeting the need for the skills and knowledge required for the advanced technology?

BB: There’s a bit of a double-edged sword — we need a highly skilled workforce to wrap their minds around disciplines like naval architecture, engineering and design as well as fabrication but at the same time, we’re able to produce the vessel much faster without having to place as much domain knowledge in any one specific craftsman.

In our organization, we put a high priority on recruitment and retention of

INDUSTRY INSIGHT Photo courtesy Bolton Marine Group

employees. One of our objectives is to be the preferred employer in every community we operate. While that’s a lofty goal, we believe it’s important, especially if you look 10 years into the future and finding skilled passionate workers continues to be a challenge. We believe that placing a high degree of focus on that gives us a competitive edge.

Right now, we’re not struggling as far as recruiting skilled workers however we tightly align ourselves with trade schools and local communities and keep in mind that there is a greater purpose beyond profitability in building boats. We all need a purpose in life and providing that greater purpose for our employees is important to us.

BCSN: I’ d like to spend some time looking at the differences you’ve found between Canadian and U.S. operations.

BB: As mentioned earlier, there are a number of intricacies between Canada and the U.S. when it comes to local regulations for the environment and workers compensation as well as vessel construction standards and, probably most importantly, in the culture and preferences of customers.

The team at Armstrong Marine, another company within the Bolton Marine Group, has become known for its expertise in building catamarans.

From our perspective, we’re seeing a slight increase in the trend for vessels to be purchased at home — i.e., U.S. customers purchasing in the U.S. and B.C. customers purchasing in B.C. We believe that trend will continue for some time.

For regulations in vessel construction, generally, all vessels are built similarly and to a high standard but the interpretation of those regulations is something that influences the whole notion of vessels being purchased at home.

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www.furunousa.com 5/1/19News 12:15 July / August 2019 — BC Shipping —PM 15

INDUSTRY INSIGHT There are some great initiatives being undertaken on the Canadian coast with the Oceans Protection Plan and we also anticipate a greater demand for passenger vessels as well as vessels to support the growth in the marine industry...

I should also mention, from an environmental and health/safety standpoint, we have very high standards in B.C. and Washington compared to other parts of North America.

That’s an important aspect for our customers as well as for our employees.

BCSN: What are the priorities for the Bolton Group in the coming years?

BB: First and foremost, we’ll continue to strengthen our team in terms of leadership, trades, naval architecture and engineering.

We find that if we focus on the people, the plan will fall into place.

Achieving high levels of customer satisfaction is a close second. Something my father taught me was to “say what you do and do what you say”. Keeping this value front and center along with tools like closed loop contract administrations processes will

enable us to build lasting relationships.

We’ll also continue to invest in new technology. We’re embarking on higher levels of automation in the manufacturing process. We believe it’s critical to have an edge over competitors by staying abreast of new technology.

On the commercial side, including government and military vessels, our goal is to increase our portfolio of product that focuses on the various needs of our customers.

We’ve enjoyed great growth over the last several decades and certainly plan on continuing in that direction while maintaining our standards for quality and reliability in products as well as focusing on shorter lead times and fair and competitive pricing.

BCSN: Does that growth include looking at new locations for manufacturing? Further

to that, could you outline your current market reach?

BB: For the next 12 to 18 months, we’ll be very much focused on internal efficiencies, increased adaption and application of technology as well as growing our portfolio. When we look beyond that, we’ve been successful in acquiring and integrating companies and we’re always looking for opportunities to grow through acquisition.

For the short term, we’re focus on our own backyard — B.C. and the Pacific Northwest — but longer term definitely includes geographic expansion.

Looking at the market we serve right now, on the commercial side, our strongest market is the Puget Sound and B.C. coast but there are some other markets that treat us very well — for example, the Great Lakes, Alaska, Hawaii and a number of different regions. We’ve got a pilot boat under construction right now for a commercial operator in Mexico. For recreational boats, again, B.C. and the Pacific Northwest are strong markets for us but we’re also in areas like California and the Gulf of Florida.

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INDUSTRY INSIGHT BCSN: Do you have a general forecast or insight into the future of the industry here?

BB: I’m optimistic about what the next 10 years has in store for the Canadian and Pacific Northwest boat building industry.

We have seen steady activity with our aquaculture and survey / research vessels. There are some great initiatives being undertaken on the Canadian coast with the Oceans Protection Plan and we also anticipate a greater demand for passenger vessels as well as vessels to support the growth in the marine industry both in and around the Lower Mainland as well as in the north, Kitimat, for example. Certainly, military and law enforcement have aged fleets and will need to reinvest in vessels which creates opportunity for Armstrong and Daigle.

In the U.S., the demand for passenger vessels has been the strongest we’ve seen for quite some time and we anticipate that to continue into the future. The U.S. government has placed a priority on developing further infrastructure to transport passengers in metropolitan areas and that will positively impact aluminum boat building industry particularly. BCSN

About Byron Bolton and the Bolton Marine Group

B

yron Bolton is an avid outdoorsman with a strong passion for the marine industry. Byron is the CEO of family-owned KingFisher Boats, Renaissance Marine Group Inc., Armstrong Marine USA Inc., and recently acquired Daigle Marine Inc. Since 1992, the Bolton Marine Group has developed KingFisher, Northwest Boats, Duckworth, Weldcraft, Armstrong, Daigle and EagleCraft into leading heavy-gauge aluminum boat brands. This broad portfolio focuses on recreational boating, commercial use, law enforcement and military applications -- all well-established in multiple marine sectors. Combined, these brands represent the Number One market share of heavy-gauge aluminum boats in North America.

Byron has attended executive development programs at the Ivey School of Management, Stanford University and Harvard Business School. Byron has also participated on many industry and not-for-profit boards.

For more information: www.boltonmarinegroup.com

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HISTORY LESSON

Vancouver Maritime Museum launches new database Photo: Dave Roels

By Lea Edgar Librarian & Archivist, Vancouver Maritime Museum

T

he Vancouver Maritime Museum (VMM) is excited to introduce its new online database for the collections: VMM’s Open Collections (www. vmmcollections.com). The museum’s artifacts and archival collections are now searchable and browsable online anytime.

The origin of the database stretches back to 2012 when the collections staff selected the open source museum software called Collective Access. A special section of the database dedicated to the archival collections was built by working with the software developers, Whirligig. Over the years, work has been underway to convert and compile the many outdated databases into one new system that can search across both the artifacts and the archives. Another useful aspect of this new system is a separate area for vessels. Using this feature, patrons can look up specific vessels, read a short biography, and see all the artifacts and archives related to the vessel that are held at the museum. For example, have you ever wondered what the museum has relating to the SS Beaver? This section will show you everything we have on the vessel, from

Over the years, work has been underway to convert and compile the many outdated databases into one new system that can search across both the artifacts and the archives. paintings, to photographs, to pieces of the vessel itself. This is expected to be a powerful tool for researchers to search across the collections and make connections in new and exciting ways.

The new database lists all of the catalogued artifacts in the museum’s collection.

It also displays photographs of artifacts where available. For the archives, traditional paper-finding aids will be replaced by the database. Descriptions will reflect the hierarchical nature of these records from the smallest item to the largest fonds. Archival fonds consist of all the records created, used and accumulated by a single organization, individual or juridical person during the transaction of daily business. For instance, patrons can click on the file level descriptions to see all the item level contents of the file (as available). Archival photographs are being continually scanned and will be

Carr, Emily (n.d.). Untitled [watercolour]. Object number: 000.089.011.

18 — BC Shipping News — July / August 2019

viewable on the new database. Researchers can also submit research and reproduction requests online.

Another interesting feature of the online database is the ability to create patron accounts. Here, you may create your own collections of items by using the “light box” feature. Use this to order a selection of images, submit reference requests based on your selected items, or simply save them for future study.

Beyond searching the collections for specific items, artifacts or topics, patrons can also view the “Highlights” section. This area can be accessed from the homepage and presents curated selections of images and artifacts based on themes of maritime history within the VMM’s collections.

With this new and powerful tool now in place, the collections staff will focus efforts on applying for funding for digitization

Pamir underway. 1945. Item number 1991.0061.002.

VANCOUVER MARITIME MUSEUM This new website is part of ongoing work by the VMM and staff to update and improve collections management and digitize its thousands of artifacts and archival items. projects so that as many items in the collection will be accessible to the public around the world.

Executive Director, Dr. Joost Schokkenbroek states, “We trust that this resource will create increased transparency for the institution. It will create improved accessibility for researchers and people locally and internationally who have an interest in maritime history and maritime heritage. It blends in with the museum’s goal to connect more effectively with communities.”

This new website is part of ongoing work by the VMM and staff to update and improve collections management and digitize its thousands of artifacts and archival items. It is a time consuming and expensive process, and the development of this website could not have been made possible without the support of grant funding received from the Department of Canadian Heritage. If you wish to help the museum in its continuing efforts to digitize our collections, please consider donating or becoming a member. Your support makes all that we do possible and worthwhile.

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

Chronometer. Object number: 2006.1012.0001.

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SUSTAINABLE SHIPPING Finding the balance

Protecting the environment while boosting the Canadian economy

By Janet Kelly, Communications Specialist Chamber of Shipping

C

anada’s Pacific Gateway has been successful at growing international trade to the benefit of businesses and Canadians across the country. Despite this success, several significant ecological issues have challenged marine transportation providers to support this growth.

The plight of the Southern Resident Killer Whale (SRKW) has galvanized Canadians in unprecedented ways.

Worldwide, British Columbia is known for its beautiful wilderness — looming mountains, pristine coasts and diverse wildlife. Despite the reputation for its outdoorsy people and a determination to maintain the beautiful natural setting, Vancouver is a city that grew from the ports. The Port of Vancouver is the biggest in Canada, and the third busiest port in North America.

Responsible for moving 147 million tonnes of cargo worth $200 billion (2018), 95 per cent of goods moved through the port serve the Canadian import and export markets.

While the role of commercial shipping is crucial to the function and success of the Canadian economy, it accounts for nearly 50 per cent of the underwater acoustic noise in the Salish Sea. Though it is a sensitive ecosystem, using the Salish Sea as a main trade lane is unavoidable so action is needed to ensure that we, as an industry, are taking care of the environment and putting the right pieces in place to allow it to thrive.

Though it is a sensitive ecosystem, using the Salish Sea as a main trade lane is unavoidable so action is needed to ensure that we, as an industry, are taking care of the environment...

How can we support the economy while protecting the sensitive ecosystems through which we must travel?

The answer is a comprehensive Conservation Agreement in which relevant parties agree to do everything they can to create the right environment to protect the most sensitive areas of the Salish Sea and support growing international trade with innovative and responsible marine transportation.

Over a year in the making, that agreement is finally here — now signed and rolled out.

The Agreement is the first of its kind in Canada and sets the standard for ecological conservation in areas that are critical to supporting the SRKW. While the Agreement was achieved relatively quickly, the idea was broached by the Enhancing Cetacean Habitat and Observation (ECHO) Program in as early as 2016. It took a concerted effort by a combination of diverse stakeholders in order to get the support of key Ministers.

The concept was broadly supported by the marine industry, the BC provincial

government and conservation organizations alike.

The overarching goal of the agreement is to commit to providing support to the SRKW, a highly endangered whale native to the area. Support comes in many forms — in the short term, it comes in the form of reducing disturbances to the SRKW population caused by the large commercial vessels that call on the Port of Vancouver or operate in the SRKW’s critical habitat.

There are specific goals in place to be rolled out over the next five years with plans to extend if necessary. The agreement will remain in place as long as there are no government regulations relating to reducing threats by commercial vessels on the SRKW population.

The Conservation Agreement encourages large commercial vessels to slow down in key foraging areas for the SRKW to reduce underwater noise that may disrupt their ability to find prey. The agreement also pledges ongoing support to the ECHO Program from the signatories and details joint efforts to grow international engagement and collaboration while also collecting and sharing data and research between key groups.

From the archives of Dave Roels

SUSTAINABLE SHIPPING The agreement extends existing voluntary measures designed to reduce the impact of large commercial vessels and hopes to attain a minimum 80 per cent participation rate. Since the Salish Sea is shared between Canada and the U.S., these voluntary measures can establish effective practices and guidelines in a way that traditional regulation cannot as it would be outside the Government of Canada’s jurisdiction.

While the Agreement is new, the commitment by ocean carriers is not. For years, the industry has been collecting data, doing research and changing their behaviour in order to mitigate the effects of shipping — and the Conservation Agreement is formalizing those efforts under section 11 of the Species at Risk Act. The Agreement strongly supports the continuation of the ECHO Program, a Port of Vancouver-led initiative aimed at better understanding and mitigating the impact of shipping activities on the SRKW in the Salish Sea. The document brings together a coalition of different branches of the federal government, port authorities and the commercial marine sector. Specifically, the signatories include the Department of Fisheries, Oceans, and the Canadian Coast Guard, Transport Canada, Vancouver Fraser Port Authority (VFPA), Pacific Pilotage Authority, Chamber of Shipping, Shipping Federation of Canada, Cruise Lines International Association, Council of Marine Carriers and International Ship Owners Alliance of Canada.

So, what do the next five years look like?

Measures implemented by the Canadian government have been focused on addressing the three key threats to the SRKW: limited availability of their prey; physical and acoustic disturbance; and contaminants in the marine ecosystem. While the government is actively pursuing multiple solutions across many industries, the Conservation Agreement will initially focus on reducing noise from commercial shipping. Specifically, the agreement addresses the following over the next five years: Regional engagement and collaborative efforts • Maintain management of the ECHO Program • Engage with Indigenous groups and stakeholders on vessel-related threats to the SRKW and implementation of threat reduction measures

International Engagement and Collaborative Efforts • Engage U.S. authorities on vessel-related threats to the SRKW • Encourage dialogue and technical discussions (through the IMO) on reducing ship-generated noise Data Collections and Research • Support the development and maintenance of an underwater hydrophone network in SRKW critical habitat • Evaluate previously collected ECHO regional ambient noise data • Establish an underwater listening station in SRKW critical habitat • Advance research studies to explore new underwater noise reduction measures • Test noise profiles and fuel consumption rates of ocean-going vessels before and after hull cleaning Initiatives to Reduce Underwater Noise from Large Commercial Vessels • Establish voluntary seasonal slowdown of large commercial vessels in Haro Strait • Address commercial and operational constraints to expanding the area and/or duration of vessel slowdowns • Implement real-time tracking and notification of SRKW locations year round • Offer and potentially expand available VFPA EcoAction incentives for those who have taken action to reduce underwater noise from their vessel • Evaluate the potential for offering ‘quiet vessels’ an option to opt out of voluntary noise reduction operational mitigations such as slowdowns Initiatives to reduce Physical Disturbance from Large Commercial Vessels • Test a real-time whale notification system for professional mariners As noted, this Agreement is the first of its kind in Canada for an aquatic species and may prove to be a model for future agreements/partnerships. Case in point, the National Species at Risk Advisory Committee’s Working Group on Conservation Agreements has expressed an interest in working with ECHO to develop lessons learned from this initiative that could inform future national policy development.

Of course, this innovative approach to protecting species at risk would not have been possible without the continued commitment of ocean carriers that move cargo — and the people who support key Canadian industries.

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SHIPPING

Varamar finds its niche in the West Coast shipping market

W

hile researching the Canadian West Coast shipping market, Andrey Bondarenko, Managing Director for Varamar’s Project & General Cargo Division, found a gap.

“Varamar offers a service that doesn’t currently exist in the West Coast market,” he said. “There are services for large cargo projects (over 10,000 freight tonnes) and smaller cargo can be loaded into containers, but for cargo that is in the middle — 3,000 to 5,000 freight tonnes — there are no efficient solutions for this market.”

Bondarenko has met with a number of local agents and charterers and all see the benefit of having Varamar expand into this market with their fleet of 15 multi-purpose project vessels.

Given the parameters of a minimum weight of 40 to 45 tonnes (anything below that can be loaded in a container) and a maximum of 160 tonnes for the B.C. market; and, size-wise, anything between

“There are services for large cargo projects ... and smaller cargo can be loaded into containers, but for cargo that is in the middle ... there are no efficient solutions for this market.”

12 metres and 90 metres, Varamar is positioned to capture the middle market for Canada’s West Coast.

Background

Varamar’s Project & General Cargo Division is part of a larger group of companies, including Varamar Bulk which operates Handy to Panamax vessels in the European market; a chocolate factory that imports hand-made Belgian chocolate into Ukraine and sells franchises; a digital software company for ship management — SHIPNEXT — mostly used for the bulk market; a travel agency and Varamar Trans, an inland forwarding company in Ukraine. “The Varamar Group, while not as well known in

The MV Beautrophy is a typical size of Varamar's fleet.

22 — BC Shipping News — July / August 2019

the North American market, is a significant player in Europe,” said Bondarenko.

Established in 2009 in Ukraine, Varamar started with a small office with three staff in Odessa. The company initially focused on ship operations and trade between the Mediterranean and Black Sea with routes extending out to Europe and the Middle East/Persian Gulf. After two years, they opened an office in Dubai to provide for round-trip services, and then expanded to Asia after signing a significant contract with a South Korean firm to provide monthly shipments of industrial equipment for shipbuilding. “For the past eight years, we have been delivering cargo between Europe and Asia,” said Bondarenko. “We now have 16

SHIPPING staff in offices serving India, the Far East, the U.S. Gulf and East Coast of South America as well as West and East Africa, and the Black, Mediterranean and Caspian Seas.”

Prior to joining Varamar, Bondarenko worked for a company in Europe which had 50 coaster vessels trading with bulk cargo. He had worked his way through the company as the crewing manager, security officer and port agent before becoming their head of operations. “When I came to Varamar, my job was to build the liner service back from Asia to Europe and I was put in charge of the Asian chartering desk,” he said, providing examples of projects like moving large volumes from the Mitsubishi Hitachi Power Systems project for two power plants in the Black Sea; becoming one of the main carriers for GE to deliver cargo from Europe worldwide; assisting Siemens with a power plant in Egypt; and delivering 80 per cent of the structure to build the Qatar World Cup stadium.

Now, with offices in Odessa, Dubai, Genova and Hamburg, Varamar has set its sights on the Americas. “We’ve had limited involvement in South America with some small shipments of windmill equipment and we operate in the U.S. Gulf and Chile but now, we’ve decided to expand and close the circle — from Europe to North America, and from Asia to North and South America in the future.

One other significant point about Varamar’s operations that Bondarenko stressed was that the company does not own its own vessels. “Given market fluctuations, we’re flexible enough to be able to operate efficiently and respond quickly. While we may have 15 vessels available today, tomorrow, it can be 17 and next month it can be 10. We can be very flexible but we want to maintain a size that is just right for us. We like to think of ourselves as a small, exclusive shipping boutique with people who care.”

Bondarenko further noted that all employees have extensive maritime education. Bondarenko himself has a Masters in Maritime Transportation; the people who work as port captains are former Masters from heavy lift vessels; or on the operations side, the staff used to be stevedores.

Vancouver operations

“My role in the Vancouver office is to develop trade of project and heavy cargo on our MPP vessels, both inbound and

outbound,” said Bondarenko. “The service Varamar will offer to North America, and especially to British Columbia, is unique — we like to consider ourselves a ‘boutique shop’ — there is no one doing what we’re offering.”

Noting B.C.’s strong bulk market, Bondarenko has identified an opportunity for medium-sized volumes of project cargo.

“Trade between Asia and the West Coast is well served by heavy lift carriers for cargo over 10,000 freight tonnes but for freight in the 3,000 to 5,000 tonne range, most is shipped into Houston and then trucked to the B.C. market.”

The Varamar fleet consists of vessels in the 7,000 to 12,000-tonne range and most of them have two x 80-tonne cranes. “When you need to load small project cargo, you can load it onto a container vessel; if it’s bigger than that — say 1,000 freight tonnes, it can be loaded on the deck of a bulker and if you have cargo in the 10,000 to 12,000 tonne range, you would take a big heavy lift vessel. But there’s a sweet spot that is not served — the 3,000 to 5,000-tonne market,” said Bondarenko.

In addition to finding the niche, Bondarenko noted that Varamar has a stellar reputation for good service and transportation and engineering skills. “Our main priority for the Vancouver community is to build the same customer service that we are known for all over the world. There are no answering machines, you’ll always reach a live person because we have worldwide coverage for any time zone,” he said, adding that “we’re known for our flexibility when it comes to fixing a problem anywhere in the world.”

As part of that customer service, Bondarenko emphasized that they are a ‘one-stop-shop,’ providing very strong engineering skills with survey reports, photos, etc., all included in the freight.

“Customers pay once,” he said, “and there are no hidden extra expenses.”

When asked about Varamar’s decision to establish their office in Vancouver, Bondarenko noted that the Vancouver International Maritime Centre had done a good job in promoting the city as an international maritime hub. “We see a lot of projects such as LNG Canada and other infrastructure plans on the horizon.

While we’re not in the market for the large volume cargo, we are able to offer service from South East Asia, Africa and Europe,

Andrey Bondarenko, Managing Director, Varamar's Project & General Cargo Division. especially going into areas with a shallow draft,” he said, noting that in Japan, they often call on small private berths with a draft as low as five metres where cargo can be directly loaded or discharged without extra handling. “Imagine Abbotsford wants to build a new sewage system. We can deliver the cargo directly to a berth on the Fraser River in the volumes needed so they can avoid the costs of shipping to Houston and having it trucked here or delivering a large shipment here that would require storage.”

The future

Noting that it's early days for operations in Vancouver, Bondarenko said he is patiently building up a network of industry contacts and will start to expand the office once the business requires it. “Our goal is to ensure that the customer’s needs are met. This has been our approach across the entire company and will be the approach we take here.”

With an initial focus on the Vancouver and the B.C. market, Bondarenko expects that expansion to other areas of North America will follow. “With the investment and risk assessment we have, we want to use the same structure and procedure to develop ourselves slowly in North America, particularly on the West Coast and in Canada,” he said. “The service that we offer benefits not only the receiver or the manufacturer, but it will also benefit the community.” BCSN July / August 2019 — BC Shipping News — 23

B.C. SHIPYARDS

B.C. shipyards enjoy another strong year

W

ith a good staple of tugs, fishing boats, barges, ferries, cruise ships and naval and coast guard vessels keeping B.C.’s shipyards busy, it was a good report all round in this snapshot of the shipbuilding and repair industry on Canada's West Coast. While most highlighted a typically slow start to the year, spring has been an exceptionally busy time and forecasts were positive moving forward.

And while we weren’t able to get to all the yards, here’s a sampling of activity occuring over the past year...

marine engines, making it more difficult and expensive for owners to build new vessels,” said Drody. “I think this will have an impact on new construction as owners will opt to fix up their old boats.”

ABD is building another two whale watching vessels, both 20 metres in length which should keep the team of 27 staff busy.

And, when asked our annual question on the labour market, Drody said that it remains a challenge to find qualified people, especially experienced metal fabricators.

ABD Boats

Allied Shipbuilders

Having just finished work on the Salish Sea Eclipse, a 23-metre catamaran for Victoria’s Prince of Whales Whale Watching in late April, Al Dawson and Burton Drody reported that activity this year was comparable to last but are expecting next year to be slower.

“Transport Canada is implementing the stricter IMO pollution regulations on

Chuck Ko reported on a particularly busy 2018 with this year holding steady and “more in line with past years.” Allied has come out of a busy first and second quarter, completing a major refit on the CCGS Gordon Reid; special surveys on the Island Tugger and SMIT Saba; an intermediate inspection on the Seaspan Osprey; major refits on three large fishing vessels

— Silver Dolphin, Knight Dragon and Nemesis — plus the regular assortment of ship repairs.

While entering into a short-term slow period due to the scheduling of upcoming jobs, Ko expects the activity level to increase in the near future with work just getting started on the Quadrennial docking as well as an inspection on the SST Tiger Sun and completion of repairs to two hopper barges.

He also has bookings for major refits on self-propelled vessels into the fall.

Ko said he was actively looking to add to his current team of 80. “Allied is looking at recruiting, retaining and training new personnel in several key departments to increase our capability and transfer the skills and knowledge from long-term key employees before they retire to the younger employees,” he said.

Other news from Ko included a special note of the completion of a major maintenance program — steel repairs and re-coating wing tanks — on their large dry dock.

ALLIED

SHIPBUILDERS Shipbuilders and Ship Repairers

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www.alliedship.com 1870 Harbour Road North Vancouver, B.C. Photo credit: Lisa Ireton

24 — BC Shipping News — July / August 2019

T: 604.929.2365 E: asl@alliedship.com

B.C. SHIPYARDS Alex Soo reported that Arrow Marine has been enjoying an active yard this year, stating “We’re doing quite well with a good mix of fish boats, tugs and pleasure craft,” he said, adding that they’ve also been taking in vessels for demolition and scrapping ever since the Canadian Coast Guard started making a push to get rid of derelict and abandoned vessels along the B.C. coastline.

Activities at the yard have ranged from the usual steel and aluminum welding and fabrication work, painting and sandblasting, to Transport Canada Inspections and vessels coming up on a four-year cycle.

Arrow Marine has seen a few major refit projects this year, including one that had the Arrow team replace the main engine on the Harbour Cruises Paddle-Wheeler MPV Constitution, along with repainting the hull and superstructure, refitting the hydraulic system and other various upgrades.

When asked about labour and available tradespeople, Soo noted that, while they were currently at 18 employees, he would

Photo courtesy Arrow Marine

Arrow Marine

The MPV Constitution spent time at Arrow's yard for upgrades which included a new engine. like to add a couple more. “It’s been a challenge to find the right personnel,” he said, “especially those who are able to provide greater versatility in their position and with

their skills.” He also added that a main priority has been on retention, especially once an employee has been trained within the industry.

July / August 2019 — BC Shipping News — 25

Photo courtesy BC Ferries FMU

B.C. SHIPYARDS

The Salish Orca underwent a thruster exchange at the Fleet Maintenance Unit in March.

BC Ferries Fleet Maintenance Unit

Thanks to David Sharpe, General Manager, and Jonathan Bourget, Operations Manager for the following report: Another refit period (Sept-June) is coming to a close at the BC Ferries Fleet

26 — BC Shipping News — July / August 2019

Maintenance Unit (FMU) in Richmond. It was a busy season with 21 vessels undergoing refit conducted at a combination of the Fleet Maintenance Unit, BC Ferries’ terminals and shipyards.

At the FMU, annual recertification and minor refit works took place on the Queen of Coquitlam, Salish Orca, Queen of Alberni, Queen of Cumberland, Queen of Oak Bay, Salish Eagle, Spirit of British Columbia, Salish Raven, and Northern Expedition. Annual refits completed at the terminals included the Coastal Renaissance, Coastal Celebration, and Coastal Inspiration. Major and intermediate dry dockings were effectively completed in local shipyards for the Queen of New Westminster, Powell River Queen, Northern Adventure, Queen of Cowichan, and Klitsa.

The Spirit of Vancouver Island took her long journey to Gdansk, Poland, to complete her mid-life upgrade (MLU) and conversion to dual-fuel LNG. She arrived back to the FMU in April where final preparations were made prior to entering in to service. The project was completed successfully and the vessel in now back operating on LNG. The larger projects undertaken locally by BC Ferries this year included the re-flagging and upgrades to the Northern Sea Wolf and the three quarter life upgrade (TLU) to the Queen of Surrey. The Northern Sea Wolf was transferred to the FMU from Esquimalt in September, 2018 after completing the underwater portion and a significant amount of passenger upgrades. Work was completed at FMU in preparation for departure and commencing service on June 3. The Queen of Surrey was a very large TLU where FMU and contractors upgraded much of the crew and passenger areas including expanding

B.C. SHIPYARDS the gift shop and renewing tables in the snack bar. Below deck there was a significant amount of work completed in the engine room by ship’s crew and FMU trades.

Annual refit work was completed in collaboration with highly skilled BC Ferries trades, technicians and specialized contractors. The refit season was logistically challenging as the Deas basin underwent a concurrent five-year dredging process.

Now, as summer approaches and all vessels move in to operation, the FMU begins planning and preparing for next re-fit season maintaining and servicing shipyard tools & equipment.

Next year will be another busy refit year and will include a large Mid Life Upgrade to the Skeena Queen.

Bracewell Marine Group

Lance Bracewell was happy to report that, at present, Bracewell Marine Group “was swamped” after a typically slow start to the year. “Now, we’ve got some bookings that go right through the summer, but we are always ready to assist anyone if needed,” he said, adding that he’s seeing a lot of CSIs which will usually involve additional work while the vessel is in the yard. To provide just a few examples of projects on the go for Bracewell, Lance described work being done on the Starlight, a U.S. pleasure yacht (redoing the entire wheelhouse as well as some other fibreglass work); the Maren J, Jones Marine’s tug (new boxes, hull replacement, shaft work, new bearings, etc.); the Headstrong II (repair work after damage caused by last winter’s wind storms); and two gooey duck boats for the Parksville area.

Bracewell has been very successful in other areas of the business as well. “The

winch business is going well and the shaft business has doubled since last year,” he said, adding that they purchased two new lathes to help keep up with the work.

Extra staff have also been added, bringing employee numbers up to 37 at present.

As for industry issues, like ABD’s report, Bracewell mentioned the new regulations regarding marine engines and how these are a deterrent for owners to build new vessels.

For Bracewell however, this bodes well for work on repairs. He also noted that now that tariffs have come off, pricing will come down slightly.

Esquimalt Graving Dock

Stafford Bingham, EGD’s Director who works for Engineering Assets / Infrastructure Asset Management of Public Services and Procurement Canada, reported that, despite seeing fewer vessels this past year at the government-owned facility, revenue had increased given that vessels stayed longer at dock. With approximately 64 federal government employees — ranging from High Voltage electricians, Crane Operators, Dry-dock Operators, admin staff, safety and security, Property and Facility Management staff, Project Management staff and Environmental Specialists — ships seen in the past fiscal year included the cruise ships Norwegian Sun and Ruby Princess; BC Ferries’ Northern Sea Wolf, Queen of New Westminster and Queen of Oak Bay; plus HMCS Winnipeg, CCGS Sir John Franklin and FRPD 309 among others.

Upcoming vessels of note that were scheduled for docking included the two New Zealand frigates (HMNZS TE KAHA and HMNZS TE MANA) as well as the two new C

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Photo: BC Shipping News

Bracewell's shaft business has doubled since last year.

July / August 2019 — BC Shipping News — 27

Photo courtesy Esquimalt Graving Dock

B.C. SHIPYARDS

Among the vessels visiting Esquimalt Graving Dock this year was the Emerald Princess, for the installation of scrubbers.

Canadian Coast Guard Offshore Fisheries and Science Vessels, BC Ferries’ vessels (Skeena Queen, Queen of Capilano and Queen of Oak Bay), cruise ships (Disney Wonder and Noordam) and the MV Midnight Sun for a conversion to LNG/dual fuel.

Having recently completed the replacement of the main (north) substation given the high-and low-voltage transformers were nearing the end of their service life cycle, Bingham outlined additional key infrastructure projects that were ongoing: • EGD’s two caissons are undergoing refits to keep them in service for years to come.

• South Jetty reconstruction — A new jetty is needed to replace the old one

28 — BC Shipping News — July / August 2019

that was removed to remediate the waterlot and meet the space requirements of EGD users. The contract has been awarded to a joint venture between SPAL General Constructors and Fraser River Pile and Dredge and completion is scheduled for late 2019. The new jetty is to be constructed with 300 piles and 400 precast elements, and will feature large fenders, crane pads and higher load limits on the deck.

• Main transmission line replacement — EGD is working with BC Hydro to construct and install a new high voltage transmission line from the Esquimalt Sub-station to the Esquimalt Graving

Dock. This will result in a dedicated electrical supply for the facility that can be further upgraded in the future. This project is scheduled for completion by spring 2020.

• Replacement of the North Landing Wharf Sub-station — The purpose of this project is to replace the substation that supplies power to parts of EGD west and the North Landing Wharf.

The project will include underground duct banks, new high and low voltage transformers and all new power kiosks along the length of the wharf.

Lastly, Bingham noted that a new 16-tonne pick-and-carry Ormig Crane had been purchased for use in the dock bottom.

Meridian Marine

Jim McFadden, Peter Bant and Tom Ferns welcomed BC Shipping News to their new yard on the Fraser River in late May. Now located at the south end of No. 4 Road in Richmond, the site boasts a 500foot dock and a draft of nine metres at low tide. “It’s an ideal location,” said McFadden, noting its proximity to BC Ferries Fleet Maintenance Unit and more convenient access for U.S. customers and the capacity to bring in much larger vessels.

To that point, already at the dock and ready to be put back in service was a 428 x 100-foot barge for Alaska Marine Lines.

The Meridian team replaced the complete ballast piping system on the barge, the first of four vessels scheduled for ballast system work with the fourth possibly getting fitted for a ballast water treatment plant (BWTP).

Working closely with associates in Seattle, Glosten & Associates, they have designed and fitted all the necessary pipe fittings (sampling) with the possibility then, that all of the barges can be fully BWT compliant, should the owner’s decide. With good results from on-water testing, McFadden was really pleased with how the project proceeded. “We’ll soon be starting on the fabrication work for the pipes for the second vessel which is scheduled to come in during their slow time, sometime in September/ October,” he said.

Meridian has been busy with a number of other projects this past year. In addition to providing warranty work for the two Spirit Class vessels and the three Salish Class vessels (Meridian has been qualified through ABS for LNG pipe work), they recently finished a major project on board

B.C. SHIPYARDS

Photo courtesy Meridian Marine

Meridian Marine's new location the Fraser River boasts a 500-foot dock with a nine-metre draft (at low tide).

Ocean Pacific Marine

Bruce Kempling reported that the Campbell River yard is enjoying a strong year, more so than last year, and believes that steady pace will continue for a number of years to come. “We’re seeing quite a bit of activity for the commercial industry in general, and more specifically, Department of Defence vessels,” he said, adding that Ocean Pacific has worked on five DND vessels over the last 10 months – two dive vessels as well as the Albatross and Black Duck from Comox and the tug Tillicum from Esquimalt, all of which underwent full refits.

Kempling welcomed the GM Penman, Western Canada Marine Response Corporation’s skimming vessel for its Transport Canada inspection and some addition work; and will be getting the Salish Sentinel in for a major sandblast, paint amd some hull work in early July.

Other news for Kempling included recent upgrades to the yard with some “rejigging of containers and workshops to provide for a more efficient space.” While not to spoil future announcements, Kempling is looking at undertaking some additions to the yard later this year, including an expanded footprint.

Looking at labour, Kempling noted that, while staffing numbers have stayed relatively steady, he has hired a new yard manager and is in the process of hiring a couple of new project managers. “It continues to be a struggle to find good people,” he said.

“Sometimes it’s a lack of people and other

times it is a lack of qualified people for what we need.” With that said, time spent on training — both in-house and off-site – will continue to be a priority.

Point Hope Maritime

Point Hope continues to see increased business activity from B.C. and the U.S. following the strategic investment in capacity expansion of the shipyard in 2015/2016.

Spring 2019 has seen the yard consistently working with crews of up to 150 on as many as 10 vessels.

The aquaculture sector has been strongly represented in the yard with new vessels in for federal certifications and required modifications. These new vessels include new-toB.C. technology to address and mitigate concerns that have challenged this coastal economic sector. “The opportunity to see this new technology first-hand has been very interesting for all of us,” said Riccardo

Photo courtesy Point Hope Marine

the Queen of Surrey for steel and pipe work and are doing refit work on two Canadian Coast Guard cutters — the Pachena Bay and the McIntyre Bay, 19-metre long lifeboats — as well as the MV Asterix, the Royal Canadian Navy supply vessel that was converted from a commercial container ship as part of Project Resolve to develop an interim fleet supply vessel.

Working with sub-contractors such as McRae Electric in Victoria, refit work on the MV Asterix included ladders, access points for the fueling stations, pipe cleaning, and a major shore power 3000 Kw transformer installation, including the complete cable and tray systems for half the length of the vessel. With watertight and fire bulkhead penetrations carried out.

When asked about trends, McFadden estimated business was almost double over last year. In addition to a core group of 12, he’s seen crew numbers go up as high as 20 — and up to 80 for the Asterix project. In terms of trends, he reported that they were working more and more with fibreglass in addition to steel for pipe fabrication.

Point Hope sees a steady of stream of CCG and RCN vessels.

July / August 2019 — BC Shipping News — 29

B.C. SHIPYARDS Regosa, General Manager for Point Hope.

The second year of Point Hope’s five-year dry-docking agreement with BC Ferries saw four ferries in the yard in the first five months of the year. The remainder of the year remains steady with a wide range of vessels booked for maintenance, inspections and repair. The minor maritime defence vessels and auxiliary vessels from the Royal Canadian Navy together with a growing number of vessels from the Canadian Coast Guard represent an important part of the shipyard’s workload. News from the federal government on Point Hope’s application to construct a graving dock is expected late summer/early fall. If successful, this will double the capacity of the burgeoning shipyard and allow Point Hope to welcome larger vessels to Victoria Harbour.

In anticipation of this growth, skills development and attracting new employees continues to be a priority. “We introduced an apprenticeship coach last year who is working across all the Ralmax Group companies providing new employees with opportunities to try out different trades and self-select their desired training,” said Regosa, adding that

30 — BC Shipping News — July / August 2019

in this role, the coach also communicates opportunities for more training or assistance that will help to improve their skills and grow with the company. “This handson approach is working very well to date and currently we have 15 apprentices in the shipyard. We continue to seek out employment and training opportunities with our local First Nation communities and have introduced a dedicated program to increase the number of Indigenous apprentices.”

One of the yard's primary employment goals last year was to attract more women to join Point Hope and Regosa reported on early success with several very talented women now pursuing apprenticeships with us in the yard. “What we hear most often is that we have a positive and supportive work culture which is proving to be a great advantage when it comes to attracting and retaining good people.”

Seaspan’s Vancouver Drydock

Paul Hebson, Vice President and General Manager, reported that overall, activity in 2019 is slightly higher than it was in 2018. He expects a busier summer

this year as the Pacific Northwest market remains buoyant.

For work at the Drydock, first quarter activities were dominated by the completion of the CCGS Sir Wilfrid Laurier refit which included upgraded bow thrusters and fully refurbished tail liners. “By the end of the first half of the year, we expect we will have docked 25 vessels,” Hebson said.

In April, VDC worked with the Port of Vancouver to berth the 291-metre (957 foot) Pan Acacia alongside the Panamax dock for substantial steel repairs. This was first Cape Size vessel to berth at Vancouver Drydock for repairs.

Looking further forward, two ballast water treatment system installations are in the planning stages for the Atlantic Raven and the DBL 185, along with dockings for Seaspan Marine, Seaspan Ferries, Vancouver Pile Driving, Kirby and Harley Marine — all before the fish boat and ferry season starts later in the year.

With staffing levels remaining steady at about 200 tradespeople, Hebson noted that plans are already in the works to welcome the Seabourn Sojourn in 2020.

B.C. SHIPYARDS With the National Shipbuilding Strategy well under way, Tim Page, Vice President, Government Relations for Seaspan Shipyards, summed up current activity by noting: “We are meeting our commitments to the Government of Canada; we are building ships for Canadian Coast Guard and Royal Canadian Navy; we are hiring and training the next generation of shipbuilders; and we are generating economic activity across the country through an everexpanding supply chain.”

With the first Offshore Fisheries Science Vessel, the future Sir John Franklin, almost ready for delivery to the CCG in Victoria, Seaspan celebrated the launch of the second OFSV, the future Capt Jacques Cartier, on June 5th. Right behind the Cartier, guests at the event were able to see significant progress made on the third OFSV, the future John Cabot, which was already in the erection berth. “If you recall last year, that spot was empty,” said Page. “We are months ahead of where we were between the first and second vessels, demonstrating the lessons learned and efficiencies gained for follow-on ships.”

All three OFSVs will have multi-mission capabilities and include scientific labs, acoustic survey equipment, ice-strengthened hulls. They will be capable of deploying fishing trawls up to 2,500 metres deep and are fitted with high-tech electronic trawl monitoring systems. Additional features and specs include 63.4 metres LOA, 16-metre beam and 6.15-metre draft; a maximum speed or 13 knots (with a cruising speed of eight knots); and diesel-electric propulsion.

Photo courtesy Seaspan

Seaspan’s Vancouver Shipyards

Work on the CCGS Sir Wilfrid Laurier dominated the first quarter for Vancouver Drydock.

Next in line and already under construction, the Joint Support Ship for the Canadian Navy is moving ahead well on

schedule. The JSS will be the largest vessel to be built to date at the modernized yard which, as Page indicated, might be getting

since 1935

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The second OFSV out of Seaspan's Vancouver Shipyards.

Photo: BC Shipping News

July / August 2019 — BC Shipping News — 31

B.C. SHIPYARDS additional capital investments to further increase capacity and throughput.

In addition to moving through the major vessels under the NSS, Seaspan’s Vancouver Shipyards was recently awarded an additional 16 multi-purpose vessels for the CCG (on May 22, the Government announced 18 ships in total for the fleet’s renewal, including two Arctic and Offshore Patrol Ships to be built by Irving Shipbuilding in Halifax).

The ships built by Seaspan will be outfitted to accommodate light ice-breaking and offshore patrol as well as search and rescue. In total (i.e., for all 18 ships), the Government had early cost estimates in the neighbourhood of $15.7 billion.

As per Page’s initial comment, Seaspan is indeed hitting some key milestones and numbers. Employment at Vancouver Shipyards is about 1,200. Added to Victoria Shipyardsand Vancouver Drydock, Seaspan now employs over 2,300 people, including a significant number of apprentices. And, through its NSS-related work, Seaspan is enabling significant economic growth in Canada through nearly $850 million in contracts to approximately 570 Canadian companies, including nearly $380 million in contracts awarded to 425 companies based in B.C.

Seaspan’s Victoria Shipyards

Half-way through a “three-year push of high volume,” Joe O’Rourke, Vice President and General Manager, describes activity at Seaspan’s Victoria Shipyards as “intense… focused…and, at times, hectic but with lots of great things happening…” Indeed, last year was the first time ever that Victoria Shipyards executed over two million trade hours (not counting salaried office workers).

Looking at the quick run-through of projects on the go and milestones being met, O’Rourke has every reason to be in a very good mood these days.

Starting with the Canadian Coast Guard Offshore Fisheries Science Vessels (and more details on those under Vancouver Shipyards’ update), Victoria Shipyards is undertaking the final tests and trials on the future Sir John Franklin to get it ready for delivery in late June and is expecting the second OFSV, the future Capt Jacques Cartier, before the year is out.

For the Royal Canadian Navy, O’Rourke reported that both the frigate and submarine projects continue to be core programs for the yard. “We are in final negotiations

32 — BC Shipping News — July / August 2019

with the Government of Canada to sign an in-service contract for the remaining life of the five Canadian frigates on this coast,” he said, adding that the project represents about $3 billion in ship repair work over the next 22 years.

For the submarines, HMCS Corner Brook is currently “in the shed.” Prime contractor Babcock Canada is working to have her in the water by the end of the first quarter of next year with delivery scheduled for later in 2020. “It remains a constant program, employing about 200 tradespeople on a daily basis,” O’Rourke noted. “And once the Corner Brook is out of the shed, the next one slides right in and work begins anew.”

Victoria Shipyards also has side contracts to support both HMCS Chicoutimi and HMCS Victoria, the two other submarines in the Victoria’s harbour.

While still within the scope of naval vessels, both of the Royal New Zealand Navy’s ANZAC-Class frigates are now in the yard.

HMNZS TE KAHA, the first vessel to arrive (in March 2018), will be at the end of its industrial phase by October, at which time it will be moved over to the RCN’s Esquimalt facility to allow Canada to fulfill its portion of the work. HMNZS TE MANA was welcomed in March of this year and has a delivery date set for mid-2020.

Next up for O’Rourke’s report was preparation for the second evolution of work for TOTE LNG and conversion to LNG/dual fuel for the North Star and Midnight Sun. Work has been organized into four 60-day phases to match up to the slow work periods for the vessels — much of the steel work and reconfiguration of the assets of the vessel to be able to place the LNG tank are already complete.

Not forgetting that Victoria Shipyards is also popular for cruise ships, the Emerald Princess was in dock in April/May this year to have two scrubbers installed and, at the end of the cruise season, Disney Wonder and Holland America’s Noordam will come in one after the other. The Noordam is also scheduled for a two-scrubber installation.

“We’re now in the teens in terms of number of scrubber installations we’ve done over the last five years,” O’Rourke said, attributing the return business to the quality of work and solid reputation built with customers.

“The strength of our organization is our staff,” O’Rourke said when asked about labour. “From the tradespeople and all the way through the various support

departments, everyone is focused on being a production-driven shipyard.” Noting that the majority of work comes from return customers, he pointed to this as proof that the team continues to meet and exceed expectations.

Currently employing close to 1,100 tradespeople, O’Rourke expects this to peak at about 1,200 with work on the cruise ships in October. O’Rourke has also added about 25 new staff to the salaried workforce to help support the increased activity.

Not only has Victoria Shipyards become one of the most significant employers on Vancouver Island, they are also training a new generation of ship repair workers, employing about 110 apprentices. “About 40 per cent of our apprentices are women and there is also a significant number who come from First Nations communities,” O’Rourke said. “We’ve been really pleased with the inroads we’ve been making in attracting a more diverse workforce.”

Of special note (and more on this in the update from Esquimalt Graving Dock’s Stafford Bingham), O’Rourke was looking forward to the completion of the four-year project to replace the South Jetty at EGD. With over 1,000 feet of dock space to be ready by January next year – and Victoria Shipyards generating 85 to 90 per cent of the production value for the dock — O’Rourke was pleased to be going back to being a full-size facility.

Sylte Shipyard

Steady as she goes is the word from Annette Russman and Tom Warren. The tug for Gemini Marine Services — an A.G. McIwain design with C32 Cats, Twin Disc MGX 5321 DC transmission, Bracewell winch and shafts, Osborn propeller and Comar electrical components — is just about ready and will be launched in July.

Next up for Sylte is a new tug for Darryl Jones and Jones Marine. The 53-foot tug is outfitted with MTU 12V4000 engines and will feature Rolls-Royce drives. “We’ve already started construction,” said Warren, adding that expected delivery will be in July 2020, following which, another local tug company has already put a hold on space for a mid-2020 start.

Warren further noted that, while there have been one or two changes to staff, they have had no problems with finding qualified and experienced crew who continue to meet and exceed the expectations of tug owners. BCSN

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PROPULSION SCHOTTEL presents new mechanical hybrid propulsion solution

By Sylvain Robitaille, Regional Manager, Canada SCHOTTEL

I

n a close collaboration with Svitzer of Denmark, SCHOTTEL has developed a new hybrid propulsion concept. The new concept is based on the recent SCHOTTEL Y-Hybrid thruster technology and connects a port and starboard mounted azimuth thruster in a vessel with each other. This makes it possible to drive two thrusters with either one of the main engines. The companies are now discussing a pilot project to retrofit an existing tug with the new mechanical hybrid technology. This will transform the direct driven vessel into a greener and more cost-efficient vessel. Svitzer runs a fleet of 430 vessels and operations all over the world, and is having a high focus on innovations and options for fleet modernization. Thomas Bangslund, Group Head of Innovation at Svitzer, was closely involved in the development of the synchron-mechanic hybrid drive system. Svitzer is convinced of the operational and

Different operation modes with SCHOTTEL SYDRIVE-M

SCHOTTEL SYDRIVE-M is a new variable and purely mechanical hybrid propulsion system with no need for any additional electronical components or an additional gear box. environmental benefits of the new SCHOTTEL SYDRIVE-M in both retrofits and newbuilding projects.

Common vessel operation profiles for tugs or workboats include up to 90 per cent of operation time with low engine loads. To optimize propulsion systems for such load, conventional hybrid propulsion systems come with two independent power sources per propeller, normally configured with a main engine and a smaller electric motor. Those additional electric components make those hybrid concepts more complex and more expensive.

Many advantages in main operation modes

Based on the unique SCHOTTEL SRP-Y Hybrid upper gear module for azimuth thrusters, SCHOTTEL SYDRIVE-M is a new variable and purely mechanical hybrid propulsion system with no need for any additional electronical components or an additional gear box. This system comes with many advantages as noted in the three following main operation modes:

Light operation or free sailing mode

SCHOTTEL SYDRIVE-M light operation mode

The core functionality of SYDRIVE-M is to mechanically connect two thrusters and one of the two main engines for all light operation activities which do not require full power of the two main engines. In this synchronized Light Operation Mode, one of

SCHOTTEL SYDRIVE-M full thrust operation mode

SCHOTTEL SYDRIVE-M fire-fighting mode

34 — BC Shipping News — July / August 2019

PROPULSION Compared with conventional tug handling, the advantages of SYDRIVE-M pay off in operating costs. This is due to the many operational mode-specific permutations which maximize operating efficiency. the two main propulsion engines remains alternating off. This leads to a noticeable reduction of operating hours of the main propulsion engines, and thus to a reduction of maintenance costs.

In addition, the single running main engine remaining in operation is now better loaded by two thrusters and operates in a better specific fuel consumption range, leading to less fuel consumption and emissions. In contrast to a conventional tug, with two engines running in traditional Light Operation Mode, where both engines are operated at a relatively low rpm range which is not efficient with regard to fuel consumption and emissions.

Full thrust operation mode

For short operation times when full propulsion power is needed, the connection between the two thrusters is disengaged and each engine is engaged to each thruster.

The system is now identical to any other directly driven propulsion system.

FiFi-mode

For any directly driven vessel, the new SYDRIVE-M system provides a solution to enable fire-fighting operation with no need of an additional investment in components like medium or heavy duty slipping clutches, CP propellers or dedicated engines to supply power to a FiFi-pump. For the SYDRIVE-M FiFi-mode, the disengaged main engine is used to drive the FiFi-pump through its front PTO.

For newbuild and retrofit

SYDRIVE-M can be integrated into any usual vessel design with direct propulsion with no need of design changes. It is available for the SCHOTTEL Rudderpropeller and SCHOTTEL EcoPeller series of azimuth thrusters from 1,000 kW up to 3,000 kW. Retrofit is possible upon request for specific SCHOTTEL azimuth thrusters and engine types. The system has been filed for patenting.

Summary

SCHOTTEL SYDRIVE-M is a new variable propulsion system for purely mechanical hybrid operation, offering the flexibility to operate vessels more efficiently in different modes. It is less complex than common electric hybrid concepts, requiring neither supplementary automation nor electrical components, but only an additional synchronous shaftline and at least one additional simple on/off clutch. In contrast to common perceptions of hybridization, this purely mechanically-driven concept thus requires no additional energy source. This constructional simplicity makes SYDRIVE-M suitable for installation in common vessel designs, and is recommended for easy retrofitting, since it is suitable for existing designs. No matter whether new build or retrofit, vessel operation remains unchanged. In other words, captains and crew receive a tug “like any other” diesel-mechanical tug, with no need for costly special training or knowledge of electrical/electronic systems.

Compared with conventional tug handling, the advantages of SYDRIVE-M pay off in operating costs. This is due to the many operational mode-specific permutations which maximize operating efficiency, resulting in reduced emissions due to higher engine load. In a sample calculation, it was possible to reduce fuel oil consumption (FOC) by 7 to 10 per cent. Furthermore, with more efficient engine use, the mean time between overhauls (MTBO) is extended noticeably.

Sylvain Robitaille joined SCHOTTEL in 2016, founding the Canadian subsidiary in Quebec, and accepting the position of Regional Manager Canada. He currently handles sales and service coordination across the country and throughout the Great Lakes area. Sylvain holds technical degrees in electrodynamics as well as in instrumentation and automation.

In 2017, he was appointed as Chair of the Industry Committee within the Canadian Ferry Association.

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VESSEL MAINTENANCE

Interpreting your propeller scan report

By Adam Kaplan, Chief Technology Officer, TrueProp Software

P

ropellers are a critical piece of boating equipment. Many boat owners know the cringing sound of a propeller strike — whether it’s a log, rope or running aground — the impact resonates across the deck, through your shoes and right to your wallet. To get back on the water, you might choose to have the prop repaired at a reputable propeller shop (the National Marine Propeller Association, NMPA.org, can help you find a certified shop in your area). These shops utilize computer-assisted measuring equipment to inspect and repair damaged propellers to better-than-new condition.

It’s often said that propeller repair is a blend of both art and science. This is absolutely true — experienced repair professionals can save heavily damaged propellers.

Many shops, proud of their work, provide inspection reports to customers to document the before and after conditions of the propeller.

These reports contain a wealth of information, but many boat owners have questions when reviewing them. In this article, we will go over the format of a standard propeller scan report as well as discuss a few tips on how to interpret it. Let’s start with the first part of the report you read, the heading.

The pressure face of the propeller is measured at several pre-defined locations. These locations are described as a percentage of the blade’s length (or more accurately, the blade’s radius). You may see data reported for these positions — for example, “70R” indicates the measurements are taken at 70 per cent of the blade’s length. The higher the class accuracy, the more measurement positions are required.

The report heading

Bar graphs

The heading gives information about the repair shop, the customer and equipment used as well as the date and whether the report is for the initial condition or the final condition.

Inspection criteria

When a shop inspects your propeller, most times they are checking the position and size of each blade in multiple locations.

The positions and sizes should match from blade to blade, within some acceptable margin. This margin is known as a tolerance.

For inspecting propellers, the tolerances for the geometric accuracy are based on the International Standard Organization’s rules for propeller manufacturing. The standard is ISO-484 and it has four levels of increasingly tighter tolerance “classes.”

36 — BC Shipping News — July / August 2019

Class 3 - Wide tolerances Class 2 - Medium accuracy Class 1 - High accuracy Class S - Very high accuracy

Measurements positions

The ISO criteria require inspection of many different parameters of the blades.

Propeller performance is greatly influenced by the propeller’s pitch, or the angle of the blade. There is an average pitch for the entire propeller, as well as a pitch for each blade.

An example of a bar graph providing a propeller blades pitch value.

There is also pitch reported for each blade’s measurement locations (i.e., 50R, 70R, 90R).

The reports tend to use bar graphs to report the pitch of each blade at the measurement locations (e.g., “70R” will have a pitch value and bar graph for each blade). Overlaid on the bar graph results is the tolerance window which gives us the minimum and maximum acceptable pitch for the desired Class.

Measurements of pitch that exceed the tolerance window must be adjusted and repaired to meet the desired Class. The measurement locations (i.e., 70R) can also be broken up into smaller segments to ensure the pitch is consistent from the leading edge (forward edge) of the blade to the trailing edge of the propeller (aft-most edge). This is known as local pitch and is required for the higher repair classes.

Other criteria

While pitch is an important parameter, ISO-484 includes other checks on the blade shape and position. The length of the blade at each measurement location is known as the chord length. Chord length is reviewed because it is important to maintain the same surface area for each blade.

The spacing between blades as well as the position of the leading edge of each blade is checked for consistency. Blade spacing is important for smooth and quiet propeller performance. Lastly, the axial position of each blade is checked. This ensures that each blade is raked (or swept backward) the same amount. (This is sometimes referred to as propeller track.)

VESSEL MAINTENANCE

A report indicating compliance that all measurements are within tolerance.

Compliance summary

There is typically a statement of compliance (or non-compliance) near the top of the report that gives the overall pass/fail status of the propeller with respect to the desired Class accuracy.

Evaluation summary

In addition to the overall compliance, sometimes the compliance of an individual criterion (pitch, chord, blade spacing, track, etc.) is detailed. This provides a nice overview of the work required for damaged propellers or the work performed on repaired propellers.

Gray markers show blade damage and regions that are out of tolerance.

data, we encourage you to talk with your repair professional or contact the author.

So next time you damage your propeller, remember that often the propeller can be repaired to better- than-new condition by a professional propeller repair shop. They say: “knowledge is more valuable than money,” and this extends to high-quality propeller repairs as well. The inspection information

provided by repair shops can be intimidating and non-intuitive for boat owners, but a little knowledge about the inspection process and standards can help you interpret your own scan report and ensure your propeller has been repaired to as-good or better-than-new condition.

Adam Kaplan can be reached at measure@ truepropsoftware.com.

Wheel view

Some software, such as TrueProp, includes a wheel view that displays the shape of the propeller as seen from above.

This view is great for finding the damaged regions on the propeller, which are usually marked with a different color or large dot.

The wheel view often includes the spacing between blades, as well as reporting pitch values for each blade and the average of the propeller as a whole.

Tabular data

In a full report (not usually provided to the customer), the dimensional values for the blade parameters are listed. The repair technician can compare these values to the expected values in order to determine how to repair the propeller. While this data is extensive and hard for a boat-owner to understand, it is essentially a tabular version of the bar graphs and wheel plot data. If you are interested in learning more about this propeller July / August 2019 — BC Shipping News — 37

MARITIME TRAINING

Maritime education in Canada: Let’s move it into the 21st century!

Professor Capt. Edgar Gold, CM, AM, QC, PhD, FNI

C

aptain Philip McCarter’s excellent and thoughtful article, “The Certificate of Competency: An academic credential?’, in the BCSN March 2019 issue, raises a number of important issues that have occupied me during a long career as mariner, teacher, lawyer and consultant. In fact, it is very rare for experienced maritime educators to critically assess our maritime education system.

Although Captain McCarter’s examination is wide-ranging, it probably does not delve deep enough nor go far enough. That is not meant to be critical in any way as, hopefully, the article might open up some further discussion that is badly needed, especially in Canada where maritime issues are generally very low on the political and public interest levels (unless a pollution incident occurs!).

Canada, like Australia and most, if not all, other Commonwealth countries, inherited its maritime education/training system from Great Britain. This was and, to some extent, still is a unique system that has no real equivalent in other major maritime states. Most other maritime states, especially France, Greece, Italy, Japan, the Scandinavian countries, Russia, as well the United States, have always had maritime academies, colleges and specialized universities for maritime training and education that would provide qualifying students with diplomas or degrees either directly or indirectly. At the same time, such qualifying students would also receive their navigational or engineering ‘licences’ that would be issued by the relevant government agency. There were, of course, many variations of this system that, over the years, has strengthened and grown and now provides university-level education and widely-recognized qualifications for seafarers. Developing maritime states such as China, India, the Philippines and several African states have successfully adopted and even improved this system. For example, I have visited China’s

38 — BC Shipping News — July / August 2019

...Canadian maritime teaching institutions, with only minor exceptions, are not providing degree-level education because they were never designed nor legally authorized to do so.

Shanghai Maritime University and Dalian Maritime University several times and can attest that they are not only of a very high standard but easily exceed most ‘Western’ maritime colleges in terms of equipment, facilities and teaching methods.

Unfortunately, the old British system that still rules Canadian maritime education provides far less educational scope for ambitious seafarers. Captain McCarter recognizes this but appears to be placing too much emphasis on the fact that our ‘certificates’ being issued by government agencies is a barrier to academic recognition.

Although this is, to a certain extent, quite true, it is not the real barrier. As Captain McCarter also suggests, one major problem is that Canadian maritime teaching institutions, with only minor exceptions, are not providing degree-level education because they were never designed nor legally authorized to do so. This perpetuates the old, restricted British system that in, Captain McCarter’s words, caters to the “restricted needs, albeit understandable, of external stakeholders.” This is the real issue where the shipping industry, at all levels, wanted to ensure that qualified seafarers would be held ‘captive’ in the industry during their whole career, as their ‘certificate’ qualification was neither portable into another career, nor accepted for other higher education. If this type of policy, if it can even be called that, was ever acceptable, it is certainly not now. Today’s ambitious seafarers are looking far beyond their sea-going career and demand that their maritime training and education become a stepping stone towards a future career or even careers. Regrettably,

our present maritime education system does not provide this and most specialized institutions are basically only designed to ‘cram’ the necessary knowledge, required to pass the certificate examinations, into students in as short a period as possible. This is quite similar in most Commonwealth countries.

In many cases, such nautical and engineering students will have only very limited financial support or often none at all. Loan systems available to students in other higher education systems are rarely available to maritime students. In fact, the old British systems did not really require much education for anyone fit and healthy to go to sea. One could go ‘on deck’ as a sailor or into the engine room as a stoker or wiper and then ‘work your way up.’ For an intelligent person this might work out well. If one had a high school certificate, a berth as either a cadet or marine apprentice might be available. This would normally require four years of very hard work with little payment. But both routes ended up with ‘certificates’ that had basically little value other than in the industry. Marine educators, as well as other maritime professionals trained under this system, when confronted with the ‘other’ maritime education methods, would say: “well, they may be better educated, but we are much better practical seamen and engineers!” This was simply a bit of British maritime chauvinism that persists to this day. It is probably also difficult to admit that such a long-established system no longer works and that there may be other methods that might be much better.

As Captain McCarter suggests, there is room for improvement. However, any

MARITIME TRAINING solutions may not be easy to achieve although they are not insoluble.

Firstly, the requirement of licensing by a government authority, as required under the STCW convention, will not be affected. What does need to change is how the training and education required to reach such a licensing level is delivered. In that respect, maritime education is not very different from many other academic professional systems. For example, medical professionals are trained and educated in university medical schools, their expertise is then certified by their specialty’s governing body and they are then licensed to practice. This is similar for lawyers, accountants, surveyors, etc.

For maritime professionals, it is a slightly different three-step process with the first step being actual sea-going training, followed by a generally undefined maritime education process, and then the final licensing or ‘certification’ by the government agency. It can be seen that the weakness lies in step two that can even be left out completely if a candidate decides to be self-taught. What is needed is for step two to be formalized as a properly recognized, credible higher education level that will provide the student with a degreetype qualification at a Bachelor or, for high achievers, Masters level, in addition to the certificate that will be achieved. It is not suggested that this will work for all maritime students. It is likely that candidates who might not be able to meet the academic standards required for higher levels would instead seek lower level maritime certification. However, it is also likely that any improved system will certainly raise the level of educational entrance requirements for maritime students throughout the industry. This is long overdue as there is no place for poorly educated persons in the modern maritime industry.

At this stage I can imagine many of my master mariner and marine engineering colleagues shaking their heads and saying “it can never happen!” They may well be right as there will certainly be political, industrial, professional and vested interest objections and obstacles to overcome. But it is not impossible. I was delighted to see Captain McCarter refer to the World Maritime University (WMU) in Malmö, Sweden. I am very familiar with this highly successful institution that has just celebrated its 35th anniversary, as I was a member of the IMO’s steering group that brought WMU to life, then served for some years as the Canadian member of the WMU Board of Governors and taught there as a frequent Visiting Professor for many years. WMU has now graduated over 4,600 students from 167 countries at the Diploma, Masters and doctoral levels. A very large percentage of these graduates are former and serving seafarers who have now moved on into the wider maritime sectors — nationally, regionally and globally. Some have reached top level positions in industry, government and international service. WMU is funded by the Swedish Government, the City of Malmö and the UN Development Programme as well regular donations from private and other sources, including the Canadian Government. It is so successful because it fills a gap in maritime education that is either not or insufficiently delivered by many national maritime education institutions.

The question we need to address is: If a high-level international institution of maritime higher education can be created from nothing, confirming that seafarers are more than capable of achieving the highest academic standards in addition to their STCW certification, why can major maritime states, such as Canada, not establish something similar? Furthermore, in the case of WMU everything had to be built from scratch, whereas

in Canada there is already a well-established basic structure in place. It should not be that difficult to expand Vancouver’s BCIT, the Canadian Coast Guard College in Nova Scotia, the Marine Institute in Newfoundland or the maritime schools in Ontario and Quebec to university level if it is demanded and there is the necessary political will. Is it not worth a try? Our maritime students deserve more than they now get. Let us provide them with the tools and abilities that will not just confine them on board or close to ships but give them the scope to really make the contributions they are fully capable of. This would also attract the type of candidates the maritime sector desperately needs but who are now going elsewhere. At a time when the maritime industry is taking another significant step forward into highly advanced technology, greater environmental responsibilities and cutting-edge commercial requirements, there is already a discernible shortage of highly educated and well-trained personnel to respond to these demands.

At this time, only institutions such as the WMU and the maritime universities in China are responding and much of the traditional maritime world, including Canada, is being left behind. The only way to catch up is to bring our maritime education sector into the 21st century by providing seafarers with the high-level maritime education they need and deserve.

Edgar Gold, CM, AM, QC, PhD, DSc (hc), FNI, had a first career at sea for sixteen years and was in command of a variety of ships for several years. He then studied law and holds an LLB from Dalhousie University, Halifax, and a PhD in international maritime law from the University of Wales in Cardiff.

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July / August 2019 — BC Shipping News — 39

MARINE RESPONSE Captain Don Mackenzie

A Pacific Coast Ocean Guardian

By K. Joseph Spears

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s the number of proposed marine projects has arisen on the Pacific Coast, with respect to energy exports, LNG developments and also increased cruise ship activity, a great deal of media and public attention has focused on marine pollution risks posed by increased shipping and the related marine response.

This increased marine activity has shone a light on the role of the Government of Canada and the 2016 Oceans Protection Plan that was to buttress Canada’s marine response capabilities around the country.

Canada recently put out a request for input into a 79-page Canadian Coast Guardsponsored report entitled West Coast Towing Needs Assessment. This document highlights the need and importance for experienced mariners to make a contribution. The Assessment was produced under contract with Paul Rudden, a senior, experienced former employee of the Canadian Coast Guard. That the Canadian Coast Guard is seeking input into this issue provides the genesis of this article on Pacific Coast Ocean Guardian Don Mackenzie and the importance of marine experience in marine response.

What is often lost in the overall marine response discussion is the important role that individuals, experienced mariners and salvors have played on the West Coast with respect to marine response for generations working in conjunction with the Government of Canada and other private sector interests — including marine insurers and cargo interests often using private sector/commerical resources. Many of these past marine incidents have flown under the radar because of the lack of media attention, remoteness and successful outcomes.

In other words, people matter. It is not always about how much money is being spent. When it comes to marine response, experienced people, coupled with the best

40 — BC Shipping News — July / August 2019

What is often lost in the overall marine response discussion is the important role that individuals, experienced mariners and salvors have played on the West Coast... equipment, are key. You can have all the equipment in the world stockpiled in a warehouse, it is no more important, and critical in my view, than to have individual knowledge and experience, often called collective knowledge, integrated into the marine response. Otherwise, you are not always going to achieve the desired marine response result. This is especially true with the newly emerging emergency-towing capability of the Canadian Coast Guard on the West Coast which is the subject of the Assessment. Canada has spent $63 million for an Emergency Rescue Towing Vessel capability awarded to Atlantic Towing for a trial period.

One source of deep collective marine knowledge is Captain Don Mackenzie of Mackenzie Sea Services Ltd. who has plied West Coast waters for over 60 years. While he is well-known to past generations of mariners, Don is likely less known to the new generation of marine response practitioners and mariners. It is important to recognize Captain Mackenzie’s contribution to the existing marine response regime and the importance of passing on collective knowledge to the next generation.

This brief article only touches on some of Don’s experience. His marine legacy really deserves a book.

Experience matters, and Don has a lot, both in towing and salvage on the British Columbia coast. For example, in the 1999 salvage of the mega yacht Golden Cell at Malibu Rapids, Don was recognized as a professional salvor in the subsequent LOF 2000 salvage arbitration in London, England. In that LOF arbitration, the B.C.

tidal currents and oceanographic features were considered a major factor impeding salvage and was part of the pollution risk.

The unique oceanographic factors were considered and reflected in the salvage award. The vessel grounded close to shore in Princess Louisa Inlet. Efforts averted a major pollution incident and a possible complex and expensive underwater salvage using saturation diving had the M/Y Golden Cell slid into Jervis Inlet's deepwater if the salvage had been unsuccessful. ( 800 feet just off the grounding site). Don's prompt and successful efforts were considered "pollution salvage" as pollution was averted in the pristine and unique BC marine environment. This arbitration recognized the challenges of salvage on the BC coast.

It is important to realize that the coastal waters of B.C. are unique and have incredibly strong tidal currents — in some cases, reaching to 22 knots in confined waters.

For example, at Turn Point in Haro Strait, four times the volume of the Amazon River changes direction twice daily. The Pacific coast is a challenging coastline that stretches 27,200 kilometres ( 965 kilometres north to south) with over 6,000 islands. The West Coast is a unique coastline with limited infrastructure.

In the past, the towboat industry was very active on this coast, sailing up and down all the various inlets in support of mining and forestry operations. But as that industry declined, the amount of towage in these waters also declined as did the requisite marine experience in dealing with casualties. Part of the underpinning of working on this coast was making do with

MARINE RESPONSE limited marine infrastructure in a demanding tidal environment with unique oceanographic features. This experience was gleaned from towing in these waters and information was passed down from earlier generations of tow boaters who had limited horsepower tugs but still did some pretty amazing things given limited capabilities on a remote coastline year round.

Local marine experience is key in marine response. Sizing up a situation based on the available marine equipment and the oceanographic conditions in real time under often tight tidal constraints is real world. Committees of one, an experienced salvage master, is often the most effective to make decisions in real-time marine response where time often works against a successful outcome. Don Mackenzie’s experience is based on a rich, marine tapestry of work and can only touch on a few highlights of his 65 years of marine experience.

Don was involved with Mackenzie Barge and then spent five years sailing on the R.J. Jorgenson in the 1960s while it was on charter to Victoria-based Island Tug and Barge. Much of the work undertaken was related to salvage. He was an owner of Seaforth Towing, which did harbour and assist towing in Port Moody, and developed some of the permanent oil booming around the then numerous oil refineries operating in Vancouver Harbour. Don’s tugs were equipped with firefighting equipment and fought numerous fires over the years.

He subsequently sold that company to Cates Towing (now part of Seaspan). During that time, he had occasion to sail a number of his tugs across the Atlantic. After selling Seaforth, he started Mackenzie Sea Services and has done a great deal of coastal towing and salvage work. With the vessel Redonda, Don undertook vessel underwater diving support and equipment testing and was involved in the training of NASA astronauts, including the present Minister of Transport Marc Garneau and Governor General Julie Payette.

The NASA training utilized the Newtsuit, an atmospheric diving suit developed by Phil Nuytten’s Nutyco firm based in North Vancouver.

With his firm, Mackenzie Sea Services Ltd., based in Sechelt, B.C., Don has been involved in numerous projects to support fish farms as well as underwater construction, forestry and salvage and operating the Mackenzie Marina. Don’s marina office is really a massive marine library, second to none. Don has assisted various federal departments in the coastal waters of B.C. with respect to marine recovery and salvage on the coast for decades. His son, Kevin, who crossed the Atlantic at age 11 on his father’s tug, has his own firm, Diversified Marine Ltd., which specializes in various marine construction and support for fish farms on the B.C. coast.

Don has a unique and diverse marine background which has often been called into action with marine incidents. Don was and is never afraid to step up and help. He has developed considerable experience in pollution salvage and has acted as a salvage master. In one case involving the Texada in 2000, Transport Canada allowed the damaged casualty to be towed with his tug, Kinnard, from Haida Gwaii to the Fraser River — much of this decision was based on Don’s extensive towing and salvage experience. Many said the tow would never happen but it did.

As we continue to enhance Canada’s marine response capability through joint efforts with the private sector, collaboration with First Nations, an enhanced Canadian Coast Guard, enhanced response organizations such as West Coast Marine Response Corporation and

Captain Don Mackenzie, the late Don Carpenter and Dave Unsworth of D and E Towing stand outside the Lloyd’s Building in London, circa 2000. other contractors and vessels of opportunity, we need to ensure that the collective knowledge and input of experienced mariners like Don Mackenzie are brought into play. Don has acted in an unofficial role as an Ocean Guardian, continually stepping in to assist with marine incidents. Importantly, he has provided advice to many governmental marine agencies over the years on marine response, derelict vessels and salvage. It may well be that the federally designated lead on marine response and pollution salvage needs an advisory committee, much like the old Regional Environment Emergencies Team (REET), which was a highly successful clearing house for oceanographic and environmental information to an on-scene commander.

In that way, input from mariners/salvors like Don Mackenzie can be readily brought into play so the best possible decisions are made in a timely manner (often, all we’ll have is one tidal cycle of six hours).

We need more TOK (Traditional Ocean Knowledge) in this process which is what the West Coast Towing Assessment seeks.

Combining traditional ocean knowledge with the latest in technology and oceanographic data is critical. This collective knowledge is necessary if we are to have a robust and resilient marine response capability in light of increasing traffic on Canada’s sacred Pacific Coast. What is very new is actually very old. We need to ensure these lines of communication are kept clear and the West Coast Towing Assessment provides a good starting point. Through his actions and dedication to this important work, Captain Don Mackenzie has clearly earned the right to be Canada’s unofficial yet highly effective senior Pacific Coast Ocean Guardian. Personal relationships matter in marine response. Thank you, Don. Joe Spears, the Managing Director of the Horseshoe Bay Marine Group has been involved with Capt. Don McKenzie on marine salvages and was marine counsel for McKenzie Sea Services Ltd in the Lloyd’s Golden Cell LOF Salvage arbitration in London. Joe can be reached at joe.hbmg2@gmail.com July / August 2019 — BC Shipping News — 41

SAFETY MANAGEMENT

Is it time to revisit Safety Management Systems on domestic vessels?

By Philip Woodcock Wyndward Maritime Ltd.

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42 — BC Shipping News — July / August 2019

For many people, reading the news on the Mermaid likely conjured up the image of the capsized whale watching vessel Leviathan II. The answer to the first question is Yes, it not only could occur in B.C. but has already done so in various forms, unfortunately resulting in loss of life. For many people, reading the news on the Mermaid likely conjured up the image of the capsized whale watching vessel Leviathan II. In October 2015, the Leviathan II, with 27 persons on board, capsized off Plover Reef in Clayoquot Sound with the loss of six lives. While more recently, the Victoriabased whale watching catamaran 4Ever Wild, with 43 persons on board, grounded near Smith Island in Washington State.

Fortunately, there were no injuries, fatalities or environmental discharges and the passengers and crew were recovered and brought back to Victoria on a variety of vessels. In April 2016, the tug C.T. Titan overran and sank another tug, the Albern, off Gabriola Island in an incident similar to the Mermaid. Fortunately, the two crew of the Albern were able to escape from the sinking hull and were recovered by the C.T. Titan.

Source: Transportation Safety Board

he tragic collision and subsequent sinking of the river cruise vessel Mermaid on the Danube River in Budapest on May 29 caught worldwide attention. Many Canadians consider an evening cruise through Europe’s capital cities as an ideal part of a vacation, like visitors to our coast view a whale watching cruise.

The incident occurred when the smaller Mermaid carrying 30 South Korean tourists, three tour guides and a crew of two, was overrun by the much larger Viking Sigyn as they approached a bridge, causing the Mermaid to capsize and sink with the confirmed loss of nine persons with an additional 19 still missing. High water levels are hampering divers searching the wreck for casualties and salvage efforts. It is too early for investigators to determine the cause of the accident, although video appears to show that Mermaid swung across the bows of the Viking Sigyn at the last moment. Whether mechanical or operator error or interaction between the vessels was the cause will be determined by the investigators.

On the British Columbia coast there is a lot of waterborne transportation undertaken by small, domestic vessels. While many of those vessels are not carrying passengers, such as tugs and fishing boats, there is a thriving passenger industry.

These include whale watching vessels, expedition cruises, harbour pleasure and dinner cruises and small ferries to list a few. The Mermaid, which was constructed in 1949, is similar to B.C. domestic passenger vessels in that it was not required to be certified to international regulations like the Safety of Life at Sea (SOLAS) Convention; was older; carries a relatively large number of persons for its size; and was operated by a small crew. This raises the question of whether such an incident could occur here and, if so, what can be done by the industry to prevent it?

The Leviathan II capsizing in 2015.

The Transport Safety Board (TSB) investigated the Leviathan II and C.T. Titan incidents and issued reports with findings which are available on their website. One recurrent theme that has been vexing the TSB for many years is for regulators and industry to effectively manage safety risks in their operations. Their “Watchlist 2018 — Key multimodal safety issues in Canada’s transportation system,” published in October of last year makes reference to a combined total of 24 multimodal (air, rail and marine) investigations since 2013 where the lack of effective risk management or a Safety Management System (SMS) were identified. Nine of these reports are specific to the marine industry with six occurring in the Pacific region. The TSB emphasize that this is not a new occurrence and that although they have had SMS as a Watchlist item since 2010, “there has been little progress on expanding the application of SMS to a broader range of companies.”

SAFETY MANAGEMENT Currently, the Safety Management Regulations apply to Canadian vessels to which Chapter IX of the SOLAS Convention applies; vessels on international voyages that are greater than 500 Gross Tons. Transport Canada commenced consultation on making SMS mandatory for domestic commercial vessels in 2010.

However, this was resisted by industry on the grounds of cost and feasibility of implementation by smaller operators. In response to these concerns, the regulatory proposal was amended to only include domestic vessels of greater than 24m in length or vessels carrying more than 50 passengers. The Transport Canada webpage dedicated to Safety Management Systems (which was last updated in April 2015) states: Transport Canada is currently in the process of amending the Safety Management Regulations. The regulatory proposal currently applies to Canadian non-Convention vessels.

When these proposed amended regulations come into force, the following vessels and the companies that operate them will be required to adopt a SMS in compliance with the ISM Code: A Canadian vessel subject to Chapter IX of the International Convention for the Safety of Life at Sea (SOLAS); • A Canadian vessel of 500 gross tonnage and upwards; • A Canadian vessel that is certified to carry more than 50 passengers; and • A Canadian vessel that is more than 24 meters in length and less than 500 gross tonnage The above notice was posted over four years ago yet there is still no requirement for domestic vessel operators to develop and implement a Safety Management System.

While some operators have voluntarily made the investment, this is far from the norm.

Despite there being clear evidence from recent, relevant accident investigations that a structured system of work and assessment of risks, such as those contained in an SMS, would help operators reduce the likelihood of having a major maritime accident, the regulatory framework does not require operators to make the effort and investment to implement such a system. The TSB cited, in the C.T. Titan investigation, “industry … concerns — primarily related to costs and feasibility — that the new regulations would be too onerous for companies that operate small vessels to implement…” as the

reason why the initial 2010 regulatory proposal was watered down. As regulation is not rapidly forthcoming, does the evidence provided by the TSB and recent events direct operators of domestic vessels towards self-regulation to protect the interests of all stakeholders?

What would be the benefits to operators for voluntarily implementing a structured system of work that includes the assessment of risks to their operation and is audited by an external body? Such a Safety Management System could be developed in accordance with the International Safety Management (ISM) Code as is required on internationally trading vessels or to the ISO 45001 Occupational Health and Safety standard. The latter may be better oriented to industrial operators who have existing Quality or Environmental Management Systems, and for whom marine assets only form part of a larger organization.

The first and most obvious benefit would be improving safety and thus reducing risk to personnel, equipment and the environment by having a structured system of work where the risks are understood and mitigated in terms understandable by the crew. Since the TSB reported that between 2011 and 2016, 15 tugboats sank in British Columbia,

of which 14 of these were less than 15 Gross Tons, there is obviously a need to improve safety on small domestic vessels.

Protection of a company’s image and the perception of the industry as a whole is another important aspect to be considered.

Accidents, such as the Leviathan II or the Mermaid involving passenger vessels, are high profile and get media coverage worldwide. Even non-fatal incidents such as the grounding of 4Ever Wild was live on the news and social media before the passengers were safely transferred ashore. As the clientele of the domestic small passenger vessel industry are primarily tourists who want to sample the beauty of British Columbia’s maritime environment, image is very important.

International marine contractors constructing major maritime projects like the LNG Canada gas facility in Kitimat require vessel suppliers to undergo vetting prior to being approved to work. Part of this vetting process will include determining whether the operator has an SMS in place that manages the risks associated with working on that project. These companies cannot afford accidents by suppliers to jeopardize their reputation or contracts and thus drive compliance commercially. Being able to meet their high

July / August 2019 — BC Shipping News — 43

SAFETY MANAGEMENT requirements gives vessel operators access to a lucrative charter market.

Marine insurance forms an unescapable part of a vessel owner’s operating expenses.

Premiums for Hull and Machinery and Protection and Indemnity cover are based on the risk profile of both the industry sector and the particular operator. An Underwriter is more likely to give favourable premiums to an owner that has taken clear and transparent steps towards managing risk, whether that be through a formal planned maintenance system or externally audited SMS, than to one who does just the minimum required by Transport Canada. The local marine insurance market is coming to the end of an extended period of soft rates where underwriters had to be extremely competitive to retain clients. As market rates firm up, Underwriters will be in a stronger position to push clients to reduce their risk profile in order to get reduced premiums, which would allow owners to see a tangible return on an investment in an SMS. The ISM Code consists of only 13 main chapters and can result in an SMS as large or small as the operator feels addresses their

44 — BC Shipping News — July / August 2019

particular risks. The process of identifying the risks and writing procedures for mitigation will provide a safe system of work in a language understood by the crew. If this SMS is routinely audited with a robust system of investigation, the operator will be a long way ahead in reducing their risk profile. To get an independent assessment on suitability, an operator could contract an external body such as a Classification Society to audit the SMS and issue the Voluntary Document of Compliance and Safety Management certificates. This will allow the operator to demonstrate that the vessel is managed in accordance with an internationally accepted standard and has undergone external scrutiny above and beyond that which is required

by Transport Canada. In an effort to reduce the costs and burdens that hampered the 2010 proposal, industry organizations could take the lead and produce standard SMS proformas for their members to adopt and adapt.

The recent sinking of the Mermaid highlights the risks to personnel, equipment, the environment and reputation from the operation of small commercial vessels. The Mermaid has clear and direct parallels to

accidents that have happened in recent years on our own shores. There is no regulatory requirement for domestic vessel operators to invest in developing, certifying and maintaining a Safety Management System, but the findings from numerous recent TSB investigations highlight the consequences of not taking action. This is one case where industry should self-regulate and set a higher standard so as to protect not only the livelihood of their crews and their companies, but also of their passengers. While cost was cited as the reason for not making regulatory changes in the past, can the industry afford now to not take action?

Philip Woodcock is Director of the maritime consultancy, Wyndward Maritime Ltd., based in Victoria, B.C. Wyndward solves problems for management teams of maritime companies by leveraging Philip’s 28 years of experience in all aspects of the industry. Since moving to B.C., Philip has been busy assisting local and international clients in sales, developing safety management systems, performing business process audits, and S&P inspections. He can be reached at p.woodcock@wyndwardmaritime. com.

MERCY SHIPS

Canadian volunteers help provide 100,000 free surgical procedures in West Africa

T

he Canadian office of the international charity Mercy Ships celebrated a major milestone: a baby born with a debilitating cleft lip in Guinea has received free surgery from Mercy Ships volunteers, marking the charity’s 100,000th surgical procedure on board its hospital ships.

Five billion people around the world do not have access to safe, affordable and timely surgical care. In sub-Saharan Africa specifically, 93 per cent of the population cannot get the surgery it needs.

Mercy Ships addresses this global surgery crisis within Africa by sending hospital ships staffed by volunteers to the places where medical care is needed most. These surgeons also train local medical professionals who will stay in their home countries, effecting change long after Mercy Ships departs. Mercy Ships has touched more than 2.7 million lives since 1978.

While many people believe only medical professionals can serve with Mercy Ships, the organization relies on volunteers from a wide range of fields to ensure the ship can operate. Technical volunteers like Canadian Engineer Irik Mallie are vital to the ship’s operations.

Irik and his wife Cathy have served on board the Africa Mercy in various field services since 2009, working in Benin, Sierra Leone and Madagascar. Irik works as the ship’s Chief Engineer and Cathy as a palliative care counsellor.

“This approach really appealed to us, as five billion people in this world do not have access to free, safe and timely surgery. We decided to volunteer,” said Mallie.

Working on board the Africa Mercy is unlike working anywhere else. The ship, a converted Danish ferry, came into service as a ferry in 1984 and is similar in size to the “S” class vessels from BC Ferry Services. She was bought by Mercy Ships in 1999 and converted into a hospital ship.

“Working on a ship in West Africa has many unique challenges — like no quick delivery of spare parts, no reliable water supply to the ship and high temperatures and humidity,” Mallie said. “There is one thing more different than all other companies and that is that all of us want to work. That is very special and cannot be found on any other ship.”

In full operation, the Africa Mercy has six operating rooms, a hospital with 120 beds, hospitality, a pharmacy, housekeeping, dining room, personnel and deck and engineering departments, which all contribute to the life-transforming work. The ship also has a K-12 academy for children of crew members.

“I have the responsibility of 57 people in the Engineering department,” said Mallie. “There are a total of over 400 regular crew and another 120 day workers. Over a year’s period, there are 1,200 volunteers helping to make this ship work and do her job. Some stay for two weeks and some for many years. The crew come from many different countries, making this a unique place to work. Although our rewards are not in a monetary way, the satisfaction is in the fact that you see the healed patients walk off the gangway.”

The ship visits a country for 10 months at a time and, during that time, thousands of people are given free, life-changing operations.

As Mallie celebrates the momentous 100,000th surgery with his fellow Canadian volunteers, he also has another reason to celebrate:

Irik and Cathy Mallie are making a difference on board the Africa Mercy. an invitation to serve on the new Global Mercy vessel as her first Chief Engineer.

“The new ship, the M.V. Global Mercy, is a lot bigger than the Africa Mercy and is built specifically as a hospital ship,” said Mallie.

“She will be 20 metres longer and will have three more decks.

Instead of a crew of 400, she will have 600. Instead of many cabins which can house several people at the time… she will have only two-person cabins. This ship will also have state-of-the-art hospital equipment and bridge and propulsion machinery.”

A ship is the most efficient platform to deliver a state-of-the-art hospital to regions where clean water, electricity, medical facilities and personnel is limited or nonexistent. Moreover, with 50 per cent of the world’s population living within 100 miles of the coast, Mercy Ships can reach people who need care. The ship docks for 10 months in a host nation before moving on to the next partnering country in need.

Looking ahead, Mallie notes that Mercy Ships will need many more volunteers, especially in the Deck and Engineering departments. He also emphasizes that there is no time like the present — the Africa Mercy currently is looking for a number of positions as the ship goes into drydock for maintenance in the Canary Islands from June to August before arriving in Senegal for the 2019-2020 field service.

Canada currently has a number of volunteers who donate their time and skills on board the Africa Mercy. Over 100 Canadians served on the ship in 2018, donating time and a wide range of skills in both medical and technical positions. Volunteer commitments to Mercy Ships range from a few of weeks to many years.

“If you feel the call to serve, do not hesitate and apply,” Mallie said. “Your reward is great.”

For current openings and more information on volunteering, visit: https://mercyships.ca/become-a-volunteer/.

July / August 2019 — BC Shipping News — 45

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Registration is open for the 44th Annual Interferry Conference in London, which will focus on Transformational Innovation. Keynote speakers include David Rowan, founding Editor-in-chief of WIRED’s UK edition, and Guy Platten, Secretary General of the International Chamber of Shipping (ICS). Our program of networking and social events includes a Welcome Reception on the River Thames aboard the Silver Sturgeon, a networking

reception at the Cutty Sark, the Farewell Dinner at the Old Royal Naval College Painted Hall and the Technical Tour featuring Thames Clippers vessels and facilities as well as a look at nearby Woolwich Ferries operations. The conference website has all the information you’ll need about this year’s conference including the networking events, activities, sponsorship and our outstanding venue, the InterContinental London – The O2.

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INTERFERRY

London calling as Interferry conference explores ‘step change’ innovation

A

ll roads lead to London in October when global trade association Interferry stages its 44th annual conference with a wide-ranging program focused on transformational change.

The conference theme of “Innovation” is particularly appropriate in a location that ranks among the world’s pre-eminent maritime centres. London is recognized as the global leader in ship chartering and shipping-related legal, financial and insurance services. Against this background, Interferry CEO Mike Corrigan — previously President & CEO of BC Ferries — is anticipating record attendance at an event dedicated to what he defines as ‘the next big things on the horizon.’

“Our call for papers in March stressed that preference would be given to topics featuring step change as opposed to incremental improvements,” he explains. “I’m thrilled to report that we have had an overwhelming response, to the extent that regrettably we had to decline far more proposals than we could possibly accommodate.

I’m confident that our final selection will educate, entertain and entice delegates to take a totally different look at their businesses for the future. In short, we will be exploring ideas with the potential to revolutionize every aspect of our industry.”

Two keynote speakers have been confirmed, including a return engagement for futurist and hi-tech writer David Rowan, founding editor-in-chief of the U.K. edition of WIRED magazine. At Interferry’s 2017 conference in Split, Croatia, Rowan headed a session on connectivity, which explained how digitalization, data mining and social media were crucial in building the customer experience and enhancing profits.

Back then he predicted: “Digital tools can transform the ferry industry. Business won’t be the same and things will never move so slowly again.” The timing for his recall could hardly be better — it follows the recent publication of his book Non-Bullshit Innovation: Radical Ideas from the World’s Smartest Minds.

Another keynote presentation is scheduled from Guy Platten, head of the International Chamber of Shipping, where Interferry is an associate member. The London-based ICS is the principal international trade association for owners and operators in all sectors of merchant shipping and represents more than 80 per cent of the world fleet.

The keynote speeches will be supported by a broad array of conference sessions highlighting innovation initiatives across the industry.

Senior executives from large and small ferry companies around the world will reveal how they are transforming their operations, while key providers in the customer service arena will report on innovations in areas ranging from terminal interfaces to billing systems and the Internet. In the insurance field, a major company is presenting its insurance risk model based on analytics that could trigger a paradigm shift.

Various industry players are contributing to a session on the drive towards a zero-emissions ferry fleet. In addition, a global line-up of shipyards will offer their latest thinking on building anything from fast ferries to large ro-pax vessels. Another crosssection of industry participants will discuss the current status of

The conference theme of “Innovation” is particularly appropriate in a location that ranks among the world’s pre-eminent maritime centres. autonomous/automated vessels in the ferry market, together with a preview of the way forward and the potential legal ramifications of operating vessels with little to no human interaction.

Two key suppliers are explaining innovative technologies for terminal berthing and bridge navigation, and telecommunications leaders will be examining upcoming advances in IT and satellite networks.

Both days of the speakers pro- Mike Corrigan gram will conclude with what promises to be spirited panel discussions amongst CEOs from a variety of ferry operators representing all corners of the globe. Delegates will hear their take on what the future may look like for their respective companies, and for the industry in general, under the relentless pace of growth in technology and customer expectations.

The 2019 Interferry conference venue is the InterContinental London — The O2 hotel — on the banks of the River Thames. The Guy Platten speakers program on October 7-8 is at the core of an event running from October 5-9. Hosted by commuter and tourist operator MBNA Thames Clippers, the event also features a comprehensive networking and social schedule. Highlights include a reception on the legendary 1869-built tea clipper Cutty Sark — now a museum ship — and a farewell dinner in the historic Painted Hall at the Old Royal Naval College.

For more information, visit www.interferryconference.com.

David Rowan

July / August 2019 — BC Shipping News — 47

LEGAL AFFAIRS

Powers of Transportation Safety Board investigations challenged

By Thomas S. Hawkins Senior maritime partner of Bernard LLP

T

he Transportation Safety Board (TSB) is granted authority to investigate marine casualties pursuant to the Canadian Transportation Acts Investigation and Safety Board Act, (“the Act”). The TSB’s mandate is to investigate and report on the causes and contributing factors leading to marine occurrences.

Typically, as the lead agency, the TSB has exclusive jurisdiction for the purposes of making finds as to the “causes and contributing factors” of the marine accident.

Investigators will attend at the scene, conduct examinations of the vessel and physical evidence and engage in expert analysis.

Interviews of crew and other individuals involved in the marine occurrence including witnesses will be conducted shortly after the accident and a report is often, but not always, prepared by the TSB. That report will make findings as to the causes and contributing factors, identify deficiencies in safety and make certain recommendations to improve safety.

In a recent Federal Court of Appeal decision in Hugh Mackenzie v. Transportation Safety Board of Canada 2019 FCA 39, the court heard an appeal from the appellant Mackenzie from a decision of the Federal Court trial division dismissing an application for judicial review of a notice (the Notice) issued by the TSB compelling the production of certain information from Mackenzie’s company, Kingston and Islands Boat Lines Ltd., which operates tour boats near Kingston, Ontario.

On August 8, 2017, one of the company’s vessels, Island Queen III, grounded near Whiskey Island and took on water. The TSB investigated the grounding as it was not in dispute that this was a marine occurrence as defined under the Act. As part of that investigation, the TSB sought witness contact information from the appellant company. The company refused to provide the information and therefore the TSB 48 — BC Shipping News — July / August 2019

The appellant Mackenzie, on behalf of the vessel owner, brought an application for judicial review challenging the TSB’s Notice on the grounds that it was overly broad and violated the protection against unreasonable search and seizure... issued the Notice requiring the company to provide it with certain information concerning the passengers onboard the vessel at the time of the marine occurrence together with the crew list for vessels operated by the company. The TSB relied on its powers under the Act when issuing the Notice.

The appellant Mackenzie, on behalf of the vessel owner, brought an application for judicial review challenging the TSB’s Notice on the grounds that it was overly broad and violated the protection against unreasonable search and seizure in section 8 of the Canadian Charter of Rights and Freedoms.

The appellant also sought an order striking parts of the Notice while compelling the TSB to disclose the basis for its contention that the requested information was relevant to its investigation.

Interestingly, neither the Federal Court trial decision nor the Court of Appeal decision discloses the reasons why the vesselowning company challenged the TSB’s request for this information during the investigation but it could be surmised that there were sensitive labour relations issues or privacy matters involved.

The TSB threw a curve ball while the judicial review application brought by the owners was awaiting hearing: The TSB sought and obtained a warrant from the Ontario Criminal Court to seize information from the owner’s offices. Apparently, the TSB was requested, but refused, to not use the seized information under the criminal warrant before the hearing of the Federal Court judicial review application. The owners then applied for an

injunction at the Federal Court to prevent the TSB from making use of the information obtained under the criminal warrant until the judicial review hearing was completed. The Federal Court declined to grant that injunction, deciding that it was without jurisdiction to consider the validity of the Ontario Criminal Court’s warrant. The Federal Court ruled that bringing such criminal warrant issues into the Federal Court would amount to a collateral attack on another court’s jurisdiction.

However, the Federal Court was less than happy with the approach taken by the TSB and voiced concern about the use of the criminal warrant procedure to undermine an otherwise appropriately engaged judicial review proceeding at a time approaching the eleventh hour to the upcoming judicial review hearing.

Be that as it may, the owner’s judicial review was heard at the trial division in July 2018. The Federal Court trial judge decided that the decision of the investigator to issue a Notice was not unreasonable as the request to obtain information about the passengers who may have witnessed the incident and have useful information as well as the crew who may well have useful information about training and procedures falls within the TSB statutory powers.

The company owners argued that the Act makes it clear that the TSB’s power to investigate transportation occurrences related solely to identifying their causes and contributing factors. The trial court disagreed, writing that the TSB can investigate transportation occurrences to further any of its

LEGAL AFFAIRS statutory objects, including making findings about the causes and contributing factors, but also extending to the identification of safety deficiencies and making recommendations to eliminate safety problems.

The court concluded that the TSB’s interest in speaking to passengers and crew members can readily be seen as a means of determining whether there are any safety issues arising from the occurrence itself, or perhaps more systemic safety problems that merit the TSB’s attention.

With respect to whether the investigator’s decision to issue the Notice complied with the Charter of Rights and Freedoms, the court held that while privacy interests can certainly arise in respect of business, in this case, the TSB was seeking information about passengers and crew members, not the business of the vessel owner. While the company may have an obligation not to disclose such information, unless required to do so, the court held that the TSB acted within its statutory powers in requesting the information. In any event, the public safety concerns underlying the statutory grant of those powers outweighed any minor impact on anyone’s privacy.

Still unhappy, and perhaps standing on principle, the vessel owner appealed that decision to the Federal Court of Appeal. Notably as discussed above, the TSB was not prevented from making use of the information which they obtained pursuant to the criminal warrant in any event. The Court of Appeal noted that the appellant raised many of the same arguments as had been trotted out in the court below. In considering the appeal, the Federal Court had first to decide whether the court below identified the appropriate standard of review and applied it properly. The Court of Appeal concluded that as the TSB exercised its discretionary power to issue the Notice under its home statute, the trial court properly applied the reasonableness standard.

The Court of Appeal, in dismissing the vessel owners’ appeal, observed that the requested information concerning passengers onboard at the time of the occurrence and the crew list for vessels operated by the company was relevant to the investigation. The issuing of the Notice formed an appropriate part of a legitimate effort to obtain necessary information from witnesses who are present or had experience with the company’s operations.

Therefore, the Notice represented a reasonable use of the statutory powers available to the TSB as part of its duty to discharge its legal mandate.

In the result, the Federal Court of Appeal has confirmed the broad discretionary power to conduct investigations and issue Notices requiring vessel owners to provide documentation...

In the result, the Federal Court of Appeal has confirmed the broad discretionary power to conduct investigations and issue Notices requiring vessel owners to provide documentation and information touching on the circumstances of a marine occurrence. Further, such information does not have to be specifically related to determining the “causes and

contributing factors” to an occurrence but can be obtained to further other TSB objects such as identifying safety problems, making recommendations and reporting publicly on its findings.

Thomas S. Hawkins is a maritime partner with Bernard LLP. He can be reached at hawkins@bernardllp.ca.

July / August 2019 — BC Shipping News — 49

EVENT RECAP

Tugboat conference highlights influences on industry

T

he Council of Marine Carriers (CMC) conference organizing committee once again outdid themselves in providing a relevant agenda, great networking opportunities and interesting exhibits and displays at the Empress Hotel in Victoria on May 2 through 4. And, as noted by Conference Chair, Captain Leo Stradiotti, with the continued support of sponsors, exhibitors and attendees, conference profits have provided $12,000 in postsecondary scholarships every year for the past 11 years.

As is tradition, the first day’s golf tournament always provides for a relaxing (for want of a better word) way to get ready for a busy schedule ahead. This year’s tournament was held at the Highland Pacific Golf Course. Notable winners that were congratulated at the following day’s luncheon included Sheena Reagan, BC Ferries, for Women’s Low Gross and Paul Kim, Island Tug & Barge, for Men’s Low Gross.

Over the following two days, conference sessions were divided into five parts — each in turn looking at aspects influencing the tugboat industry: the economy,

Over the following two days, conference sessions ... provided for relevant, insightful and entertaining reports that had attendees fully engaged. technical influences, partnerships, industry impacts and government influences.

Senior-level industry representatives — all noted authorities on their presentation subjects — provided for relevant, insightful and entertaining reports that had attendees fully engaged. Emcees Captain Phill Nelson, CMC President, and Captain Leo Stradiotti, CMC Chairman and Conference Chair, did a great job of keeping the agenda on track.

While space only permits for highlights, the following recaps should be more than enough to encourage readers to attend the next CMC conference, scheduled for Whistler in 2021.

Starting with the ‘big-picture,’ keynote speaker Todd Hirsch, Vice President and Chief Economist, ATB Financial, looked at Canada’s economy. With a title of “Adapting and Evolving in Challenging

Times,” Hirsch highlighted five “themes” that were affecting today’s national economy and how each person was going to have to at least think about how these would impact on their own business: 1. Nationally, the number one issue for Canada’s domestic economy is the energy sector and how that industry is trying to adapt to bring a balance between the economy and the environment. Hirsch used the example of the Trans Mountain Pipeline Expansion Project to highlight the difficulties in Canada’s approval process and pointed to innovations, such as CN’s “Canapux” (bitumen blended with polymer to form a solid pellet that can be transported by container rather than tanker), that provided for alternatives to traditional methods as a way to adapt to today’s regulatory environment.

Legacy Award recipient Robert G. Allan, P.Eng., FEC, FRINA, FSNAME

T

here was no doubt as to the worthiness of Rob Allan to receive this year’s Legacy Award. World-renown for innovations in tug design, Rob Allan was recognized for his considerable contributions to B.C.’s tug industry over his 50-year career.

While unable to attend in person due to a long-standing previous commitment, Allan sent a message, read by Captain Nelson, in which he thanked the CMC for such an honour. “While Robert Allan Ltd. has evolved into a successful international business, particularly over the past 25 years, I am always aware of and extremely grateful for our roots here in the towing and ship-handling businesses of British Columbia and for the lessons about successful tug designs that we learned from previous generations of CMC members,” he wrote. He further noted: “I am most grateful for this Legacy Award, and accept it on behalf of not only my Father and Grandfather, who laid the most solid of foundations for our business, but also for all of those who have worked with me for many years to continue the legacy of well-designed, safe and efficient vessels of all types.” In addition, Allan recognized the support, friendship and expertise of Peter Woodward, Hans Muhlert, Ken Harford and Mike Fitzpatrick and paid special thanks to his wife Enneke who, “for the past 48 years has recognized and accepted my commitment to maintaining this family heritage!”

50 — BC Shipping News — July / August 2019

TUGBOAT CONFERENCE 2. Greater economic diversification of the Canadian economy. Hirsch noted that Canada is reliant on natural resources and traditional manufacturing — while these remain the backbone of the economy, in 2019, new sectors and industries are presenting new opportunities.

3. The growing application of AI, robotics and automation and how we can adapt and integrate these new technologies while considering the impact on today’s workforce.

4. Rising disparity in wealth and opportunity and how this is being addressed by various governments around the world — for example, implementing policies like a universal basic income.

5. The current global environment in the context of Canada as a medium-sized economy and the impact of events beyond our borders where we have no ability for control.

Narrowing the perspective of the economy, Captain Stephen Brown, Director of Marine Operations and Security, Harbour Master, Port of Vancouver, looked at the economic impact of the Port of Vancouver on the national, regional and local economies. As the largest Canadian port at a throughput equivalent to next five ports combined — 147 million tonnes per year — Vancouver’s port trades with 170 economies and provides for 115,000 Canadian jobs, of which 90,000 are in the Vancouver area. Within that context, Captain Brown provided insight into a number of issues, including an aging workforce, a forecast on world economies, projection of growth of port cargo (roughly 3.6 per cent year over year) and how the port was continually looking for ways to develop greater terminal capacity with limited industrial land. He highlighted issues, first those at a global level (e.g., new fuel standards, ballast water management and the boom and bust cycles of shipping) and then at a local level (e.g., the increasing size of vessels, traffic management and resistance to port modernization by environmental groups), before focusing on China’s growing importance and dominant influence on shipping.

The last speaker of the first session narrowed the economic theme even further.

Peter Lister, Vice President, Commercial Services, Seaspan Marine, considered how economic growth has driven the tugboat industry in British Columbia. Looking at the forestry sector, Lister reviewed the

The CMC team and the conference committee organized a great conference. Above: Bonnie Nelson, Teresa Ledesma, Robert Nelson and Phill Nelson. industry that it used to be.” He outlined global trends such as population growth, a rising middle class, climate change and automation that would have an impact on local industry. Seeing both challenges and opportunities, he stressed the importance

historical significance and trends therein that impacted on the tug industry. “In spite of the fact that the forest sector is still a big driver of growth in B.C., and still significant in terms of employment and contribution to the GDP,” said Lister, “clearly, it is not the

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TUGBOAT CONFERENCE Roy Haakonson, President, BC Coast Pilots Ltd., reflected on the 160-year relationship between pilots and the tug industry and provided insights into trends that are impacting vessel berthing operations. of being able to find ways to balance an increased demand in goods with mitigating the industry’s impact on the environment.

The second session of the day, focusing on technical influences, saw three presentations from leading industry suppliers. Sylvain Robitaille, Regional Manager, Canada, SCHOTTEL Marine Propulsion Systems, gave a great presentation on the evolution of azimuth propulsion systems. Robitaille has generously turned his presentation into an article for BC Shipping News that can be found on Page 34. Patrick Webb, Sales Manager, Americas, GE Transportation, reviewed low-emissions diesel engines; and

Jurriaan Daams, Area Manager, Canada, Damen gave an overview of Damen’s IMO Tier 3 solution.

Afternoon sessions continued the theme of influences by bringing in perspectives from “Our Partners.” Roy Haakonson, President, BC Coast Pilots Ltd., reflected on the 160-year relationship between pilots and the tug industry and provided insights into trends that are impacting vessel berthing operations. For example, Haakonson noted that the increasing size of vessels required greater tug capacity and control but that technological advances in the areas of vessel design and operations as well as in

training tools such as simulators were providing solutions. He ended by stressing the importance of working together to ensure safe passage for billions of dollars’ worth of trade.

David Schick, Director of Policy and External Affairs, Parkland Fuel, looked at changing transportation fuels in response to environmental requirements. “What we’re experiencing is a lot of environment policy changes at all levels of government,” Schick said. “It means changing fuel specifications to ensure we’re fulfilling those requirements while also ensuring that we meet greenhouse gas emission reduction targets.”

Changes that Schick saw coming would include LNG bunkering; equipment changes to lower emissions like those described in Jurriaan Daams’ presentation on IMO Tier 3 solutions; and greater electrification of the port.

Under the theme of “Industry Impacts,” Bikram Kanjilal, Director, Marine

More photos online at: www.bcshippingnews.ca 52 — BC Shipping News — July / August 2019

TUGBOAT CONFERENCE sites, lifeboat replacements and infrastructure funding. “There is an ongoing investment in B.C. in both people and technology,” he said before acknowledging the importance of Canada’s tug industry.

Similarly, Bob Gowe, Manager Marine Projects, Transport Canada, reviewed the many initiatives underway under the auspices of the Oceans Protection Plan including emergency response and incident management, improvements in oil spill response plans and modernizing Canada’s marine safety regulation and enforcement regime. Gowe noted that the goal of the OPP — to preserve and restore vulnerable marine ecosystems by reducing the impact of day-to-day vessel traffic — has been successful in building new partnerships and providing stronger, evidence-based research that is allowing for governments to make more informed policy decisions.

Capping off a highly successful conference, attendees were treated to a night of fun and entertainment in the Crystal Ballroom of the Empress Hotel. In addition to the casino, ventriloquist comedian Michael Harrison entertained guests as did Maury Stearns, the pianist at the reception, and DJ Lucas for dinner and dance music.

Many companies played a key role in adding value to the conference. In addition to Platinum Sponsor Damen and Gold Sponsors: Port of Vancouver, Island Tug and Barge, AMIX Group, Parkland Fuel Corporation, SAAM SMIT Towage, Mercury Launch & Tug and Ledcor, a sold-out exhibit area included companies like Frontier Power Products, WCMRC, Cummins, BNAC Environmental Solutions, Capilano Maritime Design, Albion Marine Solutions and many more. BCSN

Photo: Dave Roels

Development, Trans Mountain, John Armstrong, SAAM/SMIT (retired), and Bob Brash, CEO, Haida Enterprise Corporation, each in turn imparted great insight into the sectors of industry where they are recognized as leaders. Kanjilal spoke about the latest National Energy Board ruling for the Trans Mountain Expansion Project and the recommendations made that, if implemented, would have far-reaching implications on the shipping industry at large. With a 40+-year career in B.C.’s tug and barge industry, Armstrong made some astute observations about the trends the sector has seen, both past and current, including advances in design, power and capability to meet the needs of ever-larger ships. Brash looked at how the forestry industry had changed over the years and the ways in which these and future changes affected, and would continue to affect, the tug industry.

The working part of the conference came to a close with the final session focused on government influences. R’Adm (Ret) Roger Girouard, Assistant Commissioner, Canadian Coast Guard, gave attendees a full and comprehensive overview of the many initiatives underway in the Western Region, including industry developments like the Trans Mountain Pipeline Expansion project and T2 at Roberts Bank which would require support. In addition to outlining the new vessels to be built under the National Shipbuilding Strategy, he reminded attendees that the CCG is not just active on the water — it has one of the largest construction companies in the country and technical talents that rival Telus. With safety as the key priority, Girouard outlined a number of proposed B.C. coast improvements, including new lifeboat stations, new radar

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