BC Shipping News - March 2016

Masters Ticket: Canada’s certification challenge

BCIT Marine Campus: New leader brings strong skillset

Ferry Safety: The continual pursuit of safety excellence

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

Volume 6 Issue 2

www.bcshippingnews.com

NEWS March 2016

Industry Insight Captain David (Duke) Snider The Nautical Institute

Training

Navy upgrade will bring streamlined training

Risk Management

Criminalization: The Prestige — A lesson in “zero-risk”?

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Contents

NEWS

March 2016 Volume 6 Issue 2

Cover Story

24

42 Training

Captain Philip McCarter: New BCIT Marine Campus leader brings strong skillset to the job

7

Editor’s note

8

In brief

14

Industry insight

22

By Jane McIvor

Industry traffic and news briefs The mariner’s mariner Captain David (Duke) Snider, Senior Vice President, Nautical Institute With over 35 years of a career at sea, Captain Snider is the mariner other mariners seek out for advice, leadership and guidance.

24 27

30

History lesson

A cursed ship: The Clallam disaster of 1904

By Lea Edgar

34 36

39

14

Naval training

Navy upgrade will bring streamlined training

By Ray Dykes

Search and rescue

Partnerships key to saving lives

By Captain Paul Trenholm and Acting Sub-Lieutenant Kyle Reed

Risk management

Criminalization of risk management: The Prestige — A lesson in “zero-risk”?

By Nigel Greenwood

Marine training

Canada’s crew training and certification challenge

By Gordon Yahn

Safety gear

A good fit for safety

By John Lewis

44 46

48

Hazmat training

Nanaimo’s Hazmat Awareness Training hailed as a major success

Legal affairs

Limitation of liability — post Peracomo Federal Court tackles recklessness

By Thomas S. Hawkins

Marine art

The art of Tracy McMenemy Finding beauty amid the ruins

50 Events

Mari-Tech heads east for 2016

51 Associations

ABCMI working to establish a solid foundation

By Alex Rueben

30

Ferry safety

BC Ferries: The continual pursuit of safety excellence

On the cover: BCIT’s Kongsberg simulator (photo: Dave Roels — www.daveroels.com); above: ORCA training vessels (photo courtesy Department of National Defence; right: Prestige Captain Apostolos Mangouras (photo source: http://www.20minutos.es/ (ATLAS / CAPTURA); left: Captain David (Duke) Snider.

March 2016 BC Shipping News 5

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March 2016 Volume 6/Issue 2

Publisher McIvor Communications Inc. President & Editor Jane McIvor Contributing Writers Ray Dykes Lea Edgar Nigel Greenwood Thomas S. Hawkins John Lewis Captain Philip McCarter Tracy McMenemy Sub-Lt. Kyle Reed Alex Rueben Captain David Snider Captain Paul Trenholm Gordon Yahn

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International Sailor’s Society Canada Vancouver Transportation Club

EDITOR’S NOTE

Photos by Dave Roels, www.daveroels.com

An important edition of BCSN

W

ith our focus on training and vessel safety in this issue of BC Shipping News, it’s no wonder that the majority of contributing writers have built their careers at sea. Who better to provide insight into issues like polar shipping, search and rescue, Transport Canada’s certification regime, or the criminalization of seafarers? It’s an impressive line-up with equally impressive articles.

While all are important for a better understanding of the opportunities and challenges facing mariners, none more so than the gripping article from Nigel Greenwood who puts the fate of Prestige Captain Apostolos Mangouras into context for B.C.’s coast. Thirteen years after Captain Mangouras, now 81 years of age, was forced by Spanish authorities to tow the ailing Prestige some 130 miles offshore where she subsequently

sank, he was found guilty in January of “recklessness.” It’s a heartbreaking travesty of justice (using the word “justice” in its loosest possible interpretation) and it raises a frightening spectre for mariners, especially here in B.C. where politicians think nothing of using the industry as a means for scoring points with an uneducated public.

Read Nigel’s story on page 30. It’s riveting...and concerning. — Jane McIvor

Need a primer on the industry?

Business of Shipping can help The Chamber of Shipping’s highly successful full day “Business of Shipping” course in conjunction with the Institute of Chartered Shipbrokers is presented by an experienced group of industry professionals led by the Chamber’s president, Captain Stephen Brown.

Since inception in April 2008, the course has been presented several times in Vancouver in addition to Prince Rupert, Nanaimo, Calgary, Winnipeg and Ottawa. “The team has made a tremendous effort to reach out to the shipping community and fill the knowledge gap” said Captain Brown.

“No two courses are the same since our industry is constantly evolving and we always aim to tailor to the needs of a particular audience.” The next course is scheduled for May 19 in Vancouver, registration details are available from the Chamber’s weekly newsletter or online at www.cosbc.ca.

The Business of Shipping Presentation Team (left to right): Peter Swanson (Bernard LLP), Kevin Obermeyer (Pacific Pilotage Authority), Stephen Pyne (Montship Inc.), Daryl Raibl (CTL Westrans), Christian Waldegrave (Teekay Shipping), Paul Hexter (Methanex/Waterfront Shipping) and Stephen Brown (Chamber of Shipping).

Photo credit: Lillian Chow, Teekay Shipping

March 2016 BC Shipping News 7

INDUSTRY TRAFFIC

A grateful industry bids farewell to Stephen and Rose

W

ith the retirement of both Rose Bray and Captain Stephen Brown from the Chamber of Shipping of British Columbia at the end of February, the industry will most certainly feel their absence and be all the poorer for it.

The contributions both have made to the shipping industry have been immense. The leadership and support they have afforded the industry — Rose for 19 years, Stephen for eight — have been key components in ensuring a stable, productive and prosperous shipping community in B.C. On behalf of BC Shipping News and our readers, thank you both for your tireless contributions, your enthusiastic support, and your friendship. Best of luck!

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8 BC Shipping News March 2016

Captain Stephen Brown

Since the age of 16, when he started sailing as a cadet with the Furness Withy Group, the sea and all things maritime have been the focus of Stephen’s life. At sea until the age of 35, Captain Brown’s ashore career with Gearbulk Shipping saw him managing operations in South Africa, China in the Port of Tianjin, Jakarta, Indonesia as well as Gearbulk’s U.K. head office.

Following his time with Gearbulk, Stephen, wife Joy and son Simon, moved to Vancouver where he joined Tidal Transport and Trading Ltd. but when the Chamber of Shipping began its search for a new president, he considered himself fortunate to have the combination of seafaring and management experience the Board sought.

Although retired from the Chamber, Stephen plans to remain active in contributing to the development of the West Coast marine industry.

Rose Bray

Rose Bray retires after 19 years with the Chamber. Rose has upheld the position of the Chamber of Shipping’s Executive Assistant and her departure coincides with the retirement of her third President, Stephen Brown.

Rose is a native of Johannesburg, South Congratulations and best wishes go out to Captain Stephen Brown and Africa where she was Rose Bray on their retirement from the Chamber. educated and later employed as an elementary school teacher specializing in art and, following that, as an Executive Assistant for various corporations. What many may not know, is that Rose was an avid surfer and made regular appearances as a femme fatale in a weekly western digest in Afrikaans, titled “Ruiter in Swat” which translates to “Rider in Black.”

In 1996, Rose, her husband Godfrey and two daughters, Sharon and Michelle, immigrated to Canada and settled in North Vancouver. A year later, she joined the Chamber under President Ron Cartwright and since then, her role has evolved to encompass numerous responsibilities ranging from secretarial support to event management. Rose is an extremely meticulous and organized individual who never misses a step. She will be missed by her colleagues.

Today, Rose is the proud grandmother of two-year-old twins, Payton and Evelyn, and she looks forward to spending more time with them after her retirement. While she is not planning to stop working completely, she does plan to continue learning new things and enjoying more outdoor activities and travelling.

NEWS BRIEFS

Saam Smit Towage adds a touch of lipstick to tugs for a good cause

I

f you were in Vancouver Harbour lately and wondered why Saam Smit Towage (SST) tugs the SST Capilano and the SST Tiger Sun have been wearing lipstick, don’t worry, it’s for a good cause. SST’s Kissing Campaign, which ran from February 8 to 13, was a creative way for the company to raise funds for the Heart and Stroke Foundation. For every ship “kissed” (assisted) in every port in which Saam Smit Towage operates, a donation was made to the Foundation.

In addition to this truly unique maritime fundraising campaign, Saam Smit Towage staff participated in such initiatives as the Walking Challenge, where participants gained points for leading a healthier lifestyle — the more points, the more chances to win a Lego Damen 2913 tugboat painted in SST colours. Saam Smit Towage also held a 50/50 draw and encouraged employee donations by entering their names in a draw for prizes — the more the donation, the more chances to win.

Partnering with the Heart and Stroke Foundation was an initiative developed in keeping with Saam Smit Towage’s core values, CARE (representing Care, Accountability, Reliability and Excellence).

“We are pleased to support the Heart and Stroke Foundation,” said Frans Tjallingii, President of Saam Smit Towage Canada.

“Heart disease and stroke are leading causes of death in Canada and we are happy to play a small part in reducing them, both within our team and for the wider community. The efforts of the Heart and Stroke Foundation align strongly with our core values.”

Every seven minutes in Canada, someone dies from heart disease or stroke. This year alone in Canada, there will be an estimated 70,000 heart attacks, 40,000 cardiac arrests, and 62,000 strokes. The important statistic is, however, that 80 per cent of premature heart disease and stroke can be prevented. And it is through innovative initiatives like those being done by Saam Smit Towage, that the Heart and Stroke Foundation can invest in life-saving research, support and promote healthy lifesyles, and advocate to governments for effective public policies.

“We are grateful for Saam Smit Towage Canada’s support,” says Joan Mann, Area Manager, Coastal Vancouver, B.C. and Yukon for the Heart and Stroke Foundation. “We are happy to see more support in the community to joining us in raising awareness about heart disease. Our goal is to reduce the death rate from heart disease and stroke by 25 per cent by 2020. The initiave of Saam Smit Towage truly helps us to reach this goal.”

Saam Smit Towage Canada is a joint venture between SAAM and Royal Boskalis, operating in more than 70 ports throughout the Americas. More information can be found at: www. saamsmit.com.

Visit www.heartandstroke.ca to find out how you can help the Heart and Stroke Foundation.

Photo credit: BC Shipping News

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March 2016 BC Shipping News 9

INDUSTRY TRAFFIC

Container Weight Verification workshop elicits concerns

V

erified Gross Mass (VGM) (a.k.a. Container Weight Verification) turned into a hot topic at a January 20 workshop sponsored jointly by Transport Canada and the Chamber of Shipping of British Columbia in Vancouver. The new international legal requirement under the Safety of Life at Sea Convention (SOLAS) takes effect July 1, 2016 but there appears to be considerable preparation yet to be done to meet the deadline.

Under the SOLAS amendment it will be an offense to load a container that does not have a verified weight onto a vessel. Transport Canada, Canada’s national enforcer of the Convention, said it will target shippers only and not terminals or vessel masters, but at least one terminal operator will not be weighing any containers arriving at its gates.

GCT Global Container Terminals Inc. which operates terminals at Delta Port and Vanterm, said it no longer had

scales and would be turning away any drayed container arriving without a VGM. In an opposite announcement, DP World, operating the Centerm terminal in Vancouver and the Fairview Terminal in Prince Rupert, said it currently had one weigh scale at Centerm and had plans to buy another one to assist in the verification process.

Other concerns raised from the audience of 150 supply chain representatives included the potential for delays at the Lower Mainland’s few commercial scales, possible disconnects between shippers and transloaders, and technology problems in the electronic transmission of the required weights to the terminals. A second method allowable under SOLAS is to calculate the weight of a container’s contents and add it to the container’s tare weight. However, concerns were expressed that existing EDI systems would need to be modified to ensure the timely transmission of the

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VGM throughout the supply chain. At the end of the lively meeting, Captain Stephen Brown, COS President and workshop moderator, called for volunteers to form a committee to work out implementation issues. For more information, or to submit suggestions, contact: info@cosbc.ca.

Port drayage communications studied

T

witter, SMS texting, e-mail, and website postings are among the low-cost technologies available to truck drivers frustrated by congestion, detours, and other delays on port drayage routes according to a joint study sponsored by the Asia Pacific Gateway Skills Table (APGST) and the Montreal Port Authority.

Highlights of the Study of Innovative Technologies for Communicating Real-Time Information were presented to port drayage drivers in Vancouver on January 18 by Daniel Smith, Principal of The Tioga Group Inc. Tioga evaluated a cross-section of one European and nine North American ports based on their size and technology systems. Recognizing diverse needs in different ports, the study recommends an implementation path that is either port-specific or community specific, “scalable and highly adaptable to circumstances.”

The study examined a range of systems from basic to highly sophisticated which can include highway message signs, vessel berths and waiting times, and truck turn-times at terminals. “What we tried to do is provide impartial information to the industry, and let industry take these things forward, or tell us what they see as the most logical next steps,” Jonathan Kassian, APGST Project Manager, told BCSN. The study can be seen at:http:// apgst.ca/projects/completed/.

NEWS BRIEFS

ClassNK unveils new software system for container carriers

L

eading classification society ClassNK (Chairman and President: Noboru Ueda) has announced the release of its new structural design support system PrimeShip-HULL for Container Carriers to correspond with its latest rule amendments.

To promote container carrier safety, ClassNK released amendments to its Rules and Guidance for the Survey and Construction of Steel Ships on December 25, 2015. The amendments, based on findings from ClassNK’s investigation into a large container carrier casualty, include updates to independent longitudinal strength requirements and reflect the new IACS Unified Requirements (UR) S11A and

S34. These amendments will apply to container carriers contracted for construction on or after April 1, 2016, three months before the application of the IACS UR S11A and S34.

In a further demonstration of its unwavering commitment to safety, ClassNK developed PrimeShip-HULL for Container Carriers to correspond with its latest rule amendments. The powerful total design support tool further increases the efficiency and quality of container carrier structural design and was developed based on PrimeShipHULL (HCSR) which supports the safe design of bulk carriers and oil tankers compliant with the IACS Common Structural Rules for Bulk Carriers and Oil Tankers (CSR BC & OT).

Key features of PrimeShip-HULL for Container Carriers include: • Rule calculation software capable of quickly performing longitudinal strength assessments on cross sections, including the bench structures specific to container carriers.

• Direct strength calculation software capable of performing yield strength and buckling strength assessments.

• Direct strength calculation software that takes into consideration the effects of whipping (transient elastic vibration of the ship hull girder), sea pressure and container loads in line with ClassNK’s independent longitudinal strength requirements.

For more information, visit www. classnk.com.

March 2016 BC Shipping News 11

INDUSTRY TRAFFIC

Schottel Canada Inc. now open

N

ils Moerkesth, President of Schottel Inc. is pleased to announce the opening of a new sales office in the Quebec City, Quebec area. Due to continuing shipbuilding projects and expansion of their customer base in the region, Schottel Canada, Inc. will immediately serve the sales needs of current and future Schottel customers in Canada, the New England and the Great Lakes areas of the United States. Service and parts support will be co-ordinated through this office with parts and current service personnel being supplied by Schottel Inc.’s Houma, LA office until service personnel are employed in Quebec.

Further to announcing the new office, Moerkesth also welcomed Sylvain Robitaille, Regional Sales Manager, who brings 15-plus years of industry experience. With two technical degrees — one in electrodynamics and the other in instrumentation and automation — Robitaille’s experience runs the gamut from installation, project management and operations to marketing, business and design. He has worked extensively with worldwide shipyards, fleet operators, the Coast Guard and other government entities, as well as naval architects.

12 BC Shipping News March 2016

W&O announces distribution agreement with Tranberg®

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Sylvain Robitaille

Moerkesth also took the opportunity to thank Ragnar Radtke with RAD-Power, who represented Schottel in Central and Eastern Canada for six years. “His efforts have been greatly appreciated,” said Moerkesth and further went on to describe Schottel’s committment to providing the highest level of customer satisfaction possible.

To contact Sylvain, please email him at srobitaille@schottel.com.

For more information about Schottel Inc., please visit www.schottel.com

&O, a global supplier to the marine and upstream oil and gas markets for pipe, valves and fittings, valve automation, and engineered solutions is pleased to announce a new OEM partner, Tranberg®. A member of R. STAHL Technology Group, Tranberg® offers offshore, marine and heli-deck lighting control solutions. W&O will assume exclusive distribution responsibilities in North America for Tranberg’s non-hazardous lighting to include heli-deck and navigation. In addition, W&O will also offer Tranberg’s Circle and H systems and other marine lighting systems to the maritime industry.

“W&O has been looking to offer marine lighting for some time. Tranberg’s product line complements our core products and engineered solutions,” said Michael Hume, President and CEO of W&O. Tranberg® marine lighting solutions perform in harsh and hazardous environments, ranging from frigid arctic to warm, tropical conditions.

Their specialized marine lighting includes navigation, searchlights, floodlights, and deck lighting with proven control technology. Complete heli-deck lighting packages include LED floodlights, Circle and H Lighting, obstruction lights, LED perimeter lights and illuminated windsock that meet the latest international standards. In business since 1901, Tranberg® is based in Stavanger, Norway.

Accelerated growth, increased market share and enhanced customer engagement are the goals of this new partnership. For Tranberg®, W&O provides access to the maritime market with a sales force of over 30 professionals that blanket the North American market. For W&O, Tranberg® provides a broader product offering with peak performance lighting solutions for a discerning customer and entry into other electrical products.

“Tranberg is excited to collaborate with W&O. They have the resources, singular mind-set and results oriented reputation that we need to grow within North America,” stated Thomas Linkenheil, Managing Director of Tranberg AS.

NEWS BRIEFS

Seaspan Venture: Like for like

“

by barge, and finished up at Seaspan’s Vancouver Shipyard.

There was a lot of input from operators in the functional design. At the time, they were a new generation of tug with a fine, longer, double-chinned hull. The 64- by 23-foot hull has a moulded depth held to 10.4-feet to facilitate working some of the shallower areas of the lower Fraser River while providing good water flow to the propellers. This fine hull form, combined with a smooth “slipper” stern reduced the wake wash and lessoned the need for the tug to make a “slowbell” past riverside moorings.

The boats tow the big boxy wood chip scows, so they were designed so that the aft bulwarks are the same height as the deck of a loaded chip barge while the bow matches the height of an empty barge. This improves the safety of crews getting on and off both empty and loaded barges. Bulwarks are set two feet back from the hull side to further ease the safety of crew moving between barge and boat.

After nearly 14 years of daily use on the Fraser River, the two tugs have proven the effectiveness of the design. And now, with a new set of engines and other upgrades, the Seaspan Venture is ready to go back to barge towing for another 40,000 plus hours.

Photo credit: Alan Haig-Brown for Cummins Marine

We don’t usually remove the heads at mid-life on the Cummins engines,” Randy Beckler, Engineering Superintendent for Seaspan Towing explained in reference to the 2003-launched Seaspan Venture’s third like-forlike repower.

The repower was completed in the first week of February 2016. The Seaspan Venture, like her sister the Seaspan Tempest, had a pair of Cummins KTA38 M0 engines when new builds.

These engines were changed out at over 40,000 hours. In 2016, the second set of engines had around 42,000 hours.

“We have a planned maintenance schedule that we adhere to, this allows us to maintain our desired TBO (Time Before Overhaul,” Beckler added.

The decision was made to install the third set of KTA38 M0 engines, delivering 850 HP each at 1800 RPM, when the Seaspan Venture had in excess of 42,000 hours on the second set of engines. This was co-ordinated with a time when the tug was due for its quadrennial inspection by Transport Canada. This involves pulling the tug out of the water for tail shaft and sea valve inspections. “We try to do everything at once when we have the boat out,” said Beckler, “we could have probably run the engines for another year but this was a good time to make the change.”

These two boats have been very popular with their crews.

The hulls were built to order in China, shipped to Canada

New Cummins engines are installed on the Seaspan Venture.

March 2016 BC Shipping News 13

INDUSTRY INSIGHT

The mariner’s mariner Captain David (Duke) Snider

MM, BMS, FNI, FRGS

Senior Vice President, Nautical Institute Photo courtesy D.Snider

...[Captain Snider’s] long-time involvement in the Nautical Institute has demonstrated a commitment to sharing his knowledge and experience...

C

aptain Duke Snider has built a career at sea that spans over 35 years and includes naval, coast guard and commercial vessels. He is a noted and recognized expert in ice navigation and polar shipping and has helped develop operational guidelines for Arctic shipping that are generally accepted worldwide. As the Canadian Coast Guard’s Regional Director Fleet — Western Region, he was responsible for overseeing approximately 600 personnel, vessels, aircraft and service delivery platforms for CCG’s operations west of Manitoba, including the Yukon and Northwest Territories. And as if that’s not enough to identify Captain Snider as one of Canada’s most distinguished mariners, his long-time involvement in

14 BC Shipping News March 2016

the Nautical Institute has demonstrated a commitment to sharing his knowledge and experience with new sea-going generations and to improving practices at sea for the sake of safety. He is, quite frankly, the person mariners turn to when seeking advice on operations.

Simply put, he is the mariner’s mariner.

BCSN: Duke, there are so many aspects to your career that I’ d like to delve into but let’s start by focusing on your involvement with the Nautical Institute (NI).

DS: I’ve been a member of the NI since the early to mid-1980s when I joined up as a student doing my Watchkeeping Mate training at Camosun College. I was also part of the group that established the Nautical Institute BC Branch (NIBC) in 1989. With the exception

of a short absence while working in Ottawa, I’ve been a director of the BC Branch since its beginning.

I began on the NI’s International Council in 2005 and, as a council member, represented the BC Branch at meetings. In 2012, I was elected to the Vice President position which I did for two years, and then elected to my current role as Senior Vice President.

Besides being active at the branch level with communications, assisting with our bi-annual conference and other seminars, on the International Council and as Vice President, I’ve sat on a number of committees and working groups, including the one that looked at the redesign of the governance of the NI as well as chairing the Ice Navigator Working Group (which led to my role as the recognized delegate at IMO for all matters related to ice navigation and the Polar Code).

BCSN: I want to come back to the Polar Code (and your book) but let’s continue with some background first.

INDUSTRY INSIGHT Photo courtesy D.Snider

You’ve had an extensive career with the Canadian Coast Guard and currently operate a successful consulting practice (see “About Duke” on page 20). How has the NI benefitted your career?

DS: The NI is all about best practices — putting ships to sea and bringing them home safely. It’s about ensuring those that perform their tasks at sea are trained to the highest standards and qualifications. It’s a communication tool between practitioners of the marine arts and sciences and learning from fellow members as well as keeping abreast of best practices through the publications and programs offered. That strengthened my abilities as a Watchkeeping Officer and throughout my sea-going career, whether it was on board a naval, coast guard or commercial vessel.

One of the most relevant aspects of the NI is that the majority of the membership are sea-going personnel. We’re not a shore-based organization. Our constitution requires that at least 50 per cent of our Council be sea-going members. Not only does the NI feed my experience at sea, but my experience at sea feeds the NI. It works both ways because I’m able to pass along my knowledge in addition to benefitting from the knowledge of others.

BCSN: And you’re still active at sea with your company Martech Polar Consulting.

DS: That’s right. I maintain my certificate of competency as an ice navigator and I operate at least eight weeks per year at sea. Last year, I was in the Arctic from the middle of July to the beginning of November on four different ships — a bulk carrier (the first bulk ore carrier going in and out of the Baffinland Mine at Milne Inlet in July); a research ship in the Western Arctic and two Finnish icebreakers making a late season west-toeast trip through the Northwest Passage.

Each one of those ships was quite a different operation and each built on my experience from the other.

The sea-time keeps me current and allows me to do the other side of Martech Polar which is the consulting part — for example, conducting feasibility studies,

Captain Snider received the Queen’s Jubilee Medal from Governor General David Johnston at Government House, Victoria, in 2011.

The NI is all about best practices...It’s about ensuring those that perform their tasks at sea are trained to the highest standards... review of ship designs, or fitting out ships intended for polar operations. I’ve also taught courses on ice navigation and cold weather operations both here and in Singapore. And I’m able to do this because I’m current at sea and well aware of what’s going on. Martech Polar also has a list of about 16 ice navigators who I can call upon when needed to supply shipping operators. Depending on the type of ship and where it’s going, I’m able to provide the best suited ice navigator for the job.

BCSN: Rumour has it that you are up for election as President of the Nautical Institute this coming June. Could you summarize the NI’s priorities over the last five years and how those would shift if you do indeed become President?

DS: It’s not that the priorities would shift. We base our priorities on the needs of our members. For example, we’re in the process of finalizing our next five-year plan which takes into consideration the responses from a survey conducted by our current president, Robert McCabe. We were very pleased

with a return of 1,500 responses out of a possible 7,000. So taking those responses into consideration, along with input from our 80 branches and the Council, we’re able to determine our direction.

The coming five-year plan provides for a bit of a different focus from the last — for example, navigation safety is one of the leading issues coming up.

We’ll continue to look at the human elements and the challenges that seafarers face on a daily basis as well as the impact of new technology, a huge point of interest for members based on the survey responses. Technologically, things are changing so fast that as bridge officers, it’s tough to keep up.

It’s important to maintain competency through continued proficiency endorsement systems and ensuring we’re current on best practices and not propagating bad habits. Another priority is mentoring, which is especially important to new members.

The goal of the NI is to make things better for the seafarer. It’s about March 2016 BC Shipping News 15

Photo courtesy D.Snider

INDUSTRY INSIGHT

Captain Snider and Vija Poruks, then Assistant Commissioner, Canadian Coast Guard – Western Region, with representatives of the Hong Kong Marine Police during a tour of their facilities.

improving living conditions, ensuring that new equipment, as it’s developed, is usable and transferable through a standard from one ship to another. It’s also about fatigue which is a huge issue. We are currently fighting the two-officer bridge

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

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

Jane McIvor, Publisher BC Shipping News

16 BC Shipping News March 2016

watch configuration between master and an officer of the watch switching about 12 hours a day. There are coastal regulations that allow it still and we are fighting to have that done away with. We need meaningful regulations on hours of rest.

I like to think that our priorities over the next five years are all about the “people aspect” — understanding competency, understanding fatigue and having the right skills to master a vessel.

My pet project has been the Ice Navigator Project and we’re currently considering whether we put in certification for ice navigators because the Polar Code doesn’t address it and there are no international measures or standards. We need international regulations that are in line with one another and that’s what the NI is all about.

BCSN: Could you explain how the certification would work?

Would NI deliver the courses or partner with other training institutes?

DS: The present plan is two-fold. One, to put in place a training and recognition program based on a matrix that has been developed over the last few years which identifies the skills, knowledge and competency required for an ice navigator. It was originally going to be part of the Polar Code but didn’t make it into the final version. We’d like to give recognition to training institutions that provide courses for ice navigation that comply with the matrix. If they meet that recognition, they are then authorized to issue a training certificate that would carry both the institution’s crest as well as the NI crest.

A second level of training would require proof of sea time in ice for a certain amount of time and then the successful completion of an oral exam conducted by a NI-recognized ice navigator. The certificate issued would be that of a Senior Ice Navigator.

We feel that, while not mandatory, ship owners would find these certifications beneficial and a way to gauge the skill level of their ice navigator. Insurers are also seeing the benefits of qualifying ice navigators — they were the ones who came to us in the first place to suggest it.

The NI is well-suited for this kind of certification because of our past experience with establishing standards and training curricula. For example, we came up with the first standards for the training and certification of dynamic positioning operators. Following a number of very tragic accidents in the oil industry on the North Sea about 25 years ago, industry came to the NI and expressed a need for standards. So we held very focussed, in-depth conferences and workshops and came up with standards that included the first level of training which included time on a simulator with certified instructors, followed by sea-time, and then back to training to get a senior certificate. That has become the de facto industry standard today. A number of flag states actually include it in their regulations that to have a certificate of competency from that flag state, your dynamic positioning training must be through the NI certification process.

INDUSTRY INSIGHT BCSN: While we’re on the subject of ice navigation skills, could you provide an update on the status of the Polar Code.

DS: The Polar Code becomes effective on January 1, 2017 and will be a mandatory code for all SOLAS ships operating within polar waters as defined within the Code and other various instruments like MARPOL, SOLAS, and STCW. The initial versions of the Code were guidelines for ships operating in Arctic ice-covered waters but it changed after a few years to specify Arctic and Antarctic.

If you look at the Polar Code in a macro sense, it really is a lowest-common-denominator document. It’s the first mandatory instrument of the IMO and to get it passed and agreed to by a sufficient number of states, it had to be made palatable. So the Polar Code that’s coming into effect was not what was submitted from the Polar Code Working Group several years ago.

There were a number of pieces that were brought down in complexity, for example, some references to pollution prevention were taken out. But what we have is a first step for building more robust and meaningful standard regulations.

BCSN: You wrote a book about polar operations a few years ago — Polar Ship Operations (published by the Nautical Institute). Does the information line up with the Code as it is being implemented?

DS: Yes, my book still stands as a very relevant document. It’s the practical way of operating vessels within the polar regions and goes into everything from geography, meteorology, weather, state of infrastructure and how to operate generally in ice. We looked at whether it was time to do another edition given the upcoming mandatory code but the decision was made that it remains relevant the way it is. We’ll have to see what changes come out of the Polar Code when flag and coastal states amend their regulations to comply.

BCSN: What about Canada?

DS: Canadian and Russian regulations, in many ways, are very similar in that they’re reasonably strict and

The Polar Code becomes effective on January 1, 2017 and will be a mandatory code for all SOLAS ships operating within polar waters... well laid out. They have approached some ways of looking at things a little differently — for example, some of the design components required and defence requirements but the intent and the focus of fairly stringent regulations well supported by national law is already there. What may happen is that Canada and Russia maintain a higher level of regulation than what

is required by the Polar Code. Under the UN’s Convention of the Law of the Sea (UNCLOS, Section 234), coastal nations where shipping is affected by ice can put in regulations more stringent than may otherwise be required.

My understanding, listening to Transport Canada, is that may very well be the direction we go. We don’t want to remove some of the provisions

March 2016 BC Shipping News 17

INDUSTRY INSIGHT for pollution prevention that are above what the Polar Code says. Manning is another issue where both Canada and Russia have some fairly rigorous requirements for specific ice navigation skills and the Polar Code opted to steer away from that. The Code talks about “polar waters operation training” which doesn’t require time in ice but rather just some minimal time within polar waters. Operators of ships plying their trade within the constructs of the Polar Code don’t have to have ice navigation experience whatsoever, however, under Canadian and Russian laws, there is a very clear requirement for ice navigation experience.

BCSN: As someone extensively involved in polar shipping operations, are you seeing an increase in Arctic shipping?

DS: Throughout the Arctic region, there tends to be a fairly steady domestic operation — both in the Northern Sea route and the Northwest Passage — for the resupply of communities and ongoing exports. In the last decade, because of (I believe exaggerated) climate change, there is more interest but there has also been new resource development initiatives. In Russia, for example, oil and gas exploration and development has been very big.

In the very near future, the biggest change we’ll see will be the export of natural gas on a large scale from the Russian Yamal Peninsula. There will be 16 170,000-cubic-metre Arctic Class 7 LNG vessels operating 12 months of the year out of Yamal. Each one of those ships will need officers experienced in ice navigation and cold weather operations.

Another development closer to home is the Baffinland Mine in Milne Inlet — last year was the first commercial export from the facility which saw a number of Supramax and Panamax, light ice-class vessels operating from July to October. I had the opportunity to guide in the first ship. In that sense, 2015 saw a 1,000 per cent increase in bulk shipping in the Canadian Arctic.

We went from no bulk exports to 10 ships in and out and that will grow 18 BC Shipping News March 2016

gradually through the coming years that the mine is in operation.

BCSN: What about cruise ships?

DS: Yes, absolutely. The eastern Arctic has been busy. There’s been a slow increase in the smaller expeditiontype ships. Some have been coming to the Arctic for a number of years — the Hanseatic, the MV Explorer for example.

Those ships tend to operate in the eastern Arctic around Greenland and in toward Resolute. In 2016, we’ll see the Crystal Serenity visit the Arctic. This will be the first “major” cruise ship with about 1,000 passengers (noting that the MV World went through a number of years ago but technically, she’s a ship of apartments, not a cruise ship).

Extensive planning has been going on for the Serenity’s voyage this summer. There will be two experienced ice navigators onboard and a support ship which has been chartered under Tactical Marine Solutions — a Canadian company based here in Victoria. The support ship will be the British Antarctic Survey Ernest Shackleton. The BAS ship will come from the U.K., travel east to west through the Northwest Passage to meet the Serenity and then provide support during its two-week voyage from west to east.

BCSN: I’ d like to focus now on some trends in areas where the NI is active — starting with technology.

DS: One of our priorities is e-navigation. We have a very focused group led by our Director of Projects, David Patraiko, who is working to ensure that technology-driven advancements in e-navigation are done in a usable and workable way for the people actually driving the ship. Sometimes, you’ll get techies and policy makers together and they’ll come up with some significant developments but their solutions will be incredibly unfriendly for users. So the NI is there to ensure that the systems that are evolving do so in a user-friendly way.

Technologies like AIS (Automatic Identification System) and ECDIS (Electronic Charting Display Information System) are very important tools

INDUSTRY INSIGHT Photos courtesy D.Snider

but, using ECDIS as an example, not all systems are created equal. We’re in the process of rolling out an ECDIS certification to make sure that people are trained properly in their use and create a standard across the industry so that you can go from one ship to another and be able to understand the system in front of you. We work with both the manufacturer and the mariner as well as trainers, simulator manufacturers, etc.

Our approach is pan-industry — back and forth between the designers, the builders and the users.

BSCN: Do you think there is too much reliance on technology to the point it is taking away from a mariner’s capabilities to operate without it?

DS: Definitely technology can fail. There’s an expectation that there will be seamless communications but electronics fail and you have to have back up. You have to train people to SCA0079A Ad - BC Shipping News.pdf 1 9/2/2015 3:06:15 PM Captain Snider receives a thank you gift from the Master of the Russian Sail Training Ship Pallada in step in — for example, when the auto th pilot fails, anyone remember how to Victoria in 2011, celebrating the 50 Anniversary of Yuri Gagarin space flight.

March 2016 BC Shipping News 19

INDUSTRY INSIGHT steer a ship? You better know because someone is going to have to get on the wheel. Same with the sextant. You have to keep some of these old bits and pieces out there because we haven’t got infallibility.

BCSN: Are we doing that though? I hear stories from senior mariners and pilots for example, that the younger generation spends more time looking at the computer screen than out the window.

DS: That’s why organizations like the

NI are so important. We work to ensure best practices which include looking out the window. What we need to be aware of, and what the NI is doing, is making sure we don’t get caught in a technological safety net that becomes unravelled.

BCSN: How does NI approach environmental stewardship?

DS: Safety at sea is about ensuring ships get from A to B safely so that the people on board and the cargo aren’t

About Captain David (Duke) Snider MM, BMS, FNI, FRGS

C

aptain David (Duke) Snider is the CEO and Principal Consultant of Martech Polar Consulting Ltd, a privately owned company providing global ice navigation services and support for polar shipping, ice navigation, polar research, expedition logistics support and ice-related consulting services.

He is a Master Mariner with 29 years at sea, operating many vessels in a broad variety of ice regimes in polar regions, the Baltic, Great Lakes and Eastern North American waters. He has served on board naval, commercial and coast guard vessels. As an Ice Navigator he has been the author of and contributed to many ice regime shipping feasibility studies. He retired from Canadian Coast Guard service as Regional Director Fleet Western Region in 2012.

Captain Snider is author of the book Polar Ship Operations published by the Nautical Institute in 2012, as well as many other papers on ice navigation. As a globally recognized expert in ice navigation, Captain Snider is often invited to speak on ice navigation, most recently at University of Turku’s Ice Day Conference, Finland; Busan International Port Conference, Korea; and the Arctic Shipping Forums in both Helsinki, Finland and St. John’s, Canada.

He holds a Bachelor of Maritime Studies degree granted by Memorial University of Newfoundland in 2006 and is a Fellow of the Royal Geographical Society. He was awarded the Queen’s Diamond Jubilee medal in 2011 for his many years as a member of the Nautical Institute dedicated to improving safety at sea, with particular focus on improving standards of ice navigation. He has also received the Canadian Coast Guard Exemplary Service Medal awarded for many years in command in “hazardous duty,” as well as the Commissioner’s Commendation for his part in the successful conclusion of two Arctic rescue missions in 1988.

Captain Snider has been an active Director in the Nautical Institute British Columbia Branch since its founding and filled the role of Communications Director in that Branch for many years. Captain Snider was elected Senior Vice President of the Nautical Institute in 2014 after having served seven years on the International Council of the Institute, the preceding two years as Vice President. He is Chair of the Ice Navigator Working Group that is tasked with moving forward the Nautical Institute’s goal of putting in place a global standard for Ice Navigators and contributing to safe navigation in ice-covered waters in all regions. He is presently a member of the NI IMO delegation in ongoing discussions focused on developing a mandatory Polar Code.

20 BC Shipping News March 2016

damaged or hurt. Part and parcel with that is ensuring that the environment isn’t impacted. It all comes together. If we’re ensuring the safety of the people and the safety of the cargo, then we’re ensuring the safety of the environment.

Recently, the NI had a campaign for environmental awareness and reminding our members that as operators at sea, we are stewards of the environment. We published awareness posters on various issues, for example, the sensitivity of the Sargasso Sea. Another project we undertook resulted in developing guidelines and standards for branches to participate in discussions of stewardship of the marine environment at the local level. For example, say someone wants to put a wind farm in the Strait of Juan de Fuca. We’ll participate in that process to ensure planners are aware of the shipping activity in the area and that it’s taken into account before going through any approval process.

BCSN: Given that there are now over 80 branches of the NI worldwide, what sort of trends are you seeing in the demographics of the industry/membership?

DS: I am absolutely over-the-moon proud of the demographics of the NI. When you go to a council meeting with 60-70 councillors in attendance, the accents, colours, gender, age differences, etc. are amazing. Remember that, for years, the shipping industry was based on an attitude of ‘500 years of tradition unfettered by change’ — we are now seeing that move ahead and we have an organization that is quite broad-based.

The NI originated with a group of master mariners based solely in the U.K. Then it became masters and chief officers; and then it started to grow outside of the U.K. In thinking of the last meeting in December, countries represented included Ukraine, Sri Lanka, South Africa, India, Britain, Russia, U.S., and Canada of course. We’re now truly international and it’s one of the things that gives us a strength of character as a professional organization.

One of the things I would like to focus on if I am elected President is increasing membership in Asia. We’ve

INDUSTRY INSIGHT had a president from India (Captain Sivaraman Krishnamurthi who, incidentally, at the age of 47, was also the youngest president we’ve had) but, given that I’ve done a lot of work in Singapore, Hong Kong, Russia, etc., I’d like to spend some time developing a stronger membership base in those areas as well.

BCSN: Last two questions: From your experience, what are the skills you’ve learned through the NI that have advanced your career and what advice would you give to younger mariners that they could apply to their own careers?

DS: The whole function of going to sea continually is evolving. The basics — that is, the science of navigation — will always stay the same but I think one of the most important pieces I’ve realized is that you must keep learning.

Changes in methodologies, changes in equipment, regulations, etc. You have to be open-minded and flexible.

You must also be able to make decisions. That’s the piece that often gets missed — leadership of the team. We all went to school and passed exams on how to do the basics but very little has been done on how to deal with people.

One of the things that makes the NI so important to mariners is that we’re out there providing the venue for discussion amongst peers to learn best practices.

When I think of the skills I’ve learned? Yes, I’ve learned how to navigate a ship, how to load cargo and deal with regulations, etc., but the real value of the NI was the mentorship I gained from members who were masters and senior officers.

When you’re at sea, you’re it. It’s you and the ship’s crew and it’s you between them and whatever superior being they believe in. You’re responsible for their lives and you’ve got millions of dollars’ worth of cargo under your care so you better be the best you can be. Always keep learning. Continued proficiency is very important. And remember that everyone around you is just as important in getting the ship from A to B. Don’t be afraid to call for help when you need it.

When you need the master, call him.

I remember thinking, when I received the Queens Jubilee Medal, that I was getting that award for doing what I love. I love working with this organization. It has enabled me to improve and grow as a mariner. As I look back on 35 years of

bouncing around the ocean — starting as a midshipman in the 1970s and now as an ice navigator — wow, what a ride! And the NI has been the grease on the gears.

It’s opened up doorways and allowed me to fulfill my potential. BCSN

About the Nautical Institute

T

he Nautical Institute is a non-governmental organization (NGO) with consultative status at the IMO. Their aim is to represent seafarers’ and practical maritime professionals’ views at the highest level.

As a representative body, the Institute fulfills its role in many different ways. Membership by proven qualifications and experience helps to set standards. The technical committees ensure that professional opinion and advice is fed back to the industry’s decision-making bodies.

Publications written by practitioners for practitioners provide the best operational guidance available and the branches encourage professional development in local areas.

The aims and objectives of the Nautical Institute are: • To provide the strongest possible professional focus, dedicated to improving standards of those involved in control of sea-going craft, while maintaining the Institute as an international centre of nautical excellence.

• To represent the professional views of its members to and within the international, national and local bodies considering the safety and efficiency of shipping operations.

• To promote and co-ordinate in the public interest the development of nautical studies in all its branches by: • Encouraging and promoting a high standard of qualification, competence and knowledge among those in control of sea-going craft including non-displacement craft.

• Facilitating the exchange and publication of information and ideas on nautical science, encouraging research and publishing its results.

• Establishing and maintaining appropriate educational and professional standards of membership.

• Co-operating with government departments and other bodies concerned with statutory and other qualifications, and with universities and other educational institutes and authorities in the furtherance of education and training in nautical science and practice.

• Encouraging the formation of branches and professional groups in different areas worldwide.

About the Nautical Institute BC Branch The British Columbia Branch of the Nautical Institute has a membership of approximately 200 professional mariners based in Western Canada and in the U.S. In addition to professional development seminars and meetings held in Vancouver and Victoria, B.C., the NIBC organizes a bi-annual conference which provides a forum for stakeholders to discuss issues relevant to the shipping industry in British Columbia.

All qualified sea-going officers are eligible to join as are pilots, harbourmasters, VTS personnel, Designated Persons and other shore-based managers, professional yacht masters, marine surveyors, maritime lawyers, and maritime health and welfare professionals.

For information about the Nautical Institute, including how to join, please visit: www.nautinst.org.

March 2016 BC Shipping News 21

HISTORY LESSON

A cursed ship: The Clallam disaster of 1904

By Lea Edgar Librarian/Archivist, Vancouver Maritime Museum

Photo credit: Dave Roels (www.daveroels.com)

The tragic loss of so many lives had a profound effect on marine safety protocols for years to come. Before she even set sail, some believed that the Clallam was a cursed ship.

I

n 1904, the sinking of the Clallam was one of the worst disasters the Pacific North West had ever seen.

The tragic loss of so many lives had a profound effect on marine safety protocols for years to come. Before she even set sail, some believed that the Clallam was a cursed ship. The disastrous sinking in her maiden year likely confirmed that suspicion for many.

Hopes were high when the Puget Sound Navigation Company decided to commission a passenger vessel to run alongside the Majestic on the Tacoma-Seattle-Port Townsend-Victoria route. This newest member of the Mosquito Fleet was built in 1903 at Edward Heath’s shipyard in Tacoma, Washington, and named the Clallam.

She had 44 state rooms and was licensed to carry 250 passengers and freight or 500 passengers without freight. Captain George Roberts was the master of this new vessel. He was one of the founders of the Puget Sound Navigation Company and had been navigating the local waters for more than 30 years.

The inauspicious signs for the Clallam began early. Just before she was launched, the man in charge of raising the U.S. ensign unfurled it upside down, which is a distress signal.

22 BC Shipping News March 2016

For her launching on April 15, 1903, 14-year-old Hazel L. Beahan was chosen to christen the ship. When the vessel slid down the ways she was moving too quickly, so when Hazel swung the champagne bottle she missed the bow. These two events were not the only omens of misfortune for the Clallam. On the day of the sinking, an event occurred which later became known as the “bell sheep’s premonition.” The ship was loading in Seattle for its trip to Port Townsend. Sheep were regularly carried on this line and a trained bell sheep was used to lead the herd on board. On this day, the bell sheep refused to board and was eventually left behind when the Clallam departed. Despite the concerns of the superstitious, the company wasn’t about to change its schedule. The Clallam steamed on.

On January 8, the trip over to Port Townsend was uneventful and, once there, the ship picked up more freight and passengers. For this trip, thankfully, the Clallam carried only a small number of passengers. Not long after she departed for Victoria, the Clallam encountered a gale with 54-mile-perhour winds. At the mid-point of the journey, 10 miles from Victoria, she

started taking on water through a deadlight (a cover over the porthole) on the portside. When the ship was three or four miles from Victoria, the crew were successful in staunching the flow of water. However, by that point it was too late. The water was so high that it snuffed out the boilers and, without power, the pumps failed. The Clallam then drifted out of sight from the onlookers on Victoria’s shore.

Captain Roberts, knowing that the ship would likely sink, ordered all the women and children into the lifeboats.

Male crew members and passengers were chosen to accompany them and to row the boats to shore. Sadly, the storm was so violent that massive waves swamped the boats as the men remaining on board watched in horror. None of the women or children survived.

Many sad tales of husbands watching their wives and children drown were reported after the tragedy.

The remaining survivors worked tirelessly to rid the ship of cargo weight and continuously bailed the water out. The Puget Sound Navigation Company sent out two tugs in search of the vessel. In the end, the tugboat Richard Holyoke managed to find her and attach a tow line. The Captain of the tug did not, however, know just how waterlogged the Clallam has become. After towing her for 12 miles, he was forced to cut the tow line. The tug Sea Lion then arrived to assist. But it was too late. Suddenly, the Clallam listed to port and the survivors, including the Captain, clutched

VANCOUVER MARITIME MUSEUM the rails on the starboard side. Luckily, the majority of the survivors made it to a lifeboat and were eventually pulled on board the Sea Lion. Eighty-nine people were aboard the Clallam that day and at least 55 perished. Over the next two weeks, searchers recovered 32 bodies from the wreck.

After the wreck, an investigation began looking into the disaster. There were claims that no distress signals were made; that the chief engineer did not report the leak to the captain for two hours; and that the captain was “incapacitated for service” during the trip. Ultimately, the investigators found that the chief engineer did not handle the pumps properly, did not keep the bilges under control, and did not notify the captain in a timely manner. The investigators also found that Captain Roberts should have had an officer on each lifeboat launched. He also did not take his ship to the nearest shelter by telling the captain of the Richard Holyoke exactly where to tow her. Captain Robert’s licence was suspended for one year and the chief engineer’s licence was revoked. Because it was discovered that the Clallam lacked the required distress rockets, the steamboat inspection service started a search for inadequately equipped vessels and many were discovered.

The Puget Sound Navigation Company also ordered newer and safer vessels for their fleet.

The story of the Clallam is a somber, although not entirely unique catastrophe on the Pacific seas. The newspapers

The Clallam circa 1903. University of Washington Libraries, Special Collections, UW10684.

printed multiple pages of survivors’ sorrowful tales of loss and panic during the event. However, the short life of the Clallam did serve to improve safety standards and paved the way for the ferry system we see today.

Lea Edgar started her position as Librarian/Archivist for VMM in 2013. She can be contacted at archives@vancouvermaritimemuseum.com.

Photo: Dave Roels

Marine paintings, special commissions, talks, reproductions and books...

John M. Horton, Marine Artist

The Franklin Expedition’s HMS Erebus and Terror

Your donation will help us “Save Lives at Sea” Email: info@canadianlifeboatinstitution.org

www. canadianlifeboatinstitution.org Registered Charity #88999 8977 RR0001

A British expedition led by Captain Sir John Franklin departed England in 1845 to explore and chart the last unnavigated part of the North West Passage and were last seen in Victoria Strait. Many expeditions have tried to find these ships, but it was not until fall 2014 that the Victoria Expedition found the wreck of HMS Erebus.

This painting was produced in honour of that discovery and shows the Erebus in the foreground and Terror in the background.

This painting is available for sale. Please contact us to find out which gallery currently has it on display.

(604) 943-4399 john@johnhorton.ca / www.johnhorton.ca March 2016 BC Shipping News 23

NAVAL TRAINING

Navy upgrade will bring streamlined training

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

Training is going through a major revamp...both structurally and in course content, to address the challenges crews will face as they transition to the new vessels...

A

mid the most intensive and comprehensive period of fleet modernization and renewal in its peacetime history, the Royal Canadian Navy is working hard to ensure it has fully trained crews to operate new high-tech vessels.

Training is going through a major revamp from coast to coast, both structurally and in course content, to address the challenges crews will face as they transition to the new vessels being built under the National Shipbuilding Procurement Strategy (NSPS), which will ultimately lead to a fleet of 45 ships.

Currently, the navy performs training in a collection of 80 different buildings spread over 24 locations and a new system, started in 2012 — the Naval Training System Transformation initiative — is gradually melding those into two campuses to be known as Pacific Campus and Atlantic Campus.

Most of the assortment of training buildings are in the Victoria and Halifax areas in any case, with one other in Quebec, says Captain Mike Knippel, Commander of the Naval Personnel and Training Group.

“We are talking about the next generation of training buildings,” said Captain Knippel, “Over time, by embracing new 24 BC Shipping News March 2016

technologies and building new school houses in a more flexible and reconfigurable fashion, we can reduce the number of buildings that we need.”

New “school house” type buildings will consolidate the training centres and there will not be separate buildings for each of the seven classes of vessels in the navy. The idea is to save on real estate needs, maintenance and reduce the amount of travel for personnel.

Based in Esquimalt, Captain Knippel says the revamped training systems and procedures and better teaching facilities are just some of the highlights of the 2012 initiative.

“Advances in training technology have enabled the creation of a new and innovative training system that better suits our needs,” adds Captain Knippel. “Our sailors must be able to adapt and react with agility and therefore must be trained in a system that remains responsive to a dynamic maritime environment.”

Since the new plan was approved in 2015, it is now being carried out as new ships are being built in Vancouver and Halifax shipyards and the 12 Halifax-class patrol frigates are given mid-life upgrades by Seaspan’s Victoria Shipyards and Irving Shipbuilding in Halifax.

A quick look at what is being done to these frigates, commissioned between 1992 and 1995 and known as “the backbone of the navy,” shows the size of the training challenge: • A new command and control system • New radar suite • Internal communications system upgrade • An upgrade of the Harpoon missile system • Electronic support measures upgrade The list goes on including modifications to the BOFORS 57mm naval gun, the replacement of the Shield II missile decoy countermeasure system, integrated machinery control system and the navigation radar.

The last thing the RCN wanted was to deliver modernized frigates but lack the deeply experienced crews necessary to operate the technology to full effect.

Captain Knippel and his team have the job of ensuring navy personnel know well in advance how to operate, maintain and repair all of this new equipment. But, that’s not all. The six new Arctic Offshore Patrol Ships – the first due in 2018 — and the two Joint Support Ships — the first due in 2019 — will all be high-tech and offer the latest in equipment on the bridge, on deck, and in the engine room.

To make sure it is ready with this training, the navy has spent the past three years analyzing what technology has to offer “to produce the Future Naval Training System Strategy,” as Captain Knippel puts it.

NAVAL TRAINING Photo courtesy Department of National Defence

“It may take many years to replace the navy buildings now used in training,” he adds. “The entire training system is designed to use modern management training techniques that consider a better understanding of human performance and principles of learning.”

Meanwhile, the core naval training still has to be delivered. “We have to protect that vital group of individuals so that they have the knowledge and skills to be posted on a ship and be sent to sea.”

A vital part of this training protocol is the relationship and interchange the RCN has with other navies around the world through joint exercises. The Chilean Navy supply ship Almirante Montt, which exercised and trained with the RCN in 2015, had RCN officers among those on the bridge. Its Captain Andres Rodrigo had himself served on an exchange on board HMCS Calgary some 20 years earlier.

“Our sailors and officers get experience and exposure to liquid cargo

A sailor on board the HMCS Vancouver operates the Battle Damage Controll System, part of the upgrades delivered to the Halifax-class frigate during its mid-life upgrades.

management, to the operation, engineering and maintenance of the systems that support this type of specialized equipment and to the realities of operating large ships of this nature,” explained Captain Knippel.

The RCN awaits an interim supply ship solution – most likely the conversion

of the container vessel MV Asterix into an Auxiliary Oil Replenishment vessel — which is designed to fill the gap until the first of the new Queenston-class Joint Supply Ships is commissioned in 2019.

Training also has another dimension.

In 2015, Canadian ships and sailors served all over the world — learning on

March 2016 BC Shipping News 25

Photo credit: Cpl Stewart MacNeil

NAVAL TRAINING

The Enhanced Naval Boarding Party from HMCS Winnipeg clears the upper deck on the Spanish Ship Cantabria while conducting training on July 22, 2015.

...the new navy training system is “designed to be sustainable and flexible while integrating the heritage, ethos and leadership philosophy of the [RCN]... the job — while participating in joint exercises stretching from Arctic waters to the Caribbean to the Black Sea. These international partnerships, aimed at improving operational excellence, are strengthened through programs such as REGULUS, which co-ordinates training exchanges with partner navies around the world and provides unique training opportunities while exposing sailors to the diverse cultures of Canada’s many allied navies. Canada is one of 10 countries participating in the program along with Australia, Chile, France, Ireland, New Zealand, Portugal, the United Kingdom and the United States.

“The REGULUS program grew out of the need to ensure sailors and officers still had access to sea time during the Halifax-class modernization,” said Captain Knippel. “It’s important to understand that experience is a vital form of training as well.”

Also speaking about the benefits of REGULUS, Rear Admiral John Newton, Commander Maritime Forces Atlantic & Joint Task Force Atlantic 26 BC Shipping News March 2016

said not so long ago about the benefits of the naval interchanges: “A sailor must enjoy a healthy dose of operational experiences. These need to provide insight into multi-faceted (air-landsea) task forces, foreign navies, distant and difficult ocean environments, and varied operational scenarios.

“Anything less will produce a navy ill-prepared to face the challenges of the 21st century.”

Sometimes, the RCN training is highly specialized. Last year, the Canadian Forces Base Esquimalt came under “attack” as graduating members of the second intake of sailors under the Enhanced Naval Boarding Party (ENBP) program successfully secured the dockyard’s Alpha Jetty. Dressed in full fighting order, the trainees scaled the side of the dock, fanned out, did a comprehensive sweep, and then gave the all clear sign.

Afterwards, at their graduation ceremony, they were told by Captain David Mazur of Maritime Forces Pacific Headquarters: “You are the sharp end of the spear as it pertains to boarding

capabilities. The momentum surrounding this program is going to build in the next few years, and you are all in on the ground floor…”

The first class of 13 ENBP recruits graduated in April 2015, with the second group in December. The plan is to produce a pool of 70 to 100 of these highly-specialized sailors over the next few years.

On-the-job instruction also takes the form of serving in the RCN’s eight-strong ORCA-class fleet of patrol craft training vessels used in British Columbia’s coastal waters. While not specifically assigned an operational role, these vessels patrol and report on any suspicious activity, pollution infractions, and fishing violations. They have also played a key role in search and rescue operations or providing assistance to boaters in distress. More operational roles are likely in the future for these 33-metre, 23-knot vessels.

Captain Knippel says the role of the ORCAs are primarily to support deck officers in their on-going training and it helps that the coastal patrol craft shafts and other engineering characteristics approximate those of the Halifax-class frigates.

The patrol craft experience also offers “great value to our naval reserves and are sometimes the most accessible vessels to provide experience at sea,” adds Captain Knippel.

His overall aim, amid all of these opportunities and especially under the 2012 initiative, is to produce higher quality training over a shorter training period. “The benefits are operational excellency with higher qualified sailors getting onto the ships earlier, having spent less time in schools.”

Captain Knippel adds the new navy training system is “designed to be sustainable and flexible while integrating the heritage, ethos and leadership philosophy of the Royal Canadian Navy to produce a world-class training system.”

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

SEARCH AND RESCUE Search and rescue...

Partnerships key to saving lives Captain Paul Trenholm and Acting Sub-Lieutenant Kyle Reed, MARPAC Public Affairs

C

United by the common theme of “working together to save lives,” it is the combined work of these partners that forms the cornerstone of Canada’s SAR Program.

29, 2014, the Mindset, with seven people on board, was transiting east of Porlier Pass when it began to take on water in heavy seas. JRCC Victoria was advised and tasked Canadian Coast Guard (CCG) Hovercraft Siyay, CCG Cutter Cape Naden, and two RCMSAR CCG Auxiliary boats to respond.

Additionally, numerous other commercial and private vessels raced to the scene. CCG hovercraft Siyay was the first Photo courtesy MARPAC

anada is the second largest country in the world and has the world’s longest coastline; British Columbia’s soaring mountains and changeable weather offer challenges for Search and Rescue (SAR) which are unique from all other areas in Canada. Its immense size, vast forests and waterways, remote and rugged coastlines, and wide range of environmental conditions add challenges for getting appropriate resources to a scene, recovering survivors and evacuating casualties to treatment centres. When the need to operate at all times of the day and in any weather condition is added to the mix, it is clear that a partnered SAR response must be timely and comprehensive if it is to be in the best interests of Canadians.

Canadians depend upon a SAR program incorporating federal, provincial and municipal governments, along with a host of other partners. Air, ground and maritime volunteer SAR organizations such as the Civil Air Search and Rescue Association and the Royal Canadian Marine Search and Rescue (RCMSAR) add to the system, which can at times, also include air and seafaring commercial and pleasure crafts.

United by the common theme of “working together to save lives,” it is the combined work of these partners that forms the cornerstone of Canada’s National SAR Program.

There are countless success stories that demonstrate the necessity of having an efficient and effective SAR capability that can, on occasion, demand that every SAR partner and resource work together. Such is the case for the sinking of Leviathan II on October 25, 2015, where members of the First Nations community in Tofino, manning their own vessels, rescued 21 individuals from the cold grip of the ocean.

Vessels of opportunity, as they are called within the SAR program, play a huge roll in SAR. Just like the motorist or pedestrian who witnesses an event and is first on the scene, vessels of opportunity render assistance and notify the authorities almost simultaneously. In other cases, the Joint Rescue Coordination Centre (JRCC), which has the job of orchestrating the overall rescue, will request assistance from nearby vessels of opportunity and direct them to the incident scene while tasking professional SAR assets to respond. Every successful SAR event is composed of an inter-dynamic relationship between vessels of opportunity and professional SAR assets working together toward an effective response. It is this collaborative effort that saves lives.

Another example of the importance of SAR partnerships is the response to pleasure craft distress calls. On September

Two SAR Technicians from 442 Transport and Rescue Squadron carry a casualty on a gurney while a CH-149 Cormorant helicopter flies overhead during an exercise.

March 2016 BC Shipping News 27

Photo courtesy MARPAC

SEARCH AND RESCUE

Members of the Department of Fisheries and Oceans pose alongside partners from the Royal Canadian Mounted Police and the Department of Fisheries and Oceans Conservation and Protection detachment.

to arrive and plucked five young children and two adults from the water as they clung to the boat. The Siyay then transported all seven individuals to Sea Island where they were met by two Emergency Health Services teams and swiftly taken to safety. Through the timely collaboration of support personnel, front-line operators, commercial

28 BC Shipping News March 2016

partners and individuals, lives were saved.

What may be less known is the vital role First Nations peoples play in the current SAR system particularly because of the knowledge and expertise they have working in and around the provincial geography. They often participate as vessels of opportunity and are also members

of the front-line SAR community. There are RCMSAR units that are completely composed of First Nations crewmembers. First Nations volunteers are an immensely valued partner, especially in isolated and remote areas.

Sometimes, internal partnerships can be just as vital as those between external organizations. Such is the case with the CCG’s Inshore Rescue Boat (IRB) Service. Initially established in the 1970s, the goal of the program was to provide employment experience to postsecondary students through work with the CCG. In 2013, the Royal Canadian Navy (RCN) joined in the program, adding a Naval Reservist to the boat’s crew. A recent, high-profile example of the effectiveness of this partnership — and indeed the overall work of the SAR team — is the sinking of the motor vessel Caledonian on September 5, 2015.

Tragically, the incident resulted in the death of three crewmembers, however a fourth crew member clung to life inside a life raft as an IRB raced to the scene. The IRB crew took the survivor on board, and rendezvoused with the cruise ship Statendam. Once again, co-ordinated work of the complete SAR team in difficult conditions resulted in a life saved.

Given the importance of partnerships in SAR, it is as crucial to work together as it is to train together. Exercise PACIFIC JEOPARDY was one of the first of three West Coast exercises designed to ensure that government departments and commercial operators clearly understand each other’s roles should a major maritime disaster occur — that is, an incident on the water that is of such a large magnitude that it falls outside of typically allocated SAR response assets.

During this exercise, personnel from 14 provincial and federal departments and agencies worked together to develop and test courses of action necessary to save lives and reduce human suffering during a major maritime disaster. The exercise ensured that effective and coordinated responses were developed, individual efforts were integrated, and closer inter-agency relationships were built amongst all the participants.

SEARCH AND RESCUE While it is imperative to have a multifaceted, interoperable and robust team of SAR partners all working together towards one goal, it is equally important that private citizens take steps to prepare themselves for emergency situations. The more prepared individuals are, prior to starting their activities, the more capable the JRCC Victoria is in providing a rapid and successful response.

An example of the importance of citizens taking precautions occurred on August 18, 2015, when JRCC Victoria reported the activation of an Emergency Locator Transmitter (ELT) registered to a small, home-built helicopter. The Nanaimo Flight Service Station reported that the helicopter had left Nanaimo Airport but had not returned or made contact since departing the area. Soon after the ELT was activated, a Royal Canadian Air Force CH-149 Cormorant helicopter and CC-115 Buffalo aircraft were tasked by JRCC Victoria to search the ELT’s location. Upon arriving on

The more prepared individuals are, prior to starting their activities, the more capable the JRCC Victoria is in providing a rapid and successful response. scene, rescue crews located the crashed aircraft, resulting in two lives saved.

In a similar incident on April 25, 2015, JRCC Victoria reported that a Personal Location Beacon (PLB), the personal version of an ELT, was activated near Forager Peak north of Vancouver. Using information provided by the PLB, JRCC Victoria was in contact with a family member, who told them that a party of four skiers was on a backcountry trip; that they had been checking in regularly; that they were well-equipped; and that the PLB activation would have been deliberate.

RCMP and Whistler Ground Search and Rescue became involved, quickly locating the skiers in good health

shortly after the initial call was made.

They were whisked away by helicopter before bad weather set in.

In both of these cases, modern emergency beacons saved the lives of the individuals involved, by making their location readily available to rescue services, thereby limiting their exposure to the elements and the time in which they received medical treatment.

The SAR system depends on everyone doing their part, including those who could potentially be rescued. Successful conclusions to SAR missions will continue to occur as long as partners keep training and operating together and as long as individuals take measures to ensure their own personal safety as well.

INNOVATION AND DIVERSITY IN MARINE DESIGN

photo by Mike Zelt design enquiries

designs@ral.ca

please call us at

+1-604-736-9466

on the web

www.ral.ca

March 2016 BC Shipping News 29

RISK MANAGEMENT Criminalization of risk management:

The Prestige — A lesson in “zero-risk”?

By Nigel Greenwood Greenwood Maritime Solutions Ltd.

...a merchant captain is sentenced to two years in jail... for refusing to co-operate with authorities who wished to tow his ship to sea rather than granting safe haven...

Y

ou would think it has to be an interesting story when Greenpeace argues the case of a master accused of spilling 50,000 tons of oil and polluting hundreds of kilometres of coastline. In this case, it turns out merely to be sad: a merchant captain is sentenced to two years in jail as a “reckless criminal” for refusing to cooperate with authorities who wished to tow his ship to sea rather than granting safe haven for the stricken ship, which subsequently sank.

A sunny day for refusing help to the injured…

30 BC Shipping News March 2016

What lessons can we take from this story here on the B.C. coast, where there is such vocal concern for the environment and the trend of public risk tolerance is towards zero?

The sad (but true) story

This story is well known in shipping circles and previously added renewed vigour to discussion on the subject of criminalization of seafarers. It also sent chills through the seafaring community by suggesting that the traditional “right

of refuge” would no longer be honoured. The basic facts are these: The single-hulled tanker Prestige, was carrying 77,000 tons of fuel oil from St. Petersburg to Singapore in November of 2002. The ship was 26 years old; while reportedly poorly maintained, it had been certified as seaworthy six months previously by its classification society, ABS. It was sailing under Liberian ownership, Greek management and Bahamian flag. On November 13, as a result of two starboard wing tanks flooding, the ship developed a list of 25 degrees and subsequently lost power 30 miles off the Spanish coast. While the ship was substantially righted by counter-flooding and taken under tow, France and Portugal joined Spain in refusing a port of refuge. The ship was,

Source: http://www.crcco.com/

RISK MANAGEMENT at the insistence of the Spanish authorities, towed some 133 miles offshore, where six days later she succumbed to the dynamic stresses of wave action, breaking in two and sinking in about 4,000 metres of water.

The master, who had safely evacuated his crew but stayed on board until the closing moments of this drama, was rescued by helicopter before the ship sank, thus ending 32 years as a master at sea.

The Nautical Institute and Lloyd’s List recognized his fortitude and valiant efforts to save ship and crew by nominating him for the 2004 Shipmaster of the Year Award. The Spanish government arrested him.

This was just the beginning of the ordeal. The Prestige wreck continued to leak oil, which fouled the beaches of Galicia and southern France. This led to a massive cleanup operation and a deep-water salvage operation to remove the remaining oil from the wreck. The combined cost of these activities has been estimated at 368M Euros. The environmental impacts, variously reported as equivalent to the Exxon Valdez incident or otherwise largely remediated within a year, were normalized within 10 years; “complete biological recovery” was expected by 2015.

The Nautical Institute and Lloyd’s List...[nominated] him for the 2004 Shipmaster of the Year Award. The Spanish government arrested him.

The impact on the aging shipmaster has been more extensive. Released to house arrest on a bail of 3M Euros in 2003, he has been subjected to repeated legal prosecutions. Spain’s original claim against the classification society ABS was disallowed. However the Captain and officers, as well as the head of the Spanish Merchant Marine, were tried in 2012 under criminal charges of causing damage to the environment. While acquitted of this, Captain Mangouras was found guilty of disobeying an order to restart the ship’s engines to remove the ship offshore, for which he received a nine-month suspended sentence. Last year, he was tried again on the original charges and found guilty of “recklessness” in sailing a ship in a weakened condition while overloaded with 2,000 tons of oil.

Captain Mangouras was sentenced in January to two years in prison, at 81 years of age, 13 years after the event.

While this sentence is again suspended, it opens the door to further civil

damage claims against the captain and the ship’s insurers, which was the point of the Spanish Government’s appeal of the first conviction. The first trial had concluded that the captain’s crime (serious disobedience of the Spanish authorities in refusing a tow to sea) had nonetheless not contributed to the environmental damage, thus limiting compensation. The further scapegoating of Captain Mangouras now clears this hurdle. Even Greenpeace identifies the unfairness of this, when so many of the other key players in this drama were not held accountable. The head of the Spanish Merchant Marine, who ordered the ship towed to sea, was absolved of responsibility in both trials.

Who shares the risk?

It seems in this case of the Prestige that many of those who evaded responsibility for the outcome of refusing refuge were on clearly defensible legal ground.

IMO Resolution A949(23) [introducing the Guidelines on Places of Refuge

Located at Vancouver Waterfront and Roberts Bank

www.flyingangel.ca March 2016 BC Shipping News 31

Source: MARPAC/Facebook

RISK MANAGEMENT

The Simushir: “Much Ado…”

How do non-seafaring Canadians correctly acknowledge and accept a share of the risk of ships operating on our coasts? for Ships in Need of Assistance] was passed in 2003, as a direct consequence of the Prestige incident and two other similar cases. In conjunction with these guidelines, IMO has applied much pressure on coastal states to honour their responsibility for providing ports of refuge. The IMO resolution correctly points out that the issue is not one of theoretical or doctrinal debate but one of “solution to a practical problem” — that is, how to manage and accept a recognized risk in light of potentially grave consequences.

The Guidelines acknowledge responsibilities and obligations under IMO Conventions on Safety of Life at Sea, and Salvage, and provide a good framework for assessing risks and options.

Nevertheless, they end up where they started: there is no obligation for a coastal state to accept the risks of providing a harbour of refuge. Rather, in recent legal discussions on the subject, the only absolute appears to be a grim affirmation of the coastal state’s right to refuse to grant refuge, subsequent to their own appreciation of risks to themselves.

This legal conclusion will not change; it is the equivalent of “right of selfdefence.” In that way it is logical and correct. But it allows the discussion to turn from a consideration of “how do I help solve the problem” to “how do I make it go away?” The Guidelines thus still leave 32 BC Shipping News March 2016

the door open for NIMBY-minded states (peoples!) to decide: “better on someone else’s doorstep.” But that is not how wind and tide work, and the consequences of refusing aid may wash back under one’s own door, as it did for Spain.

So how do we get beyond all the legal defences and evasions, the political pressures and special interest groups, the uninformed or purposefully ignorant perspectives, which would collectively enable or encourage us to deny help to such a ship as the Prestige? How do nonseafaring Canadians correctly acknowledge and accept a share of the risk of ships operating on our coasts?

The first step in this is for us to acknowledge that we all “own a share” in the profits of the shipping industry. A recent book, “Ninety Percent of Everything” (Rose George, Picador, 2013) puts it plainly: that is the percentage of modern trade that travels by sea.

This is the trade that makes modern life “modern” and affordable. Try living for a year without any part of this and you will soon (weeks in) realize what you are missing...it is not just bananas at breakfast!

The ancient laws of the sea, the Lex Rhodia, and Rolls of Oleron which were followed in medieval times, gave formality and process to the principle that those who share the profits share

the risk. In practical terms, they share the potential (and sometimes real) losses. This is done fairly, relative to their stake in the enterprise. We, who all share and rely on the economic advantages of secure maritime trade, need to be part of this equation. This means not just hiding behind legalist rationales for refusing safe refuge, but positively appreciating that in accepting a degree of risk we may be doing our part in averting a more calamitous outcome.

How do you manage “zero” risk?

So how will this play out when B.C. has its “Prestige” moment? Will we grab a fleeting opportunity to boldly manage the risk, or “lawyer-up” to assert that “it is not our problem” and dedicate ourselves instead to prosecution of the most available scapegoats?

Two recent incidents on the coast do not offer much reason for advanced self-congratulation in this matter. The breakdown of the M/V Simushir off Haidai Gwaii in 2014 was met with exaggerated media concern about the “fuel-laden” ship. And the multiple recriminations following a small spill from the Marathassa in English Bay in April this past year seemed to generate failure out of a successful response (see editorial in Jun2015 BCSN).

Notwithstanding that the Simushir was taken in tow before approaching dangerously close to the shore, the hyperbolic reporting on this relatively small container vessel suggests that we (the public) are not mentally ready to deal with a serious risk of an oil tanker in a similar situation. And yet this is not true professionally. Within the industry and Transport Canada, many well-qualified and conscientious people are working to make sure that we have contingency plans for this sort of event. Our connections within the shipping world enable us to anticipate arrivals and exercise the rights and responsibilities of a port state to regulate the condition and seaworthiness of ships calling at our ports.

And thanks to the developing plans for increased oil shipments to our ports, the World-Class Tanker Safety program of

RISK MANAGEMENT

Lessons for shipping safety on B.C.’s coast

B.C. is on the threshold of significant changes in the nature of shipping on our coast. While not revolutionary, they will bring more, and bigger, ships to Vancouver as well as north-coast destinations. Bright-eyed expectations of LNG

Source: http://www.20minutos.es/ (ATLAS / CAPTURA)

Transport Canada is increasing our capacity for both prevention and preparedness to respond to incidents.

The response to the Marathassa spill was an operational success and a political failure. While the clean-up was a success, with perhaps some minor reservations about information flow, the political grandstanding on this stage by both the Premier and the Mayor of Vancouver seemed rather to broadcast to the world that Vancouver is not ready to play its part as a respected port in the modern shipping world. Why would one do that? Is the standard of response really perfection (zero risk)? Perhaps instead this would have been a good opportunity to celebrate successes: • Shipping safety in B.C. is not perfect but it is at a very high standard.

• The culture of risk management in the industry is well established, with a view toward continuous improvement • B.C. is home to many industry sectors who are worldleaders in their fields (tug design and pilotage being just two of them), and • A great many professional mariners, both at sea and ashore, are using their hard-won experience to run an inherently risky business in a publicly and environmentally responsible manner To be fair, Transport Canada has, since 2003, worked hard to plan for just such an arising as the Prestige. They have followed IMO’s lead in promulgating a National Places of Refuge Contingency Plan that lays out the risk-appreciation, consultative and decision-making processes. This is elaborated by the Pacific Region contingency plan, first published in 2009 and now under review to improve the role of coastal communities, especially First Nations. But this reads as a recipe for maximum inclusion in a ponderously deliberate risk assessment in which a consensual decision is shared among several parties. What it needs to be is an urgent process of decision-making, recognizing that lack of complete information and time-pressure will force a choice between almost equally unpalatable outcomes, the results of which may only be distinguished by being more or less obvious or immediate. The decision-maker in this process must be enabled to bold action, not just what is considered safe by the majority.

Can the right decision in this process be obtained without all parties at least coming to the table with willingness to accept some risk, rather than avoid it?

And yet it seems that when misfortune arrives, as in the Prestige case, that it is too easy to vilify the Captain, while ignoring the fact that there was an opportunity to solve the problem, and that part of the shared risk was refused. How will B.C. act in a similar situation?

Captain Mangouras on trial.

particularly are driving investment and encouraging economic forecasts. But is this expectation also clear-eyed? Does it recognize the risk honestly, that is: low but finite. Or does it expect that we can have our cake and eat it also. That we can take a share of the profits and benefits and still criminalize the misfortunate, heaping a disproportionate penalty on the unfortunate mariner, making the master a proxy for equallyculpable parties that cannot be touched?

Perhaps you will say that I am simplifying a complex issue.

Admittedly. That I am taking a specific instance in a different place and time to hypothesize the outcome on the B.C. coast tomorrow. Certainly I am. That the spirit of Canadian “cando” and generosity would not allow a “Prestige” incident to happen on our shore. Well, of that last piece, I am not so sure.

These are the problems I see: Is it rational to demand a zerorisk tolerance when individuals do not conduct themselves so in their private lives? Should shipping be obliged to prove itself as safe as driving to the corner store for milk? While in many ways modern international shipping can and does meet the latter standard, how does the industry persuade the public that risk is being recognized and managed at an acceptable level?

How do we develop a public appreciation (informed belief) of the shipping industry’s ability to recognize and manage risk responsibly?

The real answer has to be in celebrating Canadian professional excellence in more than just hockey. In accepting that misfortunes happen and can be anticipated and addressed. In recognizing that risk management is not just risk avoidance, or risk refusal. And in collectively agreeing that individuals doing their best to recover a bad situation will not be unduly scapegoated by those who eschew any form of risk themselves.

If we do not do this, the consequences of continuing Prestigelike prosecutions will send a deadly chill through the neophyte ranks of an industry that is already undersubscribed in Canada.

How would we then encourage our best and brightest to pursue careers at sea, when they can find something to do more lucrative, comfortable, publicly celebrated, and safe (from prosecution)? Who will man our ferries and pilotage service then?

Nigel Greenwood is a master mariner and retired RearAdmiral of the RCN, whose consultancy, Greenwood Maritime Solutions Ltd., deals in risk assessment and operational studies.

March 2016 BC Shipping News 33

MARINE TRAINING

Canada’s crew training and certification challenge

By Gordon Yahn Managing Director, Samson Tug Boats

Photo by Dave Roels, www.daveroels.com

From the perspective of a Canadian ship owner and operator, there exists a real challenge...to obtain vessel crew training and certification...

W

hile most of the deepsea vessels trading to Canada’s West Coast are foreign registered and foreign crewed with officers often carrying Liberian or Maltese certification — the domestic fleet of ferries, tugboats, patrol boats, fishing vessels and other workboats have Transport Canada certified crew. From the perspective of a Canadian ship owner and operator, there exists a real challenge within Canada’s domestic industry to obtain vessel crew training and certification in today’s rapidly changing world. While there is currently a real lag in this delivery, I believe we can look to the aviation industry to help us catch up.

Much of the progress seen in terms of personnel certification/training and technical advances implemented by IMO and Transport Canada have their origins in aviation. Aviation’s international governing body (their equivalent to our IMO) is known as ICAO — or International Civil Aviation Organization. With aviation’s higher inherent risks, that industry is more tightly regulated and as a result has been quicker to adopt change and innovate.

A few examples of this: 34 BC Shipping News March 2016

In the early 1990s ICAO demanded that airlines and charter operators be required to have approved Safety Management Systems in place. On the marine side in 1997, compliance with the ISM code was legislated by the U.S., and almost overnight ISM was rolled out to almost every foreigngoing vessel. Another example of this adoption is CRM or Cockpit Resource Management which was required in commercial aviation in the early 1990s and then a decade later in marine as BRM — Bridge Resource Management.

AIS is another great tool for mariners which was broadly adopted in 2005, but its functionality was conceived in aviation in the 1980s with TCAS (Terminal Collision Avoidance System) mandated by ICAO. Where there exists a noticeable lag between the sectors is in personnel certification. The path to become a professional airline pilot is a clear methodical process. Transport Canada operates an aviation examination facility where candidates may freely write the required written exams, and there are many TC or approved private examiners who are available to conduct the second stage

of assessment: “the ride” — which is a practical assessment of the candidate’s abilities in operating an aircraft itself.

Further qualification or assessments on specific aircraft types or models can be done with company in-house trainers or Chief pilots. This process ensures a level of proficiency on specific aircraft — whereas in marine, the certification is a blanket type for vessels limited only by tonnage rather than type. How many marine incidents have occurred historically with familiarization or vessel specific knowledge (or lack thereof) at the root cause or certainly a contributing factor. A tug master will be required to complete the same training as the ferry master but in the practical sense be working in very different arenas.

One of our tug masters has recently upgraded their certificates for higher tonnage vessels which required additional training and examination in vessel stability. During examination, the tug master was asked questions of ullage calculations of VLCCs, grain stowage calculations, container segregation and the like. Rather than discussing stability from a tug master’s perspective, it was delivered from the cargo vessel master’s point of view. This broad and generic type of training and assessment is fraught with risk as the candidate does not necessarily receive the proper or relevant training for their type of operations. For example, in stability training, a tug master would be better served

MARINE TRAINING learning the effect of towline forces on his/her vessel when manoeuvering rather than livestock stowage.

The path to become a professional mariner in Canada can be a nebulous process. Certification requirements are based on voyage distance offshore or vessel tonnage rather than specific vessel type, and change at a faster pace than the approved training organizations can match. One example is the Manila STCW Amendments. STCW is IMO’s convention on Standards of Training Certification and Watchkeeping. These amendments were agreed upon by governments in Manila in 2010 and will require compliance by January 1, 2017 but one key element — refresher training for Marine Emergency Duties — is not available yet in Western Canada. Every Canadian holding a marine certificate would be required to have refresher training by 2017, but currently there is no training offered on the West Coast.

Outside of the cadet program, the process of obtaining jobready certification often requires many varied steps of training and assessment for each certificate, with these required components often not available when needed or in extremely limited availability. This can be a difficult process for mariners “working their way up” through the ranks, as the intake for courses offered is limited and, often, the courses are only offered a few times per year. The end result is that what should be a fairly straightforward certificate to achieve ends up taking many months to acquire. With the mariner’s demanding and dynamic work schedule and travel requirements - online delivery is the most practical means for training and certification. (Note that online training has been available for several years already for Canadian aviators to meet ground school training requirements.)

Most mainstream post-secondary institutions have welldeveloped online delivery of coursework and assessment, but this is not the case with marine training in Canada. Over and above the brick and mortar institutions across the nation, a quick Google search shows well over 20 schools in Canada which offer a full degree program in political science where the student could obtain this certificate without ever taking off their bathrobe… Whereas a mariner looking for an online training option must begrudgingly put on their clothes and go to a bricks and mortar school (assuming the required training is offered there).

What can be even more frustrating is the effect this has on Canadian mariners working offshore. The leave schedule for a Canadian officer working in Asia or elsewhere does not always align with course availability or Transport Canada’s exam schedule.

To complete the certification process, the candidate must obtain and then maintain a Marine Medical Certificate. This too has become a bit of an ordeal now that all medical applications — which have initially been completed by the attending TC-approved physician — must go through a secondary assessment by another physician once the report has made it to Ottawa. The printing of the certificate is completed in the

sanctity of our nation’s capital, and eventually the document will make its way to the rightful owner. *At the time of writing, the author had recently completed the required TC physical exams for both aviation and marine certificates on the same day and the race is on to determine which medical certificate arrives first!

Fortunately for Canada’s domestic fleet, there are changes afoot at Transport Canada. Yvette Myers is back on the West Coast as Regional Director of Marine Safety and has been a great catalyst in the past working with industry groups.

Canada will no doubt see improvements soon in crew certification, but we really don’t have to look too far for more innovation. Just look up to the sky at a passing airplane, or visit the building next door at Ottawa.

Gordon Yahn is Managing Director/co-owner of Samson Tug Boats based in Delta B.C. and has worked as both professional Mariner and Aviator. With a background in harbour towage and tanker sectors on both the commercial and operations side, Gordon spent several years with Rivtow Marine and Tiger Tugz, and learned the tanker trade with Island Tug and Barge and returned to SMIT International in a Health and Safety/ Compliance role. Prior to jumping into the marine sector, Gordon worked as a commercial aviation pilot in Western Canada.

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March 2016 BC Shipping News 35

SAFETY GEAR

A good fit for safety

By John Lewis, FNI, CRSP Seafire Training Ltd.

We know that there are three ways to minimize exposure to any hazard: Time...Distance...and Personal Protective Equipment (PPE)...

U

sually when BC Shipping News asks for an article, I’ll write a “how to” for SCBA (selfcontained breathing apparatus) or confined spaces. For this training issue, my mind turned to questions such as “what makes a safety culture?” and “how can people stay alert?” and “how often are personal discomfort factors causal (even if unnoticed) in accidents?”

Every day we make risk assessments and often our perception of risk is not always supported by facts. We learn to do specific tasks, but are not always given tips on overall safety. So, before we go further, I want to state that the major cause of accidental death — for all ages — is a motor vehicle accident (MVA); and the second major cause is tripping or falling.

What does this have to do with your/ my work? We know that there are three ways to minimize exposure to any hazard: • Time — limit the time close to the hazard or performing the task; • Distance — stay away from the hazard; and • Personal Protective Equipment (PPE) — protect yourself from the hazard by shielding. Even in beautiful B.C., sandals, shorts and a smile are not generally acceptable workwear.

Let’s look at commonly used PPE and how it might impact us, given the major 36 BC Shipping News March 2016

causes of accidents listed — MVA and falling. A study I read found that more firefighters were injured while wearing PPE. Well, that seems logical — sort of — because they are exposed to hazard while wearing it. However, the injuries were sprains and trips and falls, and the actual cause of injury in many cases was the higher centre of gravity caused by the heavy PPE, which affected their balance and agility. Motorcycle riders and cyclists can relate to this.

Footwear

We used to ban flip flops (thongs) on board, as they caused so many trips and left people’s feet exposed to injury. Most people today agree that good footwear is essential for protection from injury and

from slipping. The clunky “space boots” of years ago are not the only types available; footwear is generally sleeker, nonslip and robust. That said, I usually change into shoes for driving home as with my large feet it’s easy (when tired) to press both brake and accelerator. I use slip-on safety shoes for some jobs; for others I chose full ankle boots. It depends on where I am and what I am doing.

Chose footwear that is comfortable.

Add insoles. You spend hours on your feet, so treat them well. Otherwise, loss of balance is likely due to tiredness or poor-fitting boots. Keep spare socks and a spare pair of safety wear, plus your driving shoes, in your vehicle.

Changing footwear before driving is also a message to your brain to change into driving mode. Some of my footwear is slip-on; some boots are laced, on

SAFETY GEAR others I have laced in a zipper insert for ease of removal. Laces can come loose and be hazardous; it all depends on what you are doing.

For ladies: supply of safety gear hasn’t changed much in the last 40 years. Women are built differently, and finding well-fitting PPE — from harnesses to coveralls to hardhats to boots, etc. — is not easy, but it’s worth the effort. Slowly, industry is changing to accommodate different sizes and body types. Consider the wide range of male and female sizes, weights and heights.

Coveralls:

When at sea, we could order coveralls to fit us. They were designed to be worn over underwear and were very comfortable. When I first worked ashore, I found the coveralls very uncomfortable as they are designed to be worn over street clothes. When the crotch is about a foot below groin level, climbing ladders is awkward and uncomfortable.

Take the trouble to have coveralls that fit and size them according to your work, over street clothes or not. Coveralls over long underwear are quite warm; jeans are not warm and can restrict movement.

Also consider what pockets (if any) you wish. Zippered pockets are good for holding small items; other pockets may lose their contents as you move, especially when climbing.

Coveralls make it easier to move a casualty as he or she is essentially in a bag — useful for water or other rescue.

The fluorescent stripes on many coveralls and jackets make you more visible. However, as we become used to looking for reflective stripes, we look less for people who may not be wearing vests or reflective garments. Who has not had to avoid a pedestrian in dark clothing?

Gloves

The variety is staggering and the cost has reduced greatly. I could never find gloves to fit my long fingers; when I finally found a pair, the difference in dexterity was amazing.

A friend took me to a shooting range in cold weather. When he picked me up he was wearing his driving gloves. When we arrived at the range he changed to his work gloves while setting up targets. He then changed to his shooting gloves. My first reaction was “over the top” — but I considered: it was cold, his hands were warm and protected at all times, and he had the required dexterity for each task. So, as with boots, chose your gloves carefully.

If handling fuels or chemicals, be sure to have the correct gloves, i.e., ones that will not react with the product.

Sometimes, light cotton gloves inside rubber or nitrile are effective in cold.

Eye protection

One of the simplest and least-used tools because we never think we will need it. Depending on the task, I use either fullface shields, safety glasses, or goggles.

To keep your safety glasses from being scratched, keep them in an old sock. I like to keep a pair of safety glasses in my hardhat so I don’t forget them.

Hardhats

Don’t we all hate those cheap, hard to adjust, plastic containers that sit awkwardly on top of our heads? Not to mention the resulting “hat hair.” There are many types of head protection depending on the industry and need.

My choice for general use is a CSA-approved “climbing helmet” (see picture). It is easy to adjust, won’t fall off as it has straps, has no peak so is easier to look up, and has less drag if I fall into water. I add an LED light for hands-free convenience.

Don’t forget to keep a toque handy for head warmth when not wearing a helmet. Toques may not be trendy but they are warm, last forever and stow easily in a pocket or car.

Hearing protection

Still the one we tend to ignore because the effects of hearing damage take years to manifest. I prefer ear muffs over ear plugs — but best to limit the time exposed.

Harnesses

There is a great variety from which to choose, given that a few decades ago only waist belts were readily available. Choose for the work to be done, for your size and body type, and for ease of adjustment. Learn to don it properly. If working at heights, consider adding trauma straps (for use in relieving pressure on the blood vessels of the legs when suspended).

Sleep

This deserves an article to itself. Recent accident investigations have shown that sleep deprivation has been a factor March 2016 BC Shipping News 37

SAFETY GEAR in several incidents. Many seafarers have sleep apnea from working “round the clock.” Sadly, even in B.C. today, some workers are on a six-on/six-off shift which has been proven injurious. So, take adequate rest and know when to stop.

Returning to the main causes of accidental death, consider how often you have to walk or drive close to other vehicles.

Consider how often you have to climb stairs or ladders.

Develop what Jerod Diamond calls “constructive paranoia” — paying attention to what you can control.

Things to carry at all times

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SeaFire Training Ltd John F. Lewis, FNI CRSP Cel: 604 951 0061 Tel: 250 325 1857 Email: seafire@shaw.ca 38 BC Shipping News March 2016

Whether working or not, there are three items I carry on my person and in my vehicle. They are: • Pen and pencil. Paper is usually available and I have some weather resistant pads in my truck. Pens can run out and pencils can break — have a few.

• Knife or knives. Over the years, the size of the blade I use has diminished. A Crocodile Dundee type knife is rarely needed. For most purposes a small pocket knife or minibox cutter suffices.

• Flashlight: I always carry a good quality LED flashlight (AAA batteries) which fits in my shirt pocket. I keep larger flashlights in my vehicle. And before you say “I have a flashlight app on my smartphone” — how do you find your (usually black) phone when you drop it?

• Watch: I like the ones which clip onto my belt and are easy to read. I broke too many wristwatches while working.

And, I do carry a cellphone but I restrict use and don’t answer it while working. The flashlight has proven most useful, especially living in the country. I’ve also visited ships and found myself in a dark compartment where I was the only one with a light.

Of course, a camera is always useful but I don’t carry one all the time — unless you count the cellphone. I have used a cellphone picture to deal with a traffic “fender bender.”

So, now you have all this stuff, either on you or in your car — not to mention papers, clipboards, laptop, etc. Where to keep it? I have found briefcases awkward except for pure business meetings. I prefer to use a back pack or a shoulder satchel. It can be hoisted or lowered by rope and carried while leaving your hands free. If ever you have to leave your vehicle (think earthquake — or even breakdown), wearing comfortable shoes and carrying a backpack will be better than wearing work boots and carrying a briefcase.

It is my belief that the more comfortable you are in your work clothes, and the better equipped you are for eventualities, the more likely you are to work safely, to concentrate on your task — and to promote a safety culture in your work.

John Lewis is a safety and risk management consultant. He has taught marine firefighting for land-based firefighters to many departments in Canada, Ireland and the U.S. and is a Master Mariner with a chemical tanker background.

FERRY SAFETY The continual pursuit of safety excellence

T

en years ago this month, BC Ferries’ Queen of the North failed to make a planned course change, ran aground and sank. The incident prompted a review of operational safety (the Morfitt Report) leading then Chief Operating Officer Mike Corrigan to work toward implementing a comprehensive shift in BC Ferries’ safety culture. The answer was SailSafe — a long-term, multi-year program developed with WrightWay Training and FORCE Technologies. Now in its ninth year, SailSafe, the joint venture between BC Ferries Services Inc. and the BC Ferry & Marine Workers’ Union, has brought about more than just a change in the safety consciousness of staff — it has introduced an overall health and wellness aspect that is proving to be just as beneficial.

SailSafe has led to reductions in employee days lost due to injuries and employee time loss injuries by 60 per cent since 2007 plus improvements in fleet reliability at 99.7 per cent, fleet on-time performance at 91 per cent and even customer satisfaction remains strong at 85 per cent. And the good news doesn’t end there. Savings from achieving WorkSafe BC’s Certificate of Recognition (something which only about five per cent of B.C. companies

Now in its ninth year, SailSafe...has brought about more than just a change in the safety consciousness of staff — it has introduced an overall health and wellness aspect... have earned) amounts to $1.1 million in premium rebates over the last two years which is then invested back into programs that, in turn, improve results.

While the success of SailSafe so far might indicate to some that the program has done its job, the executive team at BC Ferries, strongly supported by their Board of Directors, recognize that the key to SailSafe is in its longevity and the continual pursuit of safety excellence.

Background

Beginning in 2007, SailSafe has been implemented in three phases: Phase I was kicked off with workshops in which over 500 BC Ferries employees participated to identify more the 4,500 learning opportunities.

Called “gold dust,” the SafeWatch team sorted through submissions to develop an action plan with five areas of recommendations which became the basis of Phase I actions: • Company safety procedures;

• Fleet regulations, and terminal and vessel-specific standard operating procedures; • Risk assessment procedures; • Safety procedures at every worksite; and • Site joint safety and health committees.

Over the next two years, over 40 action plans were implemented, ranging from minor fixes to major, wholesale changes in procedures.

Phase II started in January 2010 and lasted for another two years. Actions continued to be focused around the continual improvement of safety performance and culminated in the development of the SailSafe Ambassador Team — about 400 employees who act as liaisons, disseminating SailSafe information, answering questions for employees and collecting and reporting on safety suggestions.

Phase III marked the formal shift from a defined safety implementation “program” to a normal part of daily

BC Ferries crew practise man overboard situations using dummies for greater effect and more realistic training.

Photo courtesy BC Ferries Service

March 2016 BC Shipping News 39

Photo courtesy BC Ferries Service

FERRY SAFETY

Fire drills with full gear and real-life situations are part of the extensive training crew undergo.

business. “This is the point at which safety becomes part of our culture,” said Captain Jamie Marshall, VicePresident, Fleet Operations, back in October 2013 when BC Shipping News last reported on SailSafe.

The sustainment strategy

In addition to continuing on with initiatives like ALERT (All Learning Events Reported Today), which has now seen over 6,000 submissions or additional items of “gold dust” from employees and a 90 per cent closure rate on those submissions, Captain Marshall described new initiatives focused on health and wellness as well as two additional areas that required attention — fatigue and drills — as identified by employees at a town hall meeting last fall.

“SailSafe is a very fluid process,” said Captain Marshall. “We will never be able to say we’re done. As long as we’re focused on safety, we’ll continually be looking at safety management systems and ways to improve.” Case in point, “ALARP” (As Low as Reasonably Practicable) is an extension to the ALERT process. “Sometimes, you can’t remove the risk entirely so the aim of ALARP is to reduce the risk as much as possible.” Through working groups that include employees who have assisted in identifying the risks, control measures

40 BC Shipping News March 2016

are sought to mitigate and reduce as much of the risk as possible.

Marshall notes that buy-in from all levels is key to SailSafe’s success and it is this buy-in that drives the premise of Phase III — specifically, that SailSafe has indeed become part of the corporate culture at BC Ferries. “SailSafe is an employee-driven process,” he said. “We’ll put the resources and the leadership in place so that they can improve the system, but ultimately, SailSafe works because staff and crew make it work.”

Marshall also pointed out that the support of BC Ferries’ Board of Directors has been very important as well. “They continue to be very supportive and impressed with results which can be seen through the reductions in injuries, time lost due to injuries, and increases in fleet reliability and performance.”

Those results include this last quarter as marking the best quarter ever in the history of the company in terms of time loss for employee injuries. And, as noted above, direct, measurable savings — like that recognized when BC Ferries achieved its Certificate of Recognition from WorkSafe BC — is like the cherry on top.

Health and wellness

“There is strong statistical information on how nutritional, physical and mental health impact on productivity,” said Marshall. “We’ve been quite proactive in this area as improvements in health and wellness are proven to reduce injuries, the severity of injuries, absenteeism, increased productivity, and even one’s attitude at work.”

Marshall described the popular SPROUT program — an online networking program that encourages employees to team up on health and exercise initiatives. “We’ve been running it for about two years now and have over 1,100 people (out of 4,400) within our organization signed up. That’s a really good participation rate and slightly better than rates in other companies.”

The premise of the program is that staff can organize groups for exercise activities in local areas. “There are

groups for walking, hiking, running — for example, there is a Grouse Grind Group which gets together every week.

So you can find the schedule and meeting place and if you happen to be in Vancouver, you can join in. Basically, anywhere our employees work and live you’re able to go online and find an activity and participate.” Employees can also track their individual activities such as cardio, nutrition and relaxation.

The other program that was launched about nine months ago is “WHEEL” — Wellness and Health by Engaging Employees Locally. Employees can get together as groups for events like the Victoria Marathon or the Dragon Boat Races and BC Ferries will sponsor and assist with funding, registration or even team t-shirts. BC Ferries will match funds put in by employees of up to $250.

New areas of focus

Proving that SailSafe will continually be relevant for improving safety and that the program has put in place vehicles to ensure employee input is recognized, feedback at a recent town hall meeting identified fatigue as something that required more focus. “We’re just starting on this issue and have co-leads assigned from the advisory council that will look at fatigue in relation to crewing, work schedules and shift patterns,” said Marshall. “They will look at the issue and give us some direction to be able to address it.”

Another area of focus is on the drills and making sure they are as creative as possible, providing greater value as an exercise. “We’re making the drills as realistic as possible so crew are not just going through the motions but are actually honing their skills in a practical manner,” said Marshall and further described how, through operational readiness exercises, credible scenarios — like man overboards with a dummy or a realistic fire incident — were helping crew to perform better during drills and providing greater confidence with emergency situations, in addition to regularly scheduled drills. Each watch on every vessel spends two days every

FERRY SAFETY two to three years to go through an extensive number of exercises called “operational readiness drills.”

From improvements in performance statistics to reductions

Training

there’s no doubt the SailSafe program has been a success.

Another area that underwent significant changes with the implementation of SailSafe is training. The old system of job shadowing has been replaced by the Standardized Education and Assessment program (SEA). By April this year, the program will have been successfully implemented throughout the entire organization — all deck positions — from deckhand on up; all engine room and catering positions and all terminal positions. “That will give us about 500 SEA designated trainers,” said Marshall. “It’s a very structured process now with written and practical checkpoints and examinations to make sure that the core knowledge is there as well as the practical ability to do the job.” Additionally, the SEA program is being enhanced to enable

in insurance premiums to greater health and wellness...

career progress tracking and management. This allows employees and their supervisors to develop and implement learning plans together while ensuring resources are sustainbly managed.

Coupled with the SEA program, the BOSS program (Bridge Operations Skills and Systems) has been providing new ways to ensure each employee has the proper education and training to be able to perform at high levels of competency. “We have three Kongsberg simulators at Departure Bay, Tsawwassen and Swartz Bay, each with dedicated simulator instructors,” Marshall continued by further describing the three levels of the BOSS program — communications, bridge rules and responsibilities and

bridge status; situational awareness; and bridge/engine room communications.

This third level includes pilots where bridge teams are run through incidents which mimic real-life close calls and near misses.

Conclusion

From improvements in performance statistics to reductions in insurance premiums to greater health and wellness for staff, there’s no doubt the SailSafe program has been a success. And as SailSafe initiatives continue to evolve based on the needs of (and guided by) employees, the beneficiaries of this new culture at BC Ferries is a win-win for everyone, staff and customers alike. BCSN

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March 2016 BC Shipping News 41

TRAINING New BCIT Marine Campus leader brings strong skillset to the job Photo by Dave Roels (www.daveroels.com)

C

aptain Philip McCarter may be new to BCIT however, his 30-plus years in many different facets of the shipping industry provide for a wealth of experience that will serve the Institution well. As the Associate Dean for the BCIT Marine Campus, Captain McCarter will draw on past roles that have spanned government (Canadian Coast Guard), academia (The Marine Institute), commercial (Canship Ugland Ltd.) and domestic shipping (BC Ferries) to name some of the highlights. While much of his work has been on the East Coast of Canada, McCarter’s ties to the West proved irresistible, and although his first posting in B.C. was with BC Ferries, the opportunities afforded by his new role were too much to pass up — especially when it’s a job you’ve had your eye on for a very long time.

Background

McCarter graduated with a Bachelor of Science in Marine Zoology in 1980 from the University of British Columbia.

“I spent my teen years here in B.C. and have always wanted to come back to work here,” he said. “And funny enough, I had always had it in the back of my mind that I would have liked to work at what was then called Pacific Marine Training Institute.”

Instead, McCarter enrolled in the Coast Guard College in Nova Scotia and worked his way up from cadet to master over a 10-year period on a number of different vessels. He worked on ice breakers, search and rescue vessels and was part of the team to lay fibre optic cable across the Transatlantic. He was also involved with recovery efforts in the Air India crash and was on one of the ships first in the area to locate debris.

After 10 years and the achievement of his Master Mariner’s Certificate of Competency (still valid), Captain McCarter came ashore to be with his family in Newfoundland where he accepted a teaching post at the Marine Institute. The post gave him an opportunity to attend Cardiff University in England where he received his Master’s in Marine Law. “The chance to study at Cardiff exposed me to international organizations like the International Chamber of Shipping and the IMO and I ended up participating in discussions and negotiations for the Standard Training Certification and Watchkeeping (STCW) amendments in 1995,” he said. As an observer to the process, McCarter completed a dissertation on the STCW’s impact on port state control — just one of the many papers he has had published. He also obtained his Bachelor of Vocational Education to gain a better understanding of learning objectives and competencies.

Following government service and academia, McCarter entered the private sector. During this phase of his career, he worked with the ship management firm, Canship Ugland Ltd., where he was the ISM (International Safety Management)-designated person ashore (DPA). He gained

42 BC Shipping News March 2016

Captain Philip McCarter, new Associate Dean, BCIT Marine Campus.

significant experience with tug operations, tankers and bulk carriers as well as the container sector and its associated activities of loading, stevedoring and “all things portside.”

His time with Canship included travelling to drydocks in places like Singapore, France and Portugual where his skills were broadened even further with knowledge of the shipbuilding sector.

A fatal accident onboard one of the ships led to his decision to move on from safety management: “When something like that happens,” he said, “you do some soul searching.”

Subsequent positions included contracts with Virtual Marine Technology where he assisted in the development of life boat launching and fast-rescue craft simulators; and Oceanex, as Safety Manager, in Montreal where he worked in the container RO-RO sector which included dealings with the trucking and terminal side of operations.

It was at this time that the lure of the West Coast became strong. With aging parents here in B.C., when a position with BC Ferries opened up, moved from Newfoundland and signed on to be the senior manage of simulation training at the three simulator training centres. “Working with Mike Corrigan, Captain Jamie Marshall and Jeff Joyce was amazing,” he said. “They are very visionary people who take the issue of safety training seriously and were very engaged in the program.” McCarter was tasked with getting the simulators up and running and soon, with the assistance of inspired colleagues, developed the BOSS (Bridge Operations Skills and Systems) program.

Unfortunately for BC Ferries, when the position for Associate Dean at the BCIT Marine Campus opened up,

TRAINING McCarter felt compelled to apply, fulfilling that desire from long ago to work at the North Vancouver site.

The task ahead

Speaking like a true mariner, Captain McCarter’s first order of business is to “steady the ship,” he says. “There are a lot of relationships to develop, including first and foremost, the staff here. Chief instructors Sanjeev Sarwal and Captain Mujeeb Siddiqui are both very committed to excellence in education and we have had some great discussions so far.”

In addition to reaching out to the local shipping industry through organizations like the Chamber of Shipping of British Columbia and the Ship Owners Alliance of Canada as well as local Transport Canada representatives, McCarter is strengthening contacts within the main campus of BCIT. “There are a number of services on offer — for example, the Learning Technology Centre, marketing, information technology, and an excellent marine library. He would like to explore more opportunities with BCIT’s Applied Research Department and other institutions. “Other training institutes may have an appetite to collaborate on research,” he said, “and we would be interested in exploring those sort of projects that would add value to the industry, for example, ergonomics, fatigue studies or behavioural patterns linked to skill erosion.”

In terms of categorizing priorities once the “ship is stable,” McCarter is facing a tough choice on which to do first because “they’re all important.”

With government, McCarter would like to set a direction that leads to greater involvement with Transport Canada, including participation in Canadian Marine Advisory Council meetings and the Canadian Association of Maritime Training Institutions (CAMTI).

Ultimately, McCarter is very interested in having BCIT in the position to grant a degree, something that’s been discussed over the years but is still in its infancy. “Whether it’s called a Bachelor of Maritime Studies or Bachelor of Marine Industries, it would raise the academic standing of BCIT and would

showcase us as one of the premier training institutes in Canada and the world.”

Closer working relationships with industry is also on the priority list.

Expressing a desire to work with ports, pilots and shipping lines among others, he sees the Kongsberg simulators as being a strong part of the equation, and having worked with BC Ferries’ simulators, knows the strengths of their capabilities. “I’d like to see more programs developed with the shipping industry,” he said, recognizing the competitive market of the training industry.

“It’s important to distinguish BCIT over others not only by playing to our strengths but by building new strengths along the way.”

Pointing to some additional initiatives, McCarter reported that the school has started to build capacity in hydrodynamic modelling and sees an opportunity to develop this into a revenue stream in the future. He also sees more opportunities to tie the bridge and engine simulators together to run programs that test communications and teamwork between the two

departments. “These kinds of programs may also be appealing to companies outside of the shipping industry in terms of providing team-building and leadership exercises.”

And of course, there are other programs that can be developed on the training front that could attract industry players from across Canada, including refresher programs as well as new programs with the simulators. “Just last week, we installed the latest software to train marine personnel on electronic chart display information systems (ECDIS) and global maritime distress and safety systems (GMDSS) and we recently added a liquid cargo simulator program so there are many opportunities and areas for potential growth.”

But first and foremost, McCarter will spend the better part of his first year building a solid foundation for the instructors and staff at BCIT and getting to know local industry stakeholders. On behalf of BC Shipping News readers, we’d like to welcome Captain McCarter and wish him the best of luck in this new adventure. BCSN

March 2016 BC Shipping News 43

HAZMAT TRAINING

Nanaimo’s Hazmat Awareness Training hailed as a major success

I

n what is being hailed as a successful first event, Nanaimo Port Authority joined staff from the City of Nanaimo’s Emergency Program, TRANSCAER®, and numerous other stakeholders to hold a Hazmat Awareness Training event. “The success of this event is a direct result of the partnerships and community commitment from all the agencies involved,” said Nanaimo’s Emergency Program Manager, Karen Lindsay. “From the donation of the lands by Nanaimo Port Authority to the planning and financial contributions from the City and the private sector, to the RCMP co-ordinating and managing a BBQ for over 200 attendees, the hands-on learning and opportunity to talk to the experts was invaluable for attendees.”

Held in mid-October, the City had engaged TRANSCAER® — the Transportation Community Awareness and Emergency Response initiative — that was started in Canada in 1985 by the Chemistry Industry Association of Canada (CIAC). Today, led by CIAC and the Railway Association of Canada (RAC), TRANSCAER® exists to make sure that communities are informed about the products being moved through their area by road and rail, and what measures are in place to ensure their safe transportation.

Working with municipal officials, emergency responders, and residents along transportation routes to help them evaluate and develop community emergency response plans, TRANSCAER® hosts dozens of outreach events across Canada each year to help train fire fighters, police, and emergency medical personnel so they are better prepared in the event of a transportation incident involving dangerous goods.

The City of Nanaimo Emergency Program first established their Hazard Risk Vulnerability Assessment in 2006

44 BC Shipping News March 2016

Just a few of the participants involved in Nanaimo’s Hazmat Awareness Training event held last October.

and recently updated the report in 2014. In both assessments, hazardous materials was the number one threat for the community. As a result, in 2009, the Nanaimo Hazmat Consortium was formed with participants from the City of Nanaimo, industry, BC Ministry of Environment, first responders, and the Nanaimo Port Authority (those who transport, ship or handle Hazardous Materials) with a goal of working, educating and training together while creating further awareness specific to HazMat. In 2015, Tim Johnson of Northwest Tank Lines, an active member of the Hazmat Consortium, recommended using TRANSCAER® to assist in hosting a Hazmat Awareness TRANSCAER® event. The recommendation was unanimously accepted by the consortium and a steering committee was quickly formed to begin planning. Over 200 attendees from the Nanaimo area including City of Nanaimo, Nanaimo Port Authority, RCMP, Fire, Ambulance, and the private sector participated in this educational event.

While the event focused on ground transportation, NPA’s role was critical given that most hazardous products move through the port on a daily basis.

With various stations set up with representatives, props, and vehicles from the private sector and provincial and federal

government agencies, attendees were able to obtain hands-on learning from the experts who are involved in handling the hazardous materials. NPA representative Rod Grounds, who facilitated the port’s participation, confirmed the value of the exercise. “We’re very fortunate to have a tight-knit emergency response group here in Nanaimo,” Grounds said, “and to be able to bring everyone together to meet face-to-face was a huge benefit.”

Grounds went on to say that the Port, as the lead agency for water-based spills, was grateful to learn more about the assets available in the community that could be used while waiting for additional resources to arrive.

Partners from the HazMat Consortium volunteered, time, money and human resources to support this event which was truly a pan-community event — $10,000 in funding was received from private industry, including SunCor, Canexus, TerraPure, HarMac and Coast Environmental; Nanaimo Port Authority donated the venue; and RCMP Victim Services hosted a BBQ by donation with all funds going to support RCMP Victim Services in the community. The City of Nanaimo contributed funds towards coordination of the event as well a ensuring all Fire Personnel were able to attend the training. In addition, TransCAER representatives indicated this was the largest

HAZMAT TRAINING turnout of RCMP officers they had seen at an event further demonstrating the level of commitment in the community. Many retail outlets and suppliers also donated goods to the event and the BBQ, further adding to its success.

Feedback was extremely positive.

TRANSCAER® indicated it was one of the best organized and supported sessions that the B.C. office had ever seen and attendees found great value in meeting and networking with the many players involved in emergency response as well as those representatives from companies who were transporting hazardous materials. “Each company had an interactive station where attendees could visit with subject matter experts who would demonstrate the various safety procedures and products they managed,” said Lindsay. “We also had a few booths with an educational opportunity including one with information on explosives. In addition to the learning experience, the value of networking and developing relationships with other first responders was priceless.”

Indeed, one of the most-heard comments from participants was their surprise at just how much knowledge was already available within the community. “A lot of people realized they had no idea of what certain companies did or transported through the area,” said Lindsay, “and recognizing that there were subject-matter experts on site who were approachable and could contribute greatly to our knowledge base was significant. Some companies are now having additional tours of their facilities to assist with familiarity.”

Lindsay went on to say that if an emergency should occur, the importance of knowing who to call and putting names to faces beforehand is something that can save a significant amount of time. “Not only is the networking very valuable but the event provided greater clarification on the roles and responsibilities of those who would be involved should an emergency occur. Following this event, we have a much better understanding of procedures, allowing for greater confidence to respond.”

Photo credit: Dave Roels (www.daveroels.com)

When asked about lessons learned, Lindsay was quick to confirm that, from the Hazmat Consortium’s point of view, more education sessions, joint training and familiarity with all of the people and departments that would be involved in a response was a key takeaway. “It will be a continual process of building on this event to make sure we are comfortable working with partners and the assets available.”

One of those future events will be a focus on water-based spills where

partners like the Western Canada Marine Response Corporation and Canadian Coast Guard are more in the lead. And yet another exercise in the planning stages will be to involve more of the Nanaimo community’s Emergency Operations Centre.

“Everyone recognizes that we’re in this together,” said Lindsay. “and it’s that willingness of everyone to share information and work as a team that will make any response more efficient.”

BCSN

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March 2016 BC Shipping News 45

LEGAL AFFAIRS Limitation of liability — post Peracomo

Federal Court tackles recklessness

By Thomas S. Hawkins

Maritime Lawyer in the Vancouver Law Firm of Bernard LLP

The circumstances of the case involved a contract between Siemens Canada and Atomic Energy of Canada for the upgrading of the nuclear generating station...

M

adame Justice Strickland of the Federal Court has rendered a lengthy decision in a limitation of liability action in J. D. Irving Ltd. v. Siemens Canada Ltd. et al, 2016 FC 69 that was widely anticipated to be an interesting read following the 2014 Supreme Court of Canada decision on limitation in Peracomo v. Telus Communications. The important decision of the Supreme Court in Peracomo was reviewed in these pages in the June 2014 article by Joanna Dawson. The Peracomo case dealt with intent to cause loss under Article 4 of the Limitation Convention, rather than recklessness.

There, Mr. Vallee was a sole shareholder and alter ego of Peracomo Inc. While fishing, he snagged a cable which he cut, believing it to be abandoned. The cable was, contrary to his belief, a working cable used for communication purposes and owned by Telus. Justice Strickland, in the J. D. Irving decision observed that the Supreme Court found that Article 4 establishes a very high level of fault based on the Limitation Convention’s purpose to establish “a virtually unbreakable limit on liability.”

In the recent Federal Court case before Justice Strickland, Siemens Canada, the party that lost its low pressure modules off a barge owned by J. D. 46 BC Shipping News March 2016

Irving, did not assert in the limitation action that any party intended to cause the loss. Rather Siemens argued that J.D. Irving and its naval architect acted recklessly and with knowledge that loss of the modules would probably result, within the meaning Article 4 of the Limitation Convention.

The circumstances of the case involved a contract between Siemens Canada and Atomic Energy of Canada for the upgrading of the nuclear generating station in New Brunswick. Siemens was to provide three new low pressure modules, each with an internal low pressure turbine rotor. Siemens arranged with J. D. Irving to transport the new rotors by sea from the Port of St. John to Point Lepreau. J. D. Irving bareboat chartered a barge the “SPM125” and retained the services of a naval architect consultant.

In October 2008, the rotors were placed on a transporter owned by J. D. Irving which allowed the rotors to be rolled on and off the barge. While in the process of loading, the transporter carrying one of the rotors was being driven onto the barge when it suddenly tipped starboard and fell over and off the barge into the St. John harbour. Siemens advanced a claim for a loss of $45 million. In 2010, J. D. Irving filed a limitation action pursuant to the Marine Liability Act

seeking to limit its liability to $500,000 against all claims.

The Federal Court reviewed a number of important decisions reflecting that the purpose of the Limitation Convention is to strike a balance between the desire to ensure on the one hand that a successful claimant should be suitably compensated for loss, and the need on the other hand for all ship owners, for public policy reasons, to limit their liability to an amount which was readily insurable. The court observed the comments of various judges that there was a “virtually unbreakable right to limit liability”; that an owner has an “almost indisputable right to limit”; and that “it seems accepted that the limits will normally be unbreakable.”

The Limitation Convention test to determine whether a ship owner has lost its right to limit liability where responsibility for the loss lies with the ship owner is set out in the test under Article 4 that provides: “a person liable shall not be entitled to limit his liability if it is proved that the loss resulted from his personal act or omission, committed with the intent to cause such loss, or recklessly and with knowledge that such loss would probably result.”

As noted above, the Peracomo case, in considering conduct barring limitation under Article 4 of the Convention, considered only the first aspect of the test, that is, intent to cause the loss.

In J. D. Irving, Justice Strickland considered the treatment given to the words

LEGAL AFFAIRS “recklessly” and “with knowledge” by courts dealing with both maritime and aviation accidents. She referred to the English decision MSC Mediterranean Shipping where it was held that: “… the person challenging the right to limit must establish both reckless conduct and knowledge that the relevant loss would probably result.”

Another English decision — The St. Jacques II — canvassed an aviation case dealing with the Warsaw Convention wording noting Goldman v. Thai Airways where the court stated: “When a person acts recklessly he acts in a manner which indicates a decision to run the risk or a mental attitude of indifference to its existence. This is the ordinary use of the word…one cannot therefore decide whether or not an act or omission is done recklessly without considering the nature of the risk involved.”

In Nugent v. Michael Goss Aviation, the English court spoke of recklessness as involving “an obvious risk of damage and failure to give any thought to the possibility of it or recognition of the risk and going on to take it.” The court went on to say that “knowledge” means “actual knowledge” in the sense of appreciation or awareness at the time of the conduct in question, that it will probably result in the type of damage caused, nothing less will do.”

The court in J. D. Irving heard extensive evidence from witnesses and experts dealing with the selection and suitability

Justice Strickland held that breaking limitation is indeed a heavy burden that will be met only in exceptional cases. of the barge “SPM125,” potential ballast plan errors, barge stability and the transporter operating features. After extensive review of expert evidence called at the trial, Justice Strickland concluded that the sequence of events leading to the loss was that the barge was and remained stable, but a number of factors contributed to the transverse stability of the transporter carrying the rotor being overcome. When that happened, it caused the transporter to tilt to port causing the centre of gravity of the transporter to instantly shift. The situation then was irretrievable. One of the significant questions was the choice

by J. D. Irving of the barge “SPM125” which was smaller than the barge that J. D. Irving initially was looking to use.

The court held that while a larger barge would have had a greater margin for deviation off the centre line, that was insufficient to show that the “SPM125” was itself unsuitable as it had been established that the barge was in fact stable.

Ultimately, the Federal Court concluded that J. D. Irving and its consultant did not act recklessly and with the knowledge that, by either conducting the cargo move using the barge “SPM125” or continuing with the load

out in the circumstances, the loss of the rotors would probably result. The court held that the selection of the barge was not reckless as its suitability and stability were established. J. D. Irving did not know that undertaking the movement of the rotors using that barge would probably cause the loss of the cargo.

Justice Strickland held that breaking limitation is indeed a heavy burden that will be met only in exceptional cases. This decision, juxtaposed to the Supreme Court of Canada decision in Peracomo, will for the foreseeable future provide significant guidance to ship owners and claimants facing the prospect of a limitation action following a maritime occurrence. There is no question that the Limitation Convention establishes a “virtually unbreakable limit.’ Moreover, while that principle was mandated by the Supreme Court in Peracomo, it was with respect to intent to cause loss whereas now there is no doubt that the second component of the test, “recklessness with knowledge,” similarly attracts this very heavy burden.

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

BC SHIPPING NEWS

Commercial Marine News for Canada’s West Coast.

2016 Media Kit now available!

For more information, contact BC Shipping News T: 604-893-8800 / E: jane@bcshippingnews.com or visit: www.bcshippingnews.com

March 2016 BC Shipping News 47

MARINE ART

Finding beauty amid the ruins

Background

McKenzie Barge & Derrick established its yard on Dollarton Highway in North Vancouver in 1932. By 1970, McKenzie Barge and Marineways was operated by brothers Bob and Brian McKenzie, taking over from their father, Ralph, to continue the family business until it closed for good in 2013. The yard was demolished in August 2014 to make way for waterfront apartments to be developed by Polygon.

The day before the yard was slated for demolition, Tracy received a call from the husband of Marisa McKenzie, daughter of Brian. “Jason asked me to produce a piece of art to preserve the memory of

Photo credit: BC Shipping News

I

f the value of art is measured by the emotion it elicits from the viewer, it’s not a stretch to say that Tracy McMenemy’s display at the Vancouver Maritime Museum is priceless. Ghost Passages of the McKenzie Shipyards — an exhibit on now and running through to April 3, 2016 — merges the past with the present resulting in a honourable tribute to the old shipyard. “I had driven by the shipyard every day for the past eight years and had always been drawn to it,” said Tracy of the inspiration behind her work. “but it wasn’t until the day before they tore it down that fate stepped in.”

Vancouver Maritime Museum Executive Director Ken Burton stands with Tracy McMenemy next to her works of art depicting scenes from McKenzie Shipyards

the yard before it was gone,” she said.

“Marisa’s father had passed away the year before and this was their last chance to create a testament to her father through his work. I’ve known Marisa and Jason for many years and they are familiar with my art and wanted something that used a mixed media approach.”

When Tracy arrived at the yard, she had no idea what to expect. “I got there thinking I would just make a small piece and it ended up blossoming into this major project. I could feel the energy of the people who had worked there. There were old cans and tools and hard hats and aprons…as if workers had

just left the yard yesterday. I’d never had that experience before. It was as if the yard had been frozen in time. There was a beauty amid the ruins.”

The creative process

After taking about 650 photos and collecting some of the discarded materials, Tracy got back to her studio to get to work. One year later, the result was 40 pieces of art that have not only captured the physical aspects of the yard, but preserved the essence and history of one of B.C.’s most iconic shipyards.

As a mixed media artist using “any kind of media — video, audio,

Images courtesy Tracy McMenemy

Using a mixed-media art technique, Tracy combined photos with original blueprints found on the floor of the McKenzie Shipyard.

48 BC Shipping News March 2016

MARINE ART photography, etc.,” Tracy combined the photos she took that day with old photos supplied by Jill McKenzie, daughter of Bob McKenzie, along with blueprints and other paraphernalia she found on site to create artwork that gives “glimpses of stories from the past.”

The art evokes a haunting feeling — almost as if you’ll see workers busying themselves about the yard if you look hard enough. A yard abandoned yet filled with ghosts of days gone by.

Tracy described the process she underwent to create some of the images which included using a gel medium which was washed over a wooden panel with mirror images of the photos applied, then scrubbed off with steel wool, followed by painting with acrylics. “The process creates more texture and depth,” she said.

“Almost giving the image a 3D effect.”

One image was projected onto an old tarp and then re-photographed. “You can still see the tarp in places — it creates an image that is old and new at the same time.”

put on display in the Teekay Room at the Museum. While most of the pieces have been sold, Tracy would like to see some of the artwork return to the shipyard site where Polygon is developing the residential complex, Cates Landing.

“That would be a perfect circle,” she said.

As for the future, she also noted that Burton has many ideas rooted in the maritime theme that are intriguing. The idea of preserving Vancouver’s

history through this kind of expression is also appealing. “There are many areas of Vancouver where old structures are being torn down and, given the experience I’ve had creating this tribute to McKenzie Shipyards, I’d like to explore other ways to capture Vancouver’s past before it’s gone forever.”

Ghost Passages of McKenzie Shipyard is on display until April 3 at the Vancouver Maritime Museum.

Don’t miss it.

Ghost Passages of McKenzie Shipyard

Working with Duncan MacLeod, VMM’s Curator, and Executive Director Ken Burton, Tracy is pleased with how 33 of the 40 pieces have been

Tracy painted on top of photos to give images a vibrant feel while maintaining a historic look.

March 2016 BC Shipping News 49

EVENTS

Mari-Tech heads east for 2016 ...considering the rugged nature of the island, the technical sessions will focus on the design and operation of ships in and for harsh environments.

M

any readers of BC Shipping News will remember the highly successful conference and exhibition, Mari-Tech 2015, convened in Vancouver in April last year at the Hyatt Regency Hotel; some of you may have also been lucky enough to attend. If you were at the event and would like to touch base with old friends and renew business contacts, or if you missed it and would like to make sure you are part of this critically important event for anyone involved in Canada’s marine industry, Mari-Tech 2016 will take place May 4 to 6, 2016 in St. John’s Newfoundland.

Mari-Tech is a national marine engineering conference and exhibition, an initiative of the Canadian Institute of Marine Engineering (CIMarE); the only national event which specifically caters to those individuals and organizations involved in the technical aspects of shipping.

To encourage the greatest participation of all involved in Canada’s maritime industry, Mari-Tech is hosted in turn by each of the seven branches of the CIMarE, and thus is held at a different location each year. For 2016, the event heads across the country from the West Coast to the far east and the brand new St. John’s Convention Centre.

Appropriately, considering the rugged nature of the island, the technical sessions will focus on the design and operation of ships in and for harsh environments.

The conference, entitled Harsh Ocean Environments: Marine Engineering Challenges and Solutions, will feature presentations by leading marine industry experts representing industry, academia, consultants and regulators.

50 BC Shipping News March 2016

Technical sessions will address ship design, maintenance and supportability, regulation and classification and response to emergency situations as applicable to operation in ice and other harsh marine environments.

To open the proceedings, our keynote speaker will be Jody Thomas, Commissioner of the Canadian Coast Guard (CCG). The CCG will also be available for business-to-business meetings, by appointment, for the duration of the event.

Co-located with the conference is a trade exhibition featuring 70 leading suppliers to Canada’s marine industry.

The event will also feature an exciting program of entertainment as well as opportunities for networking. Detailed information on the program, exhibition and sponsorship opportunities as well as information on the networking events can be found on the Mari-Tech 2016 website (www.mari-tech.org).

If you are planning to attend the event and normally reside in B.C. or another region of Canada, you may want to give some thought to extending your stay or to bringing your partner or family along with you; you will not want to miss the opportunity to take full advantage of your visit to Canada’s youngest and most exciting province! It will take more than a few days to fully appreciate all that Newfoundland and Labrador has to offer but St. John’s and the surrounding area will provide a taster! From the conference hotel, you can easily stroll along Water Street and visit one of the many stores, craft shops, cafes and bars that comprise the downtown; see the rows of colourful houses; visit one of the many art galleries, historic cathedrals, churches or

other attractions such as the wine vaults where Port wine, transported from the Caribbean, was stored to age; head east to Signal Hill where Marconi received the first wireless signal from across the Atlantic or to Quidi Vidi a fishing village located within the City.

Travel a few kilometres outside the City to visit Cape Spear, the most easterly point in North America, Conception Bay or Witless Bay Ecological Reserve, North America’s largest colony of puffins, with an estimate during the Spring breeding season of 260,000 pairs, as well as numerous other seabirds such as the black legged kittiwake or storm petrels. In May, you may also have a good chance to see one or more of the 5,000-year-old icebergs which has drifted down from Greenland as well as one or more of the estimated 5,000 humpback whales that cruise nearby waters.

More information on what to see or do in and around St. John’s can be found on the following websites, Tourism Newfoundland and Labrador at: www. newfoundandandlabrador.com or www. destinationstjohns.com.

How do I participate?

You may participate in Mari-Tech 2016 as a delegate, sponsor or exhibitor.

There is also an exciting partners’ program for partners and family members.

Information on these and other opportunities, including the B2B meetings with the CCG, can be found at www. maritech.org. At the time of writing, there were still a few opportunities left to provide visibility for your company through sponsorship or exhibiting…. but they are going quickly!

You may find information on booking one or more of these opportunities on the Mari-Tech web site or contact the conference organizers directly by email at mc@creativerelationsplanners.com.

We look forward to welcoming you to the Rock!

ASSOCIATIONS

ABCMI working to establish a solid foundation

By Alex Rueben Secretary, Association of BC Marine Industries

A

Although the genesis of ABCMI comes from the shipbuilding and ship repair sector, the new association is striving to become much broader and all-encompassing...

Advanced Education. The Federal Government was also represented by delegates from Western Economic Diversification, the International Trade Commission, and the Department of National Defence. A briefing was given by the Business Development Bank of Canada (BDC) on how this organization could support B.C.’s industrial marine sector including working with B.C. companies interested in seeking opportunities in large projects like the one represented by the National Shipbuilding and Procurement Strategy.

The assembled membership at the

AGM voted in the first elected ABCMI Board of Directors including Mark Dixon (President), Mark Collins (VicePresident), Derek Davis (Treasurer), Alex Rueben (Secretary), Darren Larkins, Dan McGreer, Tim Page, and Maarten Post. Concluding the AGM, the new President outlined ABCMI’s primary objectives for the first year of operation, which includes the following: Workforce development: ABCMI will champion relationships and strategies which permanently enhance the development of stable, satisfying and desirable careers within B.C.’s industrial

Photo: BC Shipping News

s was reported in the September issue of BC Shipping News, the Association of British Columbia Marine Industries (ABCMI) has evolved from a number of incarnations of industry representation and collaboration, including the former West Coast Shipbuilding and Repair Forum (WCSRF) and the Shipbuilding and Ship Repair Board (SSRB). Growing from the positive attributes of the WCSRF and SSRB, the intent of ABCMI is to be a credible organization representing the broader industrial marine sector in British Columbia. Although the genesis of ABCMI comes from the shipbuilding and ship repair sector, the new association is striving to become much broader and all-encompassing in its representation of B.C.’s industrial marine sector.

Boat builders, boatyards, marine repair facilities, marine service companies, fleet owners, ocean and marine technology companies, shipyards, suppliers and manufacturers, labour groups, educators, designers, engineers, naval architects, marine lawyers, consultants, industrial development policy makers and public entities are all part of the ABCMI member base.

ABCMI held its first Annual General Meeting in North Vancouver on November 16, 2015. Representatives from 45 different organizations attended the meeting. Briefings, aimed at defining support to the newly formed association, were given by the Government of British Columbia including the Ministry of International Trade, the Ministry of Jobs, Tourism and Skills Development, and the Ministry of

The founding board of the ABCMI (l to r): Dan McGreer (Vard Marine), Tim Page (Seaspan), Mark Dixon (Babcock), Derek Davis (BMT Fleet), Mark Collins (BC Ferries), Bruce Donaldson (CFN), Alex Rueben (IMTARC).

March 2016 BC Shipping News 51

ASSOCIATIONS

Shipconstructor Software Inc. — one of ABCMI’s oldest members — provides software for the shipbuilding industry and is used extensively around the world.

marine sector in sufficient numbers to achieve the goals of the sector.

Sector strategy: Through dialogue with the BC Government, ABCMI will assist in the refinement and implementation of a sector strategy which enhances the capabilities and reach of B.C.’s industrial marine sector.

Supply chain development: ABCMI will assist the broadening of B.C.’s marine supply chain, focusing on areas in which the sector can be internationally, nationally and locally competitive.

Establishing member services: ABCMI will establish the services and benefits expected by members, and deliver the value that supports members’ continued participation in the Association.

52 BC Shipping News March 2016

Growing inclusiveness: ABCMI will inclusively broaden its membership to all those that have a stake or interest in B.C.’s industrial marine sector.

Fostering the reputation of ABCMI members and their abilities in Canada and abroad: ABCMI will identify the capabilities of British Columbia’s industrial marine sector and promote its capabilities locally and internationally. ABCMI will communicate the sector’s innovativeness, achievements and capabilities.

At the time of the AGM, ABCMI had approximately 50 members signed up; a number that has now grown to over 70 at the end of January 2016. The intent is to continue to expand the membership of the Association and to better represent the diversity of the industry within its membership. In addition, the intent is to provide multiple opportunities for the membership to interact with each other as well as external agencies that can be of assistance in furthering the objectives of companies and sector alike. In this context, the Association organized social mixers in Vancouver and Victoria in mid-February 2016.

ABCMI is also in discussion with other groups such as professional associations and societies to encourage the diverse parts of the sector to meet one another and find areas of common interest where mutual benefits can be achieved.

In order to inform and provide educational opportunities to its membership, ABCMI is working with various organizations, both private and public, to deliver webinars, workshops and lectures on a variety of subjects. These include: responding to federal government tenders listed on MERX and “Buy and Sell”; insights into the TransPacific Partnership (TPP) and Canada/ EU trade agreements; information on the new CanExport Program for small and medium Canadian companies recently announced by International Trade; and, information on the Industrial and Technological Benefits (ITB) Policy and accompanying Value Proposition that pertains to the Defence Procurement Strategy (DPS). Under the ITB Policy, companies awarded defence procurement contracts are required to undertake business activities in Canada, equal to the value of the contract. All of these initiatives mean potential business opportunities for companies working in B.C.’s industrial marine sector.

ABCMI is also working with the federal and provincial governments to identify projects that align with ABCMI’s objectives, as listed herein, and that are eligible for funding assistance from government through a variety of different programs. These initiatives may range from conducting a comprehensive and wide-scoped labour market analysis for B.C.’s industrial marine sector, to refining and refocusing an industry human resource strategy, to the creation of an accurate and informative capacities and capabilities index of industrial marine companies, to the support of these companies that export their products and services, in accessing the international marketplace.

In fostering the reputation of ABCMI members and their abilities, ABCMI seeks to profile its members at every opportunity. Shipconstructor Software and Corvus Energy are two companies that are making an impact in Canada and abroad.

Shipconstructor Software Inc (SSI) develops Autodesk based software solutions for the shipbuilding and offshore

ASSOCIATIONS ABCMI will work hard to represent the many different companies...as the common bond is the desire to see the B.C. marine industry improve and thrive.

Corvus Energy — another new member of ABCMI — is a great success story of B.C. marine industry companies.

industry including: ShipConstructor software, an AutoCAD based CAD/CAM product line; and EnterprisePlatform, software for sharing data from a virtual product model. The majority of the U.S. Navy’s future fleet, top yachts from premium makers, an enormous number of workboats, plus ferries and commercial vessels are all designed and engineered at shipyards and naval architecture firms using software from a Victoria, B.C. based company, SSI. The company’s global clientele include major names in the world maritime industry including Fincantieri, Huntington Ingalls Industries, Austal, Gibbs & Cox Inc., Royal Huisman, Vripack, Estaleiro Atlântico Sul, Dubai Drydocks and Lamprell plc.

Here in B.C., naval architecture firm Robert Allan Ltd. uses ShipConstructor software to design the world’s leading tugboats. Also in B.C., SSI clients Seaspan Marine (Vancouver Shipyard and Victoria Shipyard) along with Seaspan’s partner Alion Science and Technology are designing and building the non-combat portion of Canada’s Federal Fleet Renewal program. SSI is committed to supporting Canada’s and B.C.’s marine industry and has spearheaded the Canadian Conference on Modern Shipbuilding, participated in the New Wave Marine Engineering Technical Conference, and has been involved with training UBC Mechanical Engineering students in the Masters of Naval Architecture and Marine Engineering (NAME) program.

Corvus Energy provides purpose-engineered energy storage solutions for marine, oil and gas and port applications.

Corvus has the largest installed base of Energy Storage Systems (ESS) with the largest number of projects completed in the maritime industry. Its field-proven lithium polymer battery systems provide sustained reliable power to hybrid and fully electric marine propulsion systems. Corvus battery systems make vessels more efficient, saving fuel, reducing maintenance costs and significantly lessening emissions. Corvus engineers design an ESS tailored to the customer application

without the expense of custom engineering. Battery systems are scalable to multiple Megawatt-hours at up to 1100VDC. Corvus Energy produces the world’s first lithium polymer battery module to have all major Marine Standards “Type” Approvals, DNV, Lloyd’s Register, ABS and BV. Corvus Energy will provide the battery systems that power nine retrofit hybrid rubber-tired gantry cranes (RTGs) in the Port of Shanghai, which has the largest installations of hybrid electric port equipment in the world. Approximately 10 per cent of the diesel fuel emissions from cargo handling equipment at ports are emitted by RTG cranes. Implementation of more efficient RTG’s directly lessens the environmental impact of crane operations. The use of battery hybrid technology substantially reduces fuel consumption and harmful fossil fuel emissions in port operations.

Corvus is also supplying the ESSs for the two new Seaspan battery hybrid LNG cargo ferries operating the drop traileronly routes between Vancouver and Vancouver Island. The 148.9-metre ferries, being built at the Turkish shipyard Sedef Shipbuilding Inc., and designed by VARD Marine Inc. are both expected to be in operation by late 2016 and will accommodate up to 59 trailers each. The new vessels will each use a 1050VDC, 546kWh ESS consisting of 84 Corvus Energy AT6700 advanced lithium polymer batteries. The ESS will be integrated with an Elkon Electric (an Imtech Marine company) propulsion and distribution system and will be powered with dual-fuel engines capable of running on diesel and liquefied natural gas (LNG) with a Corvus ESS as spinning reserve and power for responsive harbour maneuvering.

These two new Seaspan ferries are examples of the significant benefits both operationally and environmentally of battery hybrid propulsion and Corvus is proud to be a project partner enabling this technology take root in Canada.

Conclusion

ABCMI continues to evolve and is mindful of using limited funds to achieve the maximum benefit for its membership; representing the industrial marine sector in B.C. As such, a partnership has been worked out with the Industrial Marine Training and Applied Research Centre (IMTARC) in Victoria to share necessary office space and staff. The ABCMI website (www.abcmi.ca) is undergoing improvements to add functionality and value for its users. ABCMI will work hard to represent the many different companies that make up the industry as the common bond is the desire to see the B.C. marine industry improve and thrive. A rising tide lifts all boats — as they say.

March 2016 BC Shipping News 53

ADVERTISERS

Bernard LLP................................................................................................................28 Bracewell Marine Group.............................................................................................35 Canadian Lifeboat Institution.....................................................................................23 Chamber of Shipping of British Columbia...................................................................43 ClassNK......................................................................................................................11 Corix Water Products..................................................................................................41 Dave Roels Photography............................................................................................16 Glusken Sheff...............................................................................................................8 Green Marine (GreenTech 2016)...................................................................................4 Greenwood Maritime Solutions Ltd............................................................................10 International Sailors Society Canada..........................................................................31 Jastram Engineering Ltd............................................................................................25 John Horton, Marine Artist.........................................................................................23 Kongsberg Maritime Simulation................................................................................BC Lloyd’s Register............................................................................................................3 Lonnie Wishart...........................................................................................................54 Mari-Tech 2016........................................................................................................ IBC Mercy Ships................................................................................................................54 Meridian Marine Industries........................................................................................12 Mission to Seafarers...................................................................................................31 Nanaimo Port Authority.............................................................................................45 Nesika / Fairway Insurance Services inc......................................................................13 Osborne Propellers.....................................................................................................52 Point Hope Maritime..................................................................................................41 Redden Net & Rope......................................................................................................9 Robert Allan Ltd.........................................................................................................29 Seafire Training Ltd....................................................................................................38 Survitec Group...........................................................................................................19 Tactical Marine Solutions Ltd.....................................................................................18 Tervita........................................................................................................................10 Vancouver International Maritime Centre.................................................................IFC Vancouver Maritime Museum....................................................................................49 Western Canada Marine Response Corporation..........................................................17

54 BC Shipping News March 2016

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