BC Shipping News - March 2017

History Lesson: The history of navigation lights

Surveillance Technology: A popular turnkey solution

Legal Affairs: On-deck containers overboard

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

Volume 7 Issue 2

NEWS

www.bcshippingnews.com

March 2017

Industry Insight Captain Bob Kitching, Western Maritime Institute

Waterfront Training Centre continues to boost productivity at B.C. terminals

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Contents

NEWS

March 2017 Volume 7 Issue 2

Cover Story

22

45 Waterfront training

Waterfront Training Centre continues to boost productivity at B.C. terminals

47 Legal affairs 7

Editor’s note

8

In brief

By Jane McIvor

Industry traffic and news briefs

14 Industry insight

High standards for training Captain R.C.E. (Bob) Kitching, Western Maritime Institute Before Bob follows through on the threat of sailing into retirement, we thought it best to get some of his knowledge down on paper.

20 History lesson

Lights in the dark...

The history of navigation lights

By Lea Edgar

22 Transport Canada

Oceans Protection Plan invests in maritime industry improvements

27 Training

Western Maritime Institute course curriculum

31 Marine safety

Marine safety systems, safety layers and safety cultures

By Dr. Richard Wiefelspuett

49 Maritime tragedy

Commemorating the 100th anniversary of the sinking of the SS Princess Sophia

50 Mari-Tech 2017

St. Lawrence CIMarE Branch welcomes Mari-Tech 2017 attendees to Montreal

Mercy Ships 34 Surveillance technology 51 Taking the road less travelled

Turnkey solution for maritime surveillance gaining in popularity

36 Cyber security

Cyber-security risks brought into focus

By John Jorgensen

40 Seamanship

Seamanship and the Bridge Watchman Program

By Captain Philip McCarter

14

On-deck containers overboard Can the carrier rely on HagueVisby limitations?

By Thomas S. Hawkins

53 Tugs

Harken Towing now “Safe Certified”

45

43 Marine trades

IMTARC’s ‘built by industry for industry’ business model proves successful

On the cover: The BCMEA Waterfront Training Centre (photo: Dave Roels); above: Government’s announcement of the Oceans Protection Plan (photo: Prime Minister’s Office); right: The BCMEA Waterfront Training Centre (photo: BC Shipping News); left: Captain Bob Kitching (photo: Dave Roels).

March 2017 — BC Shipping News — 5

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March 2017 Volume 7/Issue 2

Publisher McIvor Communications Inc. President & Editor Jane McIvor

Contributing Writers

Lea Edgar Thomas S. Hawkins David Leverton John Jorgensen Captain Bob Kitching Captain Philip McCarter Sara Wegener Dr. Richard Wiefelspuett Editorial Assistant Amanda Schuldt-Thompson

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Proud member of: 300 – 1275 WEST 6TH AVENUE, VANCOUVER, BC V6H 1A6 T: 604-893-8800 / F: 604-708-1920 E: JANE@BCSHIPPINGNEWS.COM 6 — BC Shipping News — March 2017

International Sailor’s Society Canada

EDITOR’S NOTE

Photo: Dave Roels

The success of our future relies on the experiences of their past

S

omewhere in a past issue, I’m pretty sure I’ve already written about how it takes a village to raise a child. But this edition of BC Shipping News really drives that message home.

The expertise and knowledge demonstrated by those who have helped put this month’s magazine together is worth noting. It’s encouraging to see that expertise being passed on to a younger generation.

First, we managed to catch Captain Bob Kitching — founder of the Western Maritime Institute (and past Associate Dean of BCIT’s Marine Campus) — just before his retirement to get his insights into maritime training. Kitching’s perspective on training is one that could only

come from years of industry experience. It would behoove us to heed his comments and advice on seafarer training.

Two more Associate Deans of the BCIT Marine Campus (one current, one past) have provided articles. Captain Philip McCarter and Dr. Richard Wiefelspuett cover aspects of training and safety that, again, can only come from years of work in the industry.

And it doesn’t stop there — articles from the BC Maritime Employers Association, the Industrial Marine Training and Applied Research Centre, and the Shipping Federation of Canada show how the careers of a future generation are benefiting from a group of

dedicated individuals who are driving forward education and training programs.

And then there are the organizations we didn’t include (only because we ran out of space). It’s a long list ranging from naval architecture to shipbuilding, from marine engineering to ship management.

And in each sector of the industry, there are these professionals who are willing to spend the time to pass on their knowledge.

I, for one, am grateful for their contributions and their willingness to share their experiences. It is with their dedication that the future of the shipping industry will benefit.

— Jane McIvor

Cyber-enabled ships: ShipRight procedure With autonomous ships likely to enter service soon, LR has set out the ‘how’ of marine autonomous operations in a new ShipRight procedure guidance.

Read the guidance at www.lr.org/cyber

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

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

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March 2017 — BC Shipping 11/07/2016 News —13:39:10 7

INDUSTRY TRAFFIC Mark Collins appointed new President and CEO of BC Ferries

8 — BC Shipping News — March 2017

Photo: BC Ferries

B

C Ferries’ Board of Directors today announced the appointment of Mark F. Collins as President and CEO effective April 1, 2017.

A senior marine executive for the past 20 years, Mr. Collins’ experience includes roles as the President of Rolls Royce Marine Brazil and Italy, and Vice President of Global Technical Services, CSL Group. Mr. Collins is currently Vice President of Strategic Planning & Community Engagement at BC Ferries, and was the Vice President, Engineering between 2004 and 2012.

In making the announcement, Board Chair Donald Hayes said, “Mark Collins has demonstrated his ability to lead teams and work collaboratively with diverse groups, skills we believe to be vital for the CEO position.” Hayes added, “Mr. Collins cares deeply for the company, its employees and the people in coastal communities who regularly use our services. The Board looks forward to working with him in his new role of incoming President and CEO.” BC Ferries’ engaged an executive search firm to conduct a thorough national search following the announcement of current President and CEO Mike Corrigan’s decision to step down from his role effective March 31, 2017. The Board shortlisted and interviewed both internal and external candidates.

Hayes said the Board unanimously agreed that Mr. Collins has the ideal combination of maritime experience, academic training, operational expertise and leadership skills. Collins has 35 years of marine experience, 20 of them

Greystoke strengthens LNG expertise

G

Mark Collins

in executive leadership positions; holds a Master of Business Administration (Transport and Logistics) and a Diploma of Technical (Marine) Engineering; has delivered more than $1billion worth of projects on-time and on-budget; and has been a Marine Engineer Officer on oil tankers, bulk carriers, container vessels, and fishing vessels.

“As a person who was born in Newfoundland, a ferry dependent island, I understand first-hand the importance of a reliable ferry service to people’s lives,” said Collins. “I am fortunate to have such a solid foundation on which to start my new role as President and CEO, and I have our CEO Mike Corrigan, our leadership team and our more than 4500 dedicated employees to thank for that.”

reystoke Marine Management is pleased to announce that David Glendinning has joined the company as a partner and a member its senior leadership team.

David is a Master Mariner who had an eighteen year career at sea on oil tankers.

He came ashore with Teekay Corporation in 1987 and worked in several senior positions in ship management, commercial operations, business development and project management. In 2003 David was appointed President of Teekay Gas Services business unit and served in that position until retiring from Teekay at the end of 2015. Under his leadership during the period Teekay LNG Partners became the world’s second largest independent LNG shipowner with total of 50 ships in its fleet including those on order. David was a member of Teekay’s Senior Leadership Team from 1993 until his retirement and he served on the board of SIGTTO (Society of International Gas Tanker and Terminal Operators) for 10 years.

Greystoke founding partners Mads Meldgaard and Robert Hedley said in a joint statement “We are excited to have David onboard. His knowledge and experience builds on the existing foundation we have established at Greystoke. David also brings his own brand of passion and enthusiasm to complement our team.”

David Glendinning commented “I am delighted to be given the opportunity to join Greystoke where I believe my wide oil tanker and LNG carrier experience will add value to the expertise presently within the company and help achieve its goals in this exciting niche market.”

Greystoke Marine Management was founded in January 2016 as a boutique management consultancy business offering marine expertise — commercial; technical; operational; financial — to private equity companies, banks and ship owners for new investment projects and asset management strategies for existing ships of all types.

INDUSTRY TRAFFIC

A winning formula for industry training

A

n essential element of the Shipping Federation of Canada’s mandate is to ensure that members and other marine industry stakeholders (including government officials and regulators) have access to training programs on relevant aspects of the commercial shipping industry.

The centrepiece of its efforts in this respect is the Certificate in Marine Transportation, a university-level program offered in partnership with Concordia University’s Centre for Continuing Education. The only program of its kind in Canada, the Certificate is made up of five courses on key aspects of the shipping industry. All of the courses are delivered both in-class and on-line, and are taught by experts from within the marine industry, thus ensuring that the curriculum reflects the day to day realities of the shipping business.

Well over 100 students have been awarded the Certificate in Marine Transportation since it was first introduced in 1996, and countless others have completed individual courses without pursuing the full Certificate option. Graduates of the program gain a solid overview of the economic, operational, contractual and legal aspects of the shipping industry, while employers gain better-trained and more productive employees who help enhance the professional image of both their company and the industry as a whole.

The Federation has also been able to leverage the curriculum it has developed for the Certificate program by breaking it down into targeted training sessions for specific groups. This has included a series of seminars on various aspects of the ocean shipping industry that have been delivered to key government departments and agencies, including Transport Canada, the

Canada Border Services Agency, and Fisheries and Oceans Canada.

All in all, the Certificate in Marine Transportation has proven to be a winning formula not only for a well-trained industry, but for well-informed industry stakeholders as well.

Additional information about the program can be found at www.shipfed.ca.

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www.flyingangel.ca March 2017 — BC Shipping News — 9

INDUSTRY TRAFFIC

Ship owners benefit from 3GA Marine collaboration with Alfa Laval

3

GA Marine Ltd. has announced a collaboration with Alfa Laval to provide engineered turnkey solutions which will support ship owners in their response to the IMO’s Ballast Water Management Regulations.

David Stocks, President of 3GA Marine, said: “The retro-fitting of ballast water treatment systems in existing vessels is challenging because of their size and required capacity to maintain ballast operations. It can also prove to be complex in integrating the system with existing systems and congested machinery room spaces. 3GA utilizes 3D laser scanning and modelling technology to gain accurate representation of as-built structures and surrounding systems which significantly reduces refit project risk.”

3GA has entered into a partnering agreement with Alfa Laval, the world-leading supplier of ballast water treatment systems (BWTS), and has qualified as a trusted engineering partner under Alfa Laval’s worldwide supplier network. Working together with Alfa Laval, 3GA provides the 3D scanning technology, system survey and

3GA’s 3D laser scanning provides for a more accurate representation of ship space.

modelling data, marine systems engineering, structural engineering and naval architectural services that are required to determine the feasibility of retrofitting a BWTS. 3GA also provides detailed designs for installation of the system that integrates with existing ship structure and piping and an oversight of the installation in a commissioning representative and site engineering role.

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Dan McIntyre, 3GA’s principal marine engineer and scanning lead, explains: “This collaboration of at-ship naval architecture and marine engineering will allow for the integration of IMO and USCG-approved Alfa Laval PureBallast systems to be managed in an efficient and accurate manner. It will minimize ship down time and reduce project risk while ensuring that vessel design records are accurate and that ballast management is efficient and compliant with regulations.”

Derek Gluschenko, Manager of the B.C. office of Alfa Laval Canada, Marine Division, said: “We are pleased to have 3GA as a trusted partner in the provision of Alfa Laval ballast water treatment systems. Their experience in the maritime space will provide the vessel owner with enhanced confidence that their Alfa Laval PureBallast system will be installed without any concerns or conflicts with existing systems.”

3GA Marine Ltd. is a Naval Architecture and Marine Engineering company based in British Columbia. They provide survey and inspection, design engineering and project implementation support to owners and operators of marine assets.

Alfa Laval is a global supplier of marine technologies (leader in purifier and separator equipment) to the marine sector. Alfa Laval PureBallast is one of the few systems that has gained IMO and USCG type approval.

All Things Marine Thrift Store opens at Canoe Cove Marina

T

he Maritime Museum of British Columbia launched their new marinerelated thrift store at Canoe Cove Marina in North Saanich, B.C. in January 2017.

Don Prittie, Chairman of the Board of Trustees for the Maritime Museum of BC originally presented the thrift store concept in the fall of 2016. Don and the Museum Board of Trustees envisioned the new store as an extension of the Massive Marine Garage Sale that takes place this year on April 22, 2017, at Ogden Point in Victoria. Similar to the Massive Marine Garage Sale, the operation is overseen by Museum volunteers and all proceeds from the thrift store are to assist with the ongoing costs of keeping B.C.’s maritime heritage alive.

Canoe Cove Marina donated the use of a building on their property and since then, Maritime Museum staff and volunteers have been busy getting the new location set up and operational. The new operation will assist the Museum to diversify its sources of revenue. The main Museum is currently located in downtown Victoria at 634 Humboldt Street.

This marine-focused thrift store is a great way to not only get a good deal, but to also reuse and recycle the many pieces of marine equipment that boaters regularly need.

Donations of saleable marine equipment and tools to the All Things Marine Thrift Store can be made during opening hours, Fridays and Saturdays from 10 a.m. to 3 p.m. The new phone number for the thrift store is 778 351-0011.

For further information, contact Ann Jones or Brittany Vis at 250-3854222, or visit the Museum’s website at: http://mmbc.bc.ca/atm/.

Canoe Cove Marina is home of the MMBC’s new thrift store, All Things Marine.

March 2017 — BC Shipping News — 11

LETTERS Another perspective of Canada’s Coasting Trade Act Dear Jane: I am really glad that you published Terry Engler’s piece “How to win the war on cabotage” in the December 2016/January 2017 issue of the magazine. Having been involved in various sectors of the maritime industry in Canada, Australia, the U.S., Asia and Europe for far too many years, I just had to make a comment!

Canada’s Coasting Trade Act is simply another form of commercial protectionism. States, such as Canada, Australia and the United States, have ‘protected’ certain sectors of the maritime industry from real commercial competition for many years. The reasons given have either been strategic interests, as for the U.S., or simply political convenience, as for Canada and Australia. This has resulted in another form of subsidy for these maritime sectors, but at taxpayer cost. This seems to only apply to the maritime sector, such as ships and shipbuilding, as taxpayers are content to pay much more for these. At the same time, these industries have languished from lack of development and competition, whilst user costs have steadily risen. European states realized this long ago and have set the industry free. The Emerson Report simply assesses this in the

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12 — BC Shipping News — March 2017

modern context. Aviation, our sister transport industry, has long ago abandoned this indirect taxpayer subsidy and, look how it has prospered! Canadian taxpayers, as voters, will have to make the final decision on whether they wish to continue to subsidize an industry that would prosper and strengthen quite easily without such assistance.

Mr. Engler also pulls out a few old chestnuts that have long been discarded. There is no evidence that Canadians working in the maritime sector are in any way superior to those from other countries. In fact, a number of states that today are major maritime labour suppliers, have training systems that are at least equivalent, if not superior, to Canadian training. The graduates from this globalized system are crewing the most advanced, sophisticated ships in the world.

Mr. Engler also does not spare some innuendo about the dreaded ‘flags of convenience’ linked conveniently to downtrodden, poorly-paid, third-world seafarers. Nothing is further from reality.

In a globalized maritime industry, ships’ flags have become quite irrelevant, but the major ‘open registry’ states have rated extremely high in terms of ship and environmental safety for many years.

With the odd regrettable exception, the old ‘clunkers’ have long been driven to the breakers due to a combination of effective port state control and a much more astute marine insurance sector.

Admittedly, the international pay rates of seafarers are still below those of Canada. But the differences are narrowing in a maritime world that is facing a shortage of trained seafarers and maritime officers. In fact, the pay rates are now so good that it is widely recognized that Filipino, Chinese, Indonesian and East European seafarers have become a new, prosperous ‘middle class’ in their respective countries. It does not make the slightest sense in comparing pay rates as living costs differ greatly.

However, Mr. Engler makes a good point when he asks where Canadian maritime professionals (i.e., pilots, surveyors and regulators) would be coming from if there are no Canadian-flag ships.

In my view, well-trained Canadian navigators and engineers today have great opportunities in a growing, globalized shipping sector.

But they have to be prepared to go overseas where they won’t be getting home on weekends! When they do return with significant international experience, they could easily fill some of these important positions. But I have noticed that Canadians (as well as Australians) are rather reluctant to take the international plunge and, instead, look for diminishing local short-term jobs or stay on the beach. Anyway, if we cannot find well-trained Canadians for some of the positions, we can instead find them overseas. They would be great immigrants!

It is really unfortunate that the maritime sector labour movement is still putting forward views that are dated, inaccurate and out of step with what is happening internationally.

Edgar Gold, CM, QC, FNI Brisbane, Australia

INDUSTRY TRAFFIC

DND awards a major contract for the demolition of “B” Jetty

T

he Government of Canada is committed to providing the sailors of the Royal Canadian Navy with the modern, functional facilities they need to complete important operational missions on behalf of Canadians.

To that end, the Department of National Defence has awarded a $55.45 million contract to Pomerleau Inc. from Surrey, B.C., for the demolition of the existing “B” Jetty at Her Majesty’s Canadian Dockyard Esquimalt (CFB Esquimalt) and preparing the site for future rebuilding work.

The existing jetties, “A” and “B,” were originally designed for ships that were smaller and lighter than today’s modern Canadian Patrol Frigates. As such, they are not long enough or deep enough to accommodate modern ships.

The ongoing project at Her Majesty’s Canadian Dockyard Esquimalt provides the Royal Canadian Navy’s Pacific Fleet

with structurally sound docking facilities which will be functionally optimal for the berthing of Canada’s modern frigates and for newly designed vessels joining the f leet between 2018 and the mid-2040s.

“This major infrastructure project has reached another important milestone with the awarding of the “B” Jetty Site Preparation contract to Pomerleau Inc.,” said the Honourable Harjit S. Sajjan, Minister of Defence. “The outdated jetties have served the Royal Canadian Navy well for over 70 years, but they are now well past their intended service life. The two new state-of-theart jetties will greatly improve the shipdocking infrastructure for Canada’s naval vessels at Canadian Forces Base Esquimalt.”

The new jetty facilities will be longer and more versatile. New cranes will enable efficient loading and unloading

Better Solutions...

of modern ships, to be delivered by Canada’s National Shipbuilding Strategy to the Royal Canadian Navy over the next 30 years.

The A/B Jetty Recapitalization Project represents a total investment of $781 million at Canadian Forces Base (CFB) Esquimalt.

Throughout the duration of work, the Government of Canada’s investment in the major A/B Jetty project has the potential to create 1,400 jobs in the region for years to come.

The A/B Jetty Recapitalization Project is divided into three phases to ensure that at least one jetty remains operational for the duration of the project.

Following the demolition of “B” Jetty, the rebuilding of a new “B” Jetty will begin.

The demolition and rebuilding of “A” Jetty will begin once “B” Jetty is operational.

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INDUSTRY INSIGHT

High standards for training Captain R.C.E. (Bob) Kitching Western Maritime Institute

I

f the rumour is true, by the time this article is published, Captain R.C.E. (Bob) Kitching will have retired… for the second time. As President and Managing Partner of Western Maritime Institute for the past 17 years, and Associate Dean of the BCIT Marine Campus for about 10 years prior to that (and all of this following 30-plus years at ports and terminals throughout Canada), few in the industry have as much knowledge as Bob when it comes to Canada’s marine training regime. So before he follows through on the threat of sailing into retirement, we thought it best to get some of that knowledge down on paper.

BCSN: Tell me about the early days — how’d you get your start in the marine industry?

BK: I started my cadet training in 1955 aboard the training ship HMS Worcester. My first sea-going job was with the British India Steam Navigation Company, part of P&O Group in those days, where I served my apprenticeship stationed in India. I stayed with the company up to 1964, when I sat my Masters Certificate. I was 24 by that time.

After attending the University of Southampton in 1967, I joined a Panamanian tanker company for one tour of nine months. This was the year of the 1967 Arab-Israel War and the ship I was on was one of the last through the canal before it was closed.

14 — BC Shipping News — March 2017

Photo: Dave Roels (www.daveroels.com)

I left the ship in Gothenburg at the end of my tour and came to Canada.

Canada was only supposed to be a holiday and a visit to Expo 67 in Montreal, but I ended up staying, 50 years this September. I was offered a job as Mate relieving Master of the Coast Guard vessel Vector (then Mines and Technical Services) but a freeze on hiring within the civil service scuttled those plans so I joined Vancouver Tug (before it became Seaspan) where I stayed for about 18 months, moving to Alaska Cruise Lines as a mate for the summer.

Before Bob follows through

on the threat of sailing into retirement, we thought it best to get some of that knowledge down on paper.

In 1969, I was offered a job as a terminal supervisor at Vancouver Wharves and stayed there until 1973. I then moved to Newfoundland to be a superintendent in charge of stevedoring and warehousing for Labrador Linerboard Ltd. While with LLL, I moved through the ranks to eventually become the corporate traffic manager and vice president of transportation.

In about 1977, I was headhunted for the post as General Manager/Port

Manager for the Port of Prince Rupert.

At that time, it was a National Harbours Board port and Prince Rupert’s facilities were just being built. My job was to get the terminals completed, to arrange contracts for stevedoring and start marketing the port’s services, in addition to general management duties.

In the early 1980s, I set up CE International Consultants in Vancouver, providing port and transportation logistical services until 1990 when my wife contracted cancer and I needed to spend more time at home. We had two teenage children at the time and it proved impossible to meet my travel obligations.

As a result, I joined the Pacific Marine Training Institute (PMTI) as a parttime instructor. My wife passed away in December 1991.

I continued as an instructor with PMTI through 1991 and also went back to university to take a Master’s degree in Navigational Technology at the University of Nottingham. About this time, BCIT took over the operation of PMTI and I became the head of the Nautical Department. Running the BCIT Marine Campus Nautical Department while simultaneously taking a Master degree proved a challenge.

By 1995, I was awarded my degree as a Master of Science in Navigational Technology and about the same time, was appointed as the Associate Dean for

Photo: Courtesy Vancouver Island University (Flickr)

the BCIT Marine Campus where I stayed until 2000. For my part, during my tenure, we formed the engineering cadet program and the deck cadet program which basically doubled the number of students coming through the school.

I took early retirement at the age of 60 in 2000 and, two months later, started the Western Maritime Institute (WMI) with Brian Silvester.

BCSN: Tell me about WMI. BK: WMI was originally called Maritime Education Associates. The primary reason for starting the company was that Transport Canada had just brought in a regulation that required all fisherman on vessels over 60 tonnes to have at least a Fishing Masters Certificate. That meant that about 50 per cent of the fleet suddenly needed a ticket.

Brian and I put together a Fishing Master program for vessels up to 100 gross tonnage. We received accreditation from Transport Canada and we taught the program comprising four courses (30 days long) that included all of the components now found in the Fishing Master 4th Class. The original idea that Brian and I conceived was to work from November to March each year and then go sailing in the summer. We put on about four or five courses that first winter and it was very successful.

That first year, we graduated about 60 Fishing Masters. Then the next year, BC Ferries needed to get all of their staff trained for the new Global Maritime Distress and Safety Systems (GMDSS), Restricted Operators Certificate and I was one of the few people qualified to teach it. I ended up teaching about 35 consecutive Restricted Operators Certificates courses to

Dr. Ralph Nilson, President of Vancouver Island University, and Captain Bob Kitching stand in front of the six-acre Western Maritime Institute facility.

Fixed Liferaft Service contracts and much more!

March 2017 — BC Shipping News — 15

Photo: BC Shipping News

INDUSTRY INSIGHT

Key to the success of training Canada’s maritime industry is working with Transport Canada. Above: Captain Kitching with Donald Roussell, Associate Assistant Deputy Minister, Transport Canada Marine Safety & Security.

BC Ferries officers as well as crews of other companies which took all that winter. Brian, in the meantime, taught the Fishing Masters. WMI continued to grow exponentially. In our third year, we won a contract to train Fisheries officers in marine emergency duty training — that led to our instructors travelling all over B.C. to provide courses in a variety of communities.

BCSN: This was before you had the bricks and mortar?

BK: That’s right. The original idea of the school was to take marine training to where it was needed. It worked out to be a less expensive option for the students, many of whom were fishermen who had spent the summer away from home. For the most part, the last thing they wanted was to have to travel to the Lower Mainland for courses they frequently felt they didn’t need, but would take the course in their community where they could go home each evening. We went as far as Iqaluit in Nunavut, Whitehorse in the Yukon, Hay River, Fort Smith, Inuvik and Norman Wells in the NWT. We also travelled extensively in B.C. to the Queen Charlottes [now Haida Gwaii] and developed a good relationship with Northwest Community College with whom we still do a lot of training.

We also provided training to many First Nations communities — Kitkatla, Hartley Bay, Bella Bella, Bella Coola, Port Hardy, Port McNeil, just to name a few — where we’re still teaching.

During the early part of this period (1990s to 2007), Transport Canada was working on the Canada Shipping Act 2001 (which didn’t actually come in until 2007), but it became apparent that for those in Marine Training, under the new Act, marine training businesses would need their own facilities for things like firefighting, lifeboat training, etc., in order to be accredited. So, the decision for me (Brian retired in 2005) was to either stay as a small operator or get into the big league.

I was 67 by this time but still had lots of energy. I found a piece of property in Ladysmith — an old, nearly derelict school which needed a lot of work but had six acres of land, 14,000 square feet of classroom space with a gym and other facilities.

We rebuilt the school and added firefighting facilities as well as a training pool and lifeboat simulator. A bit later, we added the simulators for GMDSS training, accommodation for up to 10 resident students and a navigation simulator for Bridge Watch Rating training.

16 — BC Shipping News — March 2017

We opened in early 2008 and quickly became one of the largest accredited training institutes on the West Coast. In the last nine years, we’ve tripled our full-time equivalents (the standard measure used for schools). And don’t forget that this was just at the start of the recession. There were many sleepless nights but because of the recession, the government put a fair amount of money into training, particularly for First Nations and fishermen, and we were able to pick up a fair bit of that work. The school has progressed ever since and we’re now the largest private marine college in Canada.

Last year, we brought in a Transas Navigation Simulator so we now have a Class B Bridge and classroom with four sets of table top simulators, allowing for a full complement of students for bridge exercises.

BCSN: What criteria do your instructors have to meet?

BK: We have 14 instructors and each holds a Certificate of Competency sufficient to teach the courses they are assigned.

They also require an Instructional Design Techniques Diploma which they can take through the Vancouver Community College or online through the National Association of Career Colleges.

About half of our instructors have a foreign-going Masters certificate of competency or a Master Near Coastal certificate with B.C. coastal experience. We try to ensure that all our instructors hold a certificate at least at the 500 Ton Master level unless they are in a specialized field, for example, firefighting.

...the training that is being delivered in Canada is based on the requirements of STCW which are out of date before they’re brought into force.

BCSN: What are the demographics of your students?

BK: Regarding demographics, we’ve gone through phases.

We are seeing more women in the industry today. We’ve always seen about 10 per cent and that’s been consistent but we’ve grown, so the absolute number of women has also grown.

In terms of age, we’ve found that this has been a function of the economy. Following 2008, the forest industry was going through a major downturn so they retrained huge numbers of people. Between 2008 and 2012, we had a lot of people in their 40s and a few even in their 50s. By and large now however, the age range has settled in the 20 to 30 range, perhaps moving upward to the early 40s.

BCSN: How much of your business is from the corporate sector?

BK: I’d say it was about 40 per cent of our gross business is from corporate training. We will contract corporately for things like refresher courses, courses held in remote locations and inhouse courses for companies who have a sufficient number of staff to justify a dedicated course.

BCSN: I’d like to ask about some of the trends you’ve seen in the industry, starting with technology. How has it impacted on training (as in a teaching tool) and what has been the impact on the increase of knowledge required for students?

BK: The concern I have with regard to technology is that the training that is being delivered in Canada is based on the requirements of the Standards of Training, Certification and Watchkeeping (STCW) which are out of date before they’re brought into force.

Photo: BC Shipping News

Well known to the industry, Captain Kitching stands with Jamie and Deborah Marshall (BC Ferries) and Nora and Fred Denning (BC Coast Pilots Ltd.) at the 2015 Council of Marine Carriers Conference.

The STCW is constantly being revised with an upgraded document every 10 to 15 years but there is a huge lag-time in implementation. For example, the amendments that just came into force this year were developed between 1995 and 2010. Each administration under the International Maritime Organization (IMO) was then given seven years to implement the required changes. That

means some of the changes were 20 years old before they were implemented. In the case of technical subjects, this is ridiculous as many of the electronic components will already be obsolete.

To give you an example, chart work is a fundamental series of courses required for almost all certificates. We’re teaching the same chart work that was around when Nelson and I first went into the Navy as

cadets. We spend about 180 hours — or 22 days — to learn the principles and practice of chart work, much of which is now redundant. We then spend only another four days, in a separate course, on Electronic Chart Display and Information System (ECDIS). We are getting the priorities wrong as I doubt there are many vessels in British Columbia that have a paper chart on their bridge’s chart table.

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

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

Jane McIvor, Publisher BC Shipping News March 2017 — BC Shipping News — 17

INDUSTRY INSIGHT will vary from the newest to equipment already in museums.

I have been at sea, or in the industry, for 63 years. People who took safety training courses, i.e., firefighting, in the 1960s have not been required to take any refresher training until this year (2017).

Safety skills need continuous practice so they will be second nature if there is an emergency, but the need to refresh certain courses extends beyond safety training.

Certainly, in the more academic courses, refresher training could be offered online — a practice currently unacceptable with Transport Canada. Since the introduction of the Global Positioning System, most mariners who learned celestial navigation more than a year ago would be hard pressed to use their skills if, due to major sun spots or other disruptions, the GPS system was to fail.

About Captain R.C.E. (Bob) Kitching,

C

aptain R.C.E. (Bob) Kitching’s career at sea started in 1955 aboard the Training Ship HMS Worcester. In 1957, he chose the Merchant Navy as a career and served his apprenticeship with the British India Steam Navigation Company. Bob obtained his Masters Certificate in 1965 at the age of 24. He spent two years at the University of Southampton, School of Navigation, studying for his Extra Masters before joining a Panamanian tanker company prior to coming to work in Canada. Bob’s first job in Canada was with Vancouver Tug (the predecessor of Seaspan ULC) in 1967.

MSc., FNI, FRIN, FCIT

Following his time with Vancouver Tug, Bob sailed with Alaska Cruise Lines, a small cruise ship company offering weekly cruises to Skagway Alaska. He then worked as a terminal supervisor at Vancouver Wharves Ltd. until 1973 when he moved with his new family to Newfoundland to be the superintendent in charge of stevedoring and warehousing for Labrador Linerboard Ltd. He moved up the corporate ladder to eventually become the corporate traffic manager and vice president of transportation.

Kitching was recruited in 1977 to be the first General Manager of the National Harbours Board, Port of Prince Rupert. He later returned to Vancouver in the early 1980s where he established CE International Consultants which he ran until 1990. After the death of his wife in 1991, Kitching continued teaching at the Pacific Marine Training Institute (later to become BCIT Marine Campus). During this period, he also attended the University of Nottingham where he obtained his Master’s Degree in Navigational Technology.

In 1995, Kitching was appointed to the position of Associate Dean of the BCIT Marine Campus. He stayed in that position until 2000 when he joined with Brian Silvester to establish Maritime Education Associates, the precursor to Western Maritime Institute.

18 — BC Shipping News — March 2017

And yet another concern with technology is the distraction it presents for bridge officers. Statistics indicate 90 per cent of accidents are caused by human error. As ships’ bridges have been modernized with electronic navigational equipment, the officer of the watch sits in front of a bank of computer screens.

Accident reports suggest that nobody is actually keeping a look out. The bridge team is often reduced to one and the officers are working long hours. Throw in fatigue — which is a critical issue in itself — and you’ve created the setting for a potential accident.

What we need to do is review the domestic shipping requirements and develop courses specific to the needs of industry.

Photo: Dave Roels

Internationally, the requirement is that you can have ECDIS set up to operate on two independent computers with separate power supplies. If you have this, you don’t need paper charts. Most modern ships at sea don’t have paper charts. What we should be doing is merging the programs so the student can do basic training in paper navigation to understand the principles on which the electronic charts work, but then give them a comprehensive course in the latest electronic charting.

The outcome would be a shorter course with better, more meaningfully trained navigators.

The STCW establishes the lowest common denominators for acceptable training standards. However, remember, most foreign-going ships have a working life of 15 to 25 years. Equipment

BCSN: That’s a good segue for looking at Transport Canada’s regulations for training.

BK: I can summarize the issue of Transport Canada’s regulations by giving you a recent example. There are two new courses that are now mandated by the STCW — these are Leadership and Teamwork and, at a higher level, Leadership and Management. As of January 1, 2017, these non-technical courses are required for all STCW certificates, but Transport Canada didn’t produce the Transport Publication (syllabus) until October 2016. It’s not possible to bring out a new course — especially one we’ve never done before — in such a short time. In fairness, Transport Canada Marine Safety are understaffed and underfunded for the task they have been given.

BCSN: What do you offer for a solution?

BK: What we really need to do is look at the whole of the standard. There are two problems in Canada: First, the standards are written for international shipping by an international group (IMO) and reference international laws. They are frequently not appropriate for the Canadian coastal trade where they are included in the Canada Shipping Act by reference. Second, at least on the West Coast of Canada, we’re not manning international ships; our focus is almost entirely on domestic shipping, but the domestic certificate is a knock off from

INDUSTRY INSIGHT the international standard and the material being taught is inappropriate for the domestic shipping industry.

What we need to do is review the domestic shipping requirements and develop courses specific to the needs of industry. We need domestic certification written specifically for domestic shipping, and we need to revise our overall course material so it’s not from the Napoleonic era. Again, chart work is a good example. We don’t need 22 days of chart work. We need material that is designed to lead into electronic navigation — teach the basics that will lead into the computer-based system.

I sympathize with Transport Canada on this issue as the needs of the East Coast are different from those of the Great Lakes and different again from the requirements in B.C. Developing flexible standards to meet Canada’s different needs would be time consuming and expensive.

BCSN: Given that crews have shrunk but noting that there is a retirement boom underway, is the training industry meeting the demands for labour?

BK: If you look at the marine industry in British Columbia, there are estimates that about 40 per cent of the workforce is over the age of 50. Let’s say, for simplicity sake, the workforce is 10,000 at present and it typically takes 10 to 15 years nowadays to achieve the five years of required sea service to get a Watchkeeping Mate Certificate. That means that over the next 10 years, we’ll have to train 4,000 students for a certificate that requires them to study at an approved college for more than six months. That’s just not possible with the current resources we have. I would also note that the process is exacerbated because companies cannot afford to give crew time off to study, partly because of tight budgets but mainly because of a current shortage of qualified people. There’s nobody available to replace the people at school so not only are you not upgrading the level of those currently in the industry, but you’re not training new people either.

BCSN: Is there a role for government to play in this?

BK: In part, government funding is an issue. At the moment, government funds only public colleges. This works in favour of the students who live close to such a college but not private colleges like Western Maritime Institute. What would

be more equitable — and obviously I’m bias on this — is that instead of funding the college, government should be funding the accredited programs. That way, the student could apply to be funded for a specific program. That would mean that public colleges would have to start offering courses on a cost-recovery basis and fees would likely go up. Private colleges would carry on doing what they’re doing and the prices would likely go down.

The point is that the student would be able to choose their preferred college and the college would have to aim for quality rather than quantity.

I should note that WMI can now apply for government grants, for example, we put on a course last year for one of the northern First Nations which was funded under the Canada Jobs Grant and the provincial government. This policy of allowing private schools to bid on government-funded contracts of this nature has only been in place since 2015.

Before that, we weren’t eligible to bid.

From the student side of the equation, funding is still the issue. The student may apply for government student loans

but if they don’t pay the loan back, then it’s the school they attended which gets penalized. If enough students don’t pay their student loans back, all of the other students at that school are no longer be eligible for student loans. Even though it’s out of the school’s control — we don’t lend the money to the student, all we do is offer the course — we risk losing our accreditation.

BCSN: You mentioned fatigue as a critical factor when it comes to safety — are safety standards in the industry up to the level they should be?

BK: When I first went to sea, we had a crew of 60. Now, we’ve got all of this technology that allows us to operate a ship with fewer people, but technology doesn’t look out of the window. You can’t run a ship with 12 people and not expect sleep deprivation to be an issue.

I like to think safety is a function of corporate culture. A safe ship is one where the crew will do the right thing, even when no one is watching. It’s about building in that culture at all levels within a company and putting safety alongside profit. BCSN

About Western Maritime Institute

F

ounded in 2000, Western Maritime Institute was established to provide marine training in urban and rural locations throughout British Columbia and Canada to meet the accreditation training standards established by Transport Canada and Industry Canada for the fishing, commercial and recreational marine industry. While still providing for off-campus courses throughout Canada, WMI’s fully-equipped Ladysmith campus includes firefighting and survival craft training simulators, one of only two campuses in Western Canada to include these facilities.

WMI graduates can be found working at a wide variety of marine employers — from BC Ferries, to the Canadian Coast Guard, Seaspan, tug and barge companies and within the fishing industry. Accreditations have been received from: • Transport Canada • Private Training Institutions Branch (PTIB) of the Ministry of Education • British Columbia EQA (Education Quality Assurance) — to enrol international students • Det Norske Veritas – Germanischer Lloyd (DNV GL) — Standard for Certification of Maritime Academies With an average yearly enrollment of 600 students and an average class size of 14, WMI offers 13 certificates of competency and 46 accredited courses. It has grown to be the largest private post-secondary Marine College in Canada.

For more information: http://www.maritimeed.com March 2017 — BC Shipping News — 19

HISTORY LESSON Lights in the dark...

The history of navigation lights Photo: Dave Roels

By Lea Edgar Librarian & Archivist, Vancouver Maritime Museum

The revolutionary invention of the steam engine seemed to change everything when it came to ocean navigation, including the necessity for the visibility of ships from dusk till dawn.

A

s all seafaring folk know, vessels are required to display certain lights at night: red on port, green on starboard, and white generally on the masts. How were these lights chosen and what made them necessary? Navigation lights, also called running lights, are coloured lights mounted on a ship and are used to signal a vessel’s position, heading, and status. Like many changes in nautical procedures, this one came about as a response to a new technology. The revolutionary invention of the steam engine seemed to change everything when it came to ocean navigation, including the necessity for the visibility of ships from dusk till dawn.

Before the introduction of the steamship, wooden sailing vessels were slow, collisions were infrequent, and there was no need for standardized lights on board vessels. When two vessels were approaching one another, they would indicate their presence by hoisting a flag or lighting a flare. With the introduction of the steam engine came powerful steel ships travelling at higher speeds.

Subsequently, accidents causing loss of life and cargo made it necessary to introduce new rules of the road. Not only was there an increase in collisions, but boiler explosions and fires that caused massive damage as well.

The public was becoming concerned about maritime safety and on July 7th, 1838 the U.S. Congress passed a law to “provide better security of the lives of passengers on board of vessels propelled in whole or in part by steam.” This act required steamboats to carry one or more running lights between sunset and 20 — BC Shipping News — March 2017

sunrise, but it did not specify the colour or location.

Soon after, British Parliament introduced the Steam Navigation Act of 1846.

This legislation required that steam vessels pass each other port-to-port. It also stipulated that sailing vessels on the port tack give way to vessels on the starboard tack, and that crossing vessels alter their courses to starboard. In order to follow these rules at night when a vessel is not necessarily visible, standardized lighting was needed. By 1848, further regulations were issued requiring steamships to display red and green sidelights as well as a white masthead light, leading to the lighting we commonly see today. A year later the same law was implemented in the United States.

The earliest lamps were largely powered by whale oil from a right whale or a sperm whale. Whale oil was soon replaced by kerosene after the American

Civil War. With the electricity produced by steam engines, the natural next progression was to use electric lamps.

Electric lights were much safer than an open flame, required no tending, and held up well in all kinds of weather.

Safety measures continued to increase and by 1858, in addition to lighting rules, English and U.S. flag vessels were given procedures for the use of whistle and fog signals. Then, in 1863 the British implemented even more navigation rules.

The rules were sent to other maritime countries in an attempt to start an international maritime law. The United States and more than 30 other countries eventually adopted these rules, and thus began a new era of maritime safety.

The first international rules included provisions such as the overtaking vessel was required to stay out of the way of the overtaken vessel. The rules underwent some more minor variations over the years until the first International Maritime Conference was held in Washington, D.C. in 1889. The conference was convened to consider regulations for preventing collisions. Included in the new changes adopted were changes to vessel lighting. At this time it

Navigational lights for mechanical-powered vessels less than 50 metres in length. Image 1 is the starboard view; image 2 is a vessel facing towards an observer; image 3 is the port view; and image 4 is a vessel facing away from an observer.

(Image by Claudio Elias)

was decided that steamships had to carry a second masthead light.

Not many changes in navigation lighting were seen again until the 1940s. At this point, recommendations were put forward for variations in the lights required depending on the type and size of the vessel. In 1948, an international conference regarding safety at sea recommended a mandatory second masthead light for power-driven vessels over 150 feet in length and a fixed stern light for practically all other vessels. Following this, countries including the United States and Canada actively worked to bring their domestic rules regarding navigation lights in line with the international regulations. The only remaining exceptions are the rules for inland waterways. Currently, the International Maritime Organization (IMO) specifies the different kinds of navigation lights required for each type of vessel at sea for its member countries.

With great leaps in technological advances comes a necessary adjustment period in which we all attempt to catch up.

Rules are drawn up, tested, and adapted as necessary. In much the same way that we are constantly adapting to new technologies today, the seafarers of the 19th century had to change the way things were done for hundreds of years when the steamship entered the scene. Thankfully, where navigation lights are concerned, the lawmakers got it right and now they continue to help guide and protect mariners around the world.

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

An example of a port light from the Vancouver Maritime Museum’s collection.

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TRANSPORT CANADA

Oceans Protection Plan invests in maritime industry improvements

Background

The OPP was borne out of the larger Transportation 2030 vision which focuses on five key themes: • providing greater choice, better service, lower costs and new rights for travellers; • building a safer, more secure transportation system; • reducing environmental impacts; • building world-leading marine corridors that are competitive, safe, environmentally sustainable, and enhance northern transportation infrastructure; and • improving the performance of Canada’s transportation system.

With a budget of $1.5 billion, the OPP is a collaboration between Transport Canada, Fisheries and Oceans Canada, and Environment and Climate Change.

It highlights the need for “co-management” of Canadian waters with indigenous groups. “Co-management reflects the need for greater involvement of First Nations,” Garneau said. “They have intimate knowledge of the waters off our coast and are often the first responders when a crisis on the water arises.

We need their expertise and that means ensuring they have the proper training and resources available, as well as being intimately involved in the whole process of managing our coasts.”

22 — BC Shipping News — March 2017

Photo courtesy Transport Canada

“

At the highest level, Canada is a trading nation,” said the Honourable Marc Garneau, Minister of Transport, during a sit-down interview with BC Shipping News, “and, to get our goods to world markets, we need a world-leading, unprecedented investment that ensures our coasts are safe and protected, and that we have an effective way of responding to scenarios that might pose a threat.”

Minister Garneau was in Vancouver in late January to speak at the Greater Vancouver Board of Trade (GVBOT) luncheon about the Oceans Protection Plan (OPP), an initiative designed to strengthen Canada’s ability to ensure safe, responsible and environmentally sustainable commercial use of the coast.

Prime Minister Trudeau watches on as Minister Marc Garneau provides details on the Oceans Protection Plan, announced in November 2016.

Overall, the OPP “is about putting in place concrete measures that deliver tangible progress to make our coastlines safer, more vibrant and better protected...”

Strengthening Canada’s maritime regime

Overall, the OPP “is about putting in place concrete measures that deliver tangible progress to make our coastlines safer, more vibrant and better protected,” Garneau told Board of Trade attendees.

Garneau then outlined four key elements of the OPP: 1. Safety With safety as a top priority, the OPP includes passing legislation this spring which formalizes a moratorium on the transit of tankers carrying crude and persistent oils on the North Coast.

The moratorium comes with a commitment to undertake more research to understand the effects of different kinds of oil when mixed with water.

“We’ll be investing in new research as well as drawing from whatever scientific evidence already exists so we can better understand the properties of various oil products,” he said, noting that the results of research could have an

effect on the products listed under the moratorium.

Other key elements that look to enhance safety focus on investments in more robust capabilities of the Canadian Coast Guard, including two new leased vessels with the capability of towing large commercial vessels. “We need to look at the best locations to base the ships, but we’ll also be adding towing kits to other CCG vessels so that they have that capability as well,” he said. Investments will also be made to strengthen Marine Communications and Traffic Services Centres, for example, with the installation of six new radar stations along the coast to allow for “greater situational awareness.” Garneau confirmed that CCG will remain under the Fisheries and Oceans banner.

Noting that a large part of the $1.5 billion budget is earmarked for the CCG, Garneau also pointed to additional safety enhancement measures, including new resources for the Canadian Hydrographic

TRANSPORT CANADA Services to update and modernize charts; greater and more effective spill response equipment (as well as investments in research on oil spill clean-up technologies); and greater search and rescue capabilities. “We will be extending the role of Royal Canadian Marine Search & Rescue to provide them with greater capabilities that include environmental response functions,” he said.

2. Stricter measures for polluters “When it comes to oil spills,” Minister Garneau told luncheon guests, “we already have in place a comprehensive system of liability and compensation.

But we’re going to improve it.”

Improvements will come in the form of lifting the existing limit of the ShipSource Oil Pollution Fund; making the claims process simpler; and better addressing the risk posed by other types of hazardous and noxious substances.

“We’ll also be strengthening the law with respect to abandoned vessels,” Garneau said, describing how a new law will be put in place that prohibits vessel abandonment and will include a strengthened system to identify vessel owners. Garneau pointed to the hundreds of vessels abandoned on B.C.’s coast, some as small as pleasure craft but others much bigger. “The law will clearly state that if you own a ship, you are responsible for it, including disposal.”

3. Greater involvement of First Nations An essential component of the OPP calls for greater involvement of indigenous and coastal communities. Referring to “shared leadership” and “co-management” of the marine environment, Garneau said the federal government was committed to working with First Nations on such initiatives as training in search and rescue missions, environmental monitoring, and emergency spill response. “An illustration of our commitment can be found in the new Pacific Region Place of Refuge Contingency Plan which was developed in collaboration with the Council of Haida Nation and other provincial and federal partners,” he said, noting that the plan can be put into action on short notice and can help to mitigate the impact of an accident or other crisis on the water.

Garneau went on to say: “I am particularly pleased with the early discussions between the Coastal First Nations and the Government of Canada to develop a co-ordinated regional approach March 2017 — BC Shipping News — 23

TRANSPORT CANADA to Indigenous partnerships by implementing the OPP on B.C.’s north and central coasts. We are working to build similar relationships with Indigenous communities on B.C.’s south coast.”

...the OPP will fund new research into the impacts of increased shipping to provide for a benchmark as trade grows.

4. Increased trade and marine development While recognizing the economic importance of getting goods to and from Canada, Garneau was adamant that it must be done responsibly and with consideration to safeguarding the health of the marine ecosystem. To that end, the OPP will fund new research into the impacts of increased shipping to provide for a benchmark as trade grows. “The more we know, the better equipped we’ll be to effectively address the issues,” he said.

In addition, Transport Canada is partnering with Green Marine and the shipping industry to encourage efforts to

24 — BC Shipping News — March 2017

mitigate and, in some cases, reverse the decline of marine species. “For example, the Southern Resident Killer Whale population,” he said. “There are three main stressors for these and other mammals — noise, pollution and availability of food sources.” To address the issue of noise, Garneau announced the official launch of Green Marine’s performance indicators on reducing underwater noise from ships and ports as part of its environmental certification program.

He also reported that a pilot project with the Port of Vancouver was underway with participant NYK Bulk and Projects who has agreed to allow the use of the Buena Ventura bulk carrier to measure the noise reduction potential of hullcleaning. At the same time, the Port of Vancouver has implemented a new incentive for cargo and cruise vessels: the Port Authority is allowing for harbour dues rate discounts for quieter ships as part of their existing EcoAction Program.

Additional efforts include sharing data with partner organizations like Ocean Networks Canada, working with Indigenous communities, resource users and local groups on habitat restoration projects, and connecting with the marine

industry to identify other opportunities.

“It’s very encouraging in the sense that we’re all focusing on something very important,” he said. “It’s great to see the shipping industry be a part of the team that’s going to try to improve the situation. Not just with a focus on mammals and endangered species, but in terms of safety and their responsibility to ensure the highest level of security as they pass through our waters.”

...to send a signal that they mean business, Transport Canada conducted surprise inspections of six tugs and barges...

Timing

Garneau has set an ambitious timeline for a number of the measures within the OPP. “If you look at all of the measures in total, it will take a number of years to implement, but we want to get certain initiatives underway as soon as possible,” he said, noting that pilot projects — such as authorizing more resources

TRANSPORT CANADA for the Canadian Coast Guard or identifying locations to put more resources — could begin as early as this year. “Our goal is to get as much done over the next three years,” he said, while recognizing that a baseline is needed to identify the cumulative effects of increased shipping. “We need a baseline first that, over time, will tell us if we’re moving in the right direction,” he told BC Shipping News.

Indeed, to send a signal that they mean business, Transport Canada conducted surprise inspections of six tugs and barges in British Columbia on January 19.

During his speech at the Board of Trade luncheon, Garneau noted that the campaign was part of a concentrated focus “to ensure compliance with all safety regulations.” The inspections began on the Fraser River and will move up the coast in the months ahead.” According to a news report in the Globe and Mail, an official noted that only “a couple of minor violations” were found to date.

The news report went on to say that: “While the targeted vessels are routinely inspected on an appointment basis, the

new program has seen departmental inspectors working with the Vancouver Police Department, RCMP and the Coast Guard to use their vessels to get out to ships on a more dynamic basis...”

...other potential changes are afoot within Transport Canada that could also change the way business is done in B.C.

Beyond OPP

The Oceans Protection Plan is an ambitious strategy that aims to make Canada’s maritime regime stronger, more effective and more responsive to issues that could impact Canada’s coasts.

But, while the focus of Garneau’s visit to Vancouver was on the OPP, other potential changes are afoot within Transport Canada that could also change the way business is done in B.C. One such example is the Coasting Trade Act and the impact of the recently

signed Comprehensive Economic and Trade Agreement between Canada and the European Union. “There are certain applications within CETA with respect to cabotage and there are certain changes that will occur as a result,” he said.

Following the release of the Canada Transportation Act Review in early 2016, Garneau and his staff have a lot to contemplate. “We welcomed the in-depth look at transport in Canada that the report provided,” Garneau said. “It had been long overdue and David Emerson and his team did a great job.”

For Garneau, however, the recommendations are suggestions that will continue to be considered. “It’s not simply a question of ‘let’s do it,’ it’s a question of whether it’s the right thing to do,” he said. “Ultimately, I’m most concerned with the efficiency of our ports. I think they do a good job at the moment but we’re always looking for initiatives that are best for the economy. As a new government, it’s good to look at different options — it doesn’t necessarily mean we’re going to go ahead with any particular one.” BCSN

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March 2017 — BC Shipping News — 25

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26 — BC Shipping News — March 2017

MARINE EMERGENCY DUTIES (MED) COURSES All crew members on a vessel must hold one or more MED certificates before reaching six months of sea time.

MED SDVS - SMALL NON-PLEASURE DOMESTIC VESSEL BASIC SAFETY (FORMER MED A3) – 1 DAY

This is the minimum basic personal safety training for seafarers working as crew members of small fishing vessels, workboats, or passenger vessels operating 25 miles or less offshore. It is required for the Small Vessel Operator Proficiency certificate.

MED DVS – DOMESTIC VESSEL SAFETY (FORMER MED A1/A2) – 4 DAYS

This course provides new Canadian seafarers sailing on passenger vessels, workboats, or fishing vessels on voyages in Canadian waters with the knowledge and skills to prevent shipboard incidents, including fire; prepare and respond effectively to on-board emergency situations or drills; and assist in their own survival and rescue.

MED STCW BASIC SAFETY TRAINING - 6 DAYS

This course is made up of classroom lectures as well as practical firefighting, lifesaving, survival, and rescue exercises. It meets the requirements for Personal Survival Techniques, Basic Firefighting, and Personal Safety and Social Responsibility set out in Table A-VI/1-1, Table A-VI/1-2 and Table A-VI/1-4 of the STCW Code including 2010 Manila Amendments.

Prerequisites: Marine First Aid (Basic or Advanced).

Valid Seafarer’s Medical (optional), signed WMI waiver form. At least 16 years old.

MED STCW BASIC SAFETY TRAINING REFRESHER - 2 DAYS

Participants revisit knowledge, understanding and proficiency in: personal life saving appliances; survival craft and life rafts; rescue equipment and procedures; firefighting appliances and equipment; and firefighting procedures. This course meets the requirements of Chapter VI, Section A-VI/1, paragraph 3 of the STCW Convention, including the 2010 Manila Amendments.

Prerequisites: MED STCW Basic Safety Training or MED A1 + MED B2. Valid Seafarer’s Medical (optional) and a signed WMI waiver form. At least 16 years old.

MED STCW PROFICIENCY IN SURVIVAL CRAFT AND RESCUE BOAT- 4 DAYS

Students will learn how to launch, operate, and recover davit-launched survival craft, life rafts and rescue boats, including actions to take when abandoning a vessel. Students will also learn how to safely evacuate a vessel, handle survival craft in rough weather, and use survival equipment and rescue methods, including helicopter rescue. The course meets the requirements set out in Table A-VI/2-1 of the STCW Code including 2010 Manila Amendments.

Prerequisites: Valid Seafarer’s Medical (optional) and a signed WMI waiver form. At least 16 years old.

MED STCW PROFICIENCY IN SURVIVAL CRAFT AND RESCUE BOAT REFRESHER - 2 DAYS

Using demonstrations, practical drills, and exercises, participants revisit knowledge, understanding and proficiency in operating lifeboats, rescue boats, and life rafts including rigid hull life rafts and marine evacuation systems. Action surrounding survival, first aid, rescue, and helicopter assistance are also revisited. The course meets the requirements set out in Table A-VI/2-1 of the STCW Code including 2010 Manila Amendments.

Prerequisites: MED STCW Proficiency in Survival Craft or MED B1. Valid Seafarer’s Medical (optional) and a signed WMI waiver form. At least 16 years old.

MED STCW ADVANCED FIREFIGHTING - 5 DAYS

This practical firefighting course is for officers and senior ratings who will be in charge of a shipboard fire party. The course will provide participants with an understanding of the hazards associated with the marine environment; the prevention of shipboard incidents; rescue and abandonment; firefighting communications methods and practical firefighting organization and control. The course meets the requirements set out in Table A-VI/3 of the STCW Code including 2010 Manila Amendments.

Prerequisites: MED STCW Basic Safety Training or MED A1 + MED B2. Valid Seafarer’s Medical (optional) and a signed WMI waiver form. At least 16 years old.

MED STCW ADVANCED FIREFIGHTING REFRESHER - 2 DAYS

Participants revisit knowledge, understanding and proficiency in: the cause and prevention of fire, firefighting systems, management and control of injured people, and training of crew members.

This course meets the requirements of Chapter VI, Section A-VI/3 of the STCW Convention, including the 2010 Manila Amendments.

Prerequisites: MED STCW Advanced Firefighting or MED B2 + MED C. Valid Seafarer’s Medical or a signed WMI waiver form. At least 16 years old.

MED D SENIOR OFFICERS - 2 DAYS

This senior officers course is intended for both deck and engine room senior management. Topics include contingency plans, the orientation and emergency training of crew members, damage control, abandon ship decisions, and search and rescue.

THIS COURSE IS REQUIRED FOR:

• Master 500 GT, Domestic

COLD WATER SURVIVAL - 1 DAY

Sudden immersion in cold water initiates a series of incapacitating reflexes that increase the risk of drowning, the most common cause of death from accidental cold water immersion. The initial phase of the cold shock response is brief and actions taken during this time can vastly improve your chance of survival. This is a one-day, hands-on course.

March 2017 — BC Shipping News — 27

‘E’ NAVIGATION COURSES RESTRICTED OPERATOR CERTIFICATE – MARITIME COMMERCIAL (ROC-MC) - 3 DAYS

This radio operator course is required for personnel in charge of a radio watch in Sea Area A1 (approx.

50 miles from shore on the BC coast) under the Global Maritime Distress and Safety Systems.

Prerequisites: 15 years of age.

RESTRICTED OPERATOR CERTIFICATE – MARITIME (ROC-M) - 1 DAY This course is required for personnel operating a VHF equipped vessel in sheltered waters and Near Coastal Two.

GENERAL OPERATOR CERTIFICATE (GOC) UPGRADE - 1 DAY This is intended for seafarers who have to renew their Global Maritime, Distress and Safety System (GMDSS) General Operators Certificate in accordance with Section A-IV/2 of the STCW Code.

Usually required for vessels engaged in international voyages. Contact us for price and dates.

ELECTRONIC CHART DISPLAY AND INFORMATION SYSTEMS (ECDIS) - 4 DAYS This course provides training in the basic theory and operation of an Electronic & Chart Display Information System (ECDIS). It examines the use of ECDIS to enhance navigation safety and its use for practical passage planning and monitoring through the safe use of the equipment, its capabilities and limitations, and effective use of Electronic Navigation Charts (ENC) and ECDIS related information. This course is now mandatory for all ECDIS fitted vessels.

SIMULATED ELECTRONIC NAVIGATION LIMITED (SEN L) - 4 DAYS Most Certificates of Competency now require the holder to have completed a course in Simulated Electronic Navigation. The entry level SEN course provides the small commercial vessel watchkeeper with a thorough knowledge of the Rules of the Road as it applies to keeping a navigational watch while using RADAR. Prerequisite: 18 years of age.

FIRST AID COURSES MARINE BASIC FIRST AID - 2 DAYS

Students will learn to apply immediate first aid in the event of an accident or illness aboard a vessel.

Students will gain an understanding of first aid principles as well as safety information specific to the marine environment.

photo courtesy: Seaspan

MARINE ADVANCED FIRST AID - 5 DAYS

This course covers material in the Transport Canada syllabus including a variety of topics from basic (such as cardiovascular and breathing emergencies, workplace-specific CPR, and prevention of disease transmission) to in-depth (such as sudden medical conditions, oxygen administration and injuries to the head and spine).

28 — BC Shipping News — March 2017

CERTIFICATE OF COMPETENCY COURSES

The following are Transport Canada accredited courses that prepare the student to take a Western Maritime Institute block accredited exam.

BRIDGE WATCH RATING - 37 DAYS

This course introduces students to all aspects of the marine trade from vessel steering to signalling and flag communication. Students will learn how to work with various chain fibre and wire ropes including knots and splices, perform ship maintenance, and assist with cargo handling procedures.

CHARTWORK & PILOTAGE LEVEL 1 - 11 DAYS

Students acquire the knowledge required to plan and conduct safe navigation, understand and make use of various publications, determine the ship’s position, and keep a logbook and record of errors.

THIS COURSE IS REQUIRED FOR: • Chief Mate 150 GT • Fishing Master 4 • Master Limited (60 GT)

CHARTWORK & PILOTAGE LEVEL 2 - 22 DAYS

Students acquire in-depth knowledge of the practices and theory involved in piloting a vessel, including theory of tides, effect of wind and currents, chart construction and projections etc.

THIS COURSE IS REQUIRED FOR: • • • • •

Fishing Master 3 Chief Mate 500 GT, Domestic Watchkeeping Mate, Near Coastal Watchkeeping Mate Master 150 GT, Domestic

CARGO LEVEL 2 - 15 DAYS

Students gain the knowledge required to monitor the loading, stowage, securing, and unloading of cargo. Students will also gain knowledge of the effect of cargo including heavy lifts on the seaworthiness and stability of a vessel.

This course is required for:

• Watchkeeping Mate, Near Coastal • Watchkeeping Mate • Master 3000 GT, Domestic

COMMUNICATIONS LEVEL 1 - 2 DAYS

This course covers the International Code of Signals, Radio Aid to Marine Navigation, and Annual Edition of Notices to Mariners.

The course is required for: • • • • • • • • •

Fishing Master 3 Chief Mate 500 GT, Domestic Watchkeeping Mate, Near Coastal Chief Mate Near Coastal Master 500 GT, Domestic Master 500 GT, Near Coastal Master 3000 GT, Domestic Master 3000 GT, Near Coastal Master Mariner

COMMUNICATIONS LEVEL 2 - 1 DAY

GENERAL SHIP KNOWLEDGE LEVEL 3 - 15 DAYS

The course is required for:

This course is required for:

Students gain the knowledge needed to send and receive Morse code by flashing light. Applicable English language and Standard Marine Navigational Vocabulary are also covered.

• • • • • • • •

Fishing Master 1 Watchkeeping Mate Near Coastal Chief Mate Near Coastal Master 500 GT, Domestic Master 3000 GT, Domestic Master 500 GT, Near Coastal Master 3000 GT, Near Coastal Master Mariner

• • • • •

Students will be introduced to the operation of small ship power plants and marine auxiliary machinery including stabilizers, sewage treatment plants, oily water separators, hydraulic systems, bow thrusters, and deck machinery. They will also gain an understanding of diesel engines and diesel systems as well as the operation of hydraulic systems, air receivers, propellers, propeller shafts, and firefighting systems.

This course is required for:

Chief Mate Chief Mate, Near Coastal Master 500 GT, Domestic Master 3000 GT, Domestic Master 500 GT, Near Coastal Master 3000 GT, Near Coastal

This course provides students with the knowledge needed to use and interpret information from shipborne meteorological instruments. Students will learn about various weather systems, reporting procedures, and recording systems.

This course required for:

• Watchkeeping Mate, Near Coastal • Master 150 GT, Domestic • Master 500 GT, Domestic

NAVIGATION SAFETY LEVEL 1 - 5 DAYS

This course provides students with thorough knowledge of the content, application, and intent of the International Regulations for the Prevention of Collisions at Sea with Canadian Modification, 1983. Effective Bridge Teamwork Procedures, and STCW codes dealing with navigational watch are also covered.

This course is required for:

ENGINE ROOM RATING - 30 DAYS

This course is designed to provide an introduction to Marine Engineering Systems operations. Topics include safe watchkeeping; function, operation and servicing of main propulsion and auxiliary machinery; safe use of simple hand tools and portable power tools; and function, operation, and servicing of various pumping systems in the engine room. This course meets the requirements set out in STCW Code Section A-III/4. ERR graduates will receive a credit of three months of qualifying sea service applicable to the Engine Room Rating Certificate.

GENERAL SHIP KNOWLEDGE LEVEL 1 UPGRADE - 11 DAYS

This course is designed to provide fishing vessel skippers with the knowledge of the FAO, ILO, and IMO Code of Safety for Fishermen and Fishing Vessels. Topics include accident and pollution prevention, stowage and securing of catch and fishing gear, and safety for specific types of fishing.

This course is required for: • Fishing Master 3

for accelerated RE GI ST ER TO DAY

Chief Mate 500 GT, Domestic Master 150 GT, Domestic Watchkeeping Mate, Near Coastal Watchkeeping Mate Chief Mate 500 GT, Domestic

METEOROLOGY LEVEL 1 - 11 DAYS

ENGINEERING KNOWLEDGE LEVEL 1 - 10 DAYS

• • • • • •

This is a course designed to provide mariners with a basic knowledge of the Canada Shipping Act, Canada Labour Code and various other regulations, codes and orders.

• Fishing Master 4 • Watchkeeping Mate of a Fishing Vessel • Master Limited (60 GT)

NAVIGATION SAFETY LEVEL 1 + ORALS PREP - 8 DAYS

As above plus oral preparation to reinforce requirements of Rules of the Road and Navigation Safety topics prior to Transport Canada oral exam for Certificate of C ompetency.

This course required for: • • • • • •

Fishing Master 3 Chief Mate 150 GT, Domestic Master 150 GT, Domestic Watchkeeping Mate, Near Coastal Chief Mate 500 GT, Domestic Master 500 GT, Domestic

PASSENGER SAFETY MANAGEMENT - 2 DAYS

This course provides basic safety training to mariners involved in direct service to passengers on passenger-carrying vessels. Students are introduced to the skills required to cope with hazards and emergencies that can arise and will learn the steps needed to ensure safe operation of passengercarrying vessels.

d by Transport

urses, accredite arine training co

m

Canada.

toll free 1 866 632 6888 campuses in LA DYSMITH (Vancouver Island) and richmond, bc March 2017 — BC Shipping News — 29

SHIP CONSTRUCTION & STABILITY LEVEL 1 - 10 DAYS

This course provides students with the theory and practical knowledge of fishing vessel construction and stability with the aim of maintaining the stability of a fishing vessel in various conditions of load.

This course is required: • Fishing Master 4

SHIP CONSTRUCTION & STABILITY LEVEL 2 - 15 DAYS

Students acquire knowledge of ship construction and vessel stability specific to large fishing vessels.

Topics covered include catch handling, practical use of stability data supplied to fishing vessels, fishing vessel types and construction methods, and effect of vessel and gear modification on vessel stability.

This course is required for: • Fishing Master 3

SHIP CONSTRUCTION & STABILITY LEVEL 3 - 20 DAYS

This course is designed to provide students with the basic knowledge of ship construction and vessel stability. Students will learn to perform various stability calculations, gain a working knowledge of the Canadian Loadline Regulation etc. with the aim of maintaining seaworthiness.

This course is required for: • • • • • •

Master 150 GT, Domestic Watchkeeping Mate, Near Coastal Watchkeeping Mate Chief Mate 500 GT, Domestic Master 500 GT, Domestic Master, Near Coastal

Students acquire in-depth knowledge and application of stability, trim and stress tables, diagrams and stress calculating equipment with the aim of maintaining the seaworthiness of a vessel. Students also gain an understanding of actions needed to prevent and deal with the loss of intact buoyancy.

This course is required for:

Master Mariner Master, Near Coastal Master 3000 GT, Domestic Master 3000 GT, Near Coastal Chief Mate, Near Coastal Watchkeeping Mate, Near Coastal Watchkeeping Mate

VESSEL PERSONNEL WITH SECURITY RESPONSIBILITIES - 2 DAYS Students will acquire knowledge related to undertaking the duties and responsibilities of seafarers who have security responsibilities onboard a ship as outlined in the International Ship and Port Facilities Security Code and the Canadian Maritime Transportation Security Responsibilities. This will include the ability to follow the ship’s security plan, recognize security risks and threats, perform regular security inspections of the ship, and coordinate with the various security bodies in different countries.

VESSEL PERSONNEL WITHOUT SECURITY RESPONSIBILITIES - 1 DAY This course trains seafarers who do not have security responsibilities to be able to identify, deter, and lessen security threats by being alert to such threats and reporting them to the appropriate personnel onboard.

Part A is designed for seafarers who are newly involved with the supervision of oil transfers within the marine industry. This certificate is valid for 30 months, during which time the student is required to acquire three months of operational and supervised industry experience (Part B) in preparation for Part C of the certification. Part C is designed for existing certified personnel serving in the industry and new seafarers who have successfully completed Parts A and B. Topics covered in Parts A and C include personal safety and health hazards, properties of hydrocarbons and fire hazards, pipeline layout and theory etc.

Prerequisites: MED STCW BST; ROC-MC; Seafarer’s Medical.

SMALL VESSEL COURSES SMALL VESSEL OPERATOR PROFICIENCY (SVOP) - 4 DAYS

SHIP MANAGEMENT LEVEL 2 - 11 DAYS

Students will acquire knowledge of the Canada Shipping Act-2001, Marine Personnel Regulations, Pilotage Act and Canada Labour Code, Part II. Some of the regulations to be covered include: Shipping Casualty Reporting Regulations; Shipping Inquiries Investigation Rules; Potable Water Regulations for Common Carriers; Vessel Certificates Regulations; Quarantine Regulations; Charter parties and bills of lading; and Shipping Inquiries Investigations Rules.

This course is required for:

• Master 500 GT, Domestic • Master 500 GT, Near Coastal

TR AN SP OR T CA NA

30 — BC Shipping News — March 2017

This course covers topics related to the qualifications and duties of a Vessel Security Officer including: the security of a ship, implementing and maintaining a ship security plan, and liaising with Company and Port/Marine Facility Security Officers. The course meets IMO, ISPS, and Transport Canada regulations.

SUPERVISOR OF OIL TRANSFER OPERATIONS PARTS A , B AND C - 3 DAYS

SHIP CONSTRUCTION & STABILITY LEVEL 4 - 34 DAYS

• • • • • • •

SHIP SECURITY OFFICER - 3 DAYS

The SVOP provides basic theoretic knowledge to those with specified practical skills and experience in small commercial power-driven vessels less than 5 gross tonnage or fishing vessels less than 15 gross tonnage. In addition to SVOPC, a vessel operator must also hold valid MED, ROC and Marine Basic First Aid certificates.

SMALL VESSEL MACHINERY OPERATOR (SVMO) - 8 DAYS

The holder of a Small Vessel Machinery Operator Certificate may act as Chief Engineer or Watchkeeping Engineer on a motor vessel. The certificate is valid on small passenger vessels and work boats with various restrictions based on the vessel’s propulsive power engine size as well as area and duration of operations.

DA AP PR OV ED !

MARINE SAFETY

Marine safety systems, safety layers and safety cultures Dr. Richard Wiefelspuett

M

ahatma Gandhi is credited with a brilliantly snappy remark he made in 1930 whilst disembarking in Southampton. Still on the gangway, he was overwhelmed by a pool of journalists and one of them asked, “Mr. Gandhi, what do you think of democracy in the western world?” Mr. Gandhi said, “That would be a good idea.”

There is no biographical evidence of this occurrence but when I was recently asked what I thought about our worldclass marine safety system, the same acerbic answer came to my mind: That would be a good idea!

And who can argue with that?

But it made me also wonder how to describe a marine safety system in the first place and then how to possibly substantiate the claim of being world-class.

A bit of research leads to the definition of “system” as a set of interrelated components that are organized to form

The well-known “Swiss Cheese” model of accident causation illustrates the system components as individual slices of Swiss cheese, ... the holes indicating the imperfections of each component. a collective unity designed to achieve a common objective; in the case at hand: marine safety. This definition stresses the effective interactions between the system components within the operational environment. The underlying principle is one of synergy: the whole becomes more than the sum of its parts.

The well-known “Swiss Cheese” model of accident causation illustrates the system components as individual slices of Swiss cheese, each of which is riddled with the distinctive holes of this nutritious food, the holes indicating the imperfections of each component.

It is easy to picture the various slices as standing safety layers that surround

Pilots and tug operators represent two distinct components of a safety system.

marine operations. Jointly, they form the components of a comprehensive marine safety system with layers such as international rules and regulations, technology, certification, port state control, vessel traffic services, navigational aids, pilotage, escort tugs and so forth. An attempt to express the sum of these components mathematically yields: Equation 1:

“N” describes the maximum number of active safety layers in world-leading marine safety systems; “SL” stands for

Photo: Dave Roels (www.daveroels.com)

March 2017 — BC Shipping News — 31

MARINE SAFETY Safety Layer; and “n” runs from 1, 2, 3, all the way to “N”.

To make this set more than the sum of its parts we need to consider the impact of synergy between its layers. Let me propose to do this by introducing the synergy coefficient “Csyn”. We obtain: Equation 2:

The Synergy coefficient “Csyn” must be greater than 1 to improve on the impact of individual safety layers operating in isolation. “Csyn” could be determined in a number of ways, considering and quantifying, for example, the degree of collaboration and communication that exists between the various safety layers.

An example close to home may serve to illustrate this point.

Safety culture is not a given but evolves as a result of conscious effort and genuine commitment within an organization.

When a loaded Kinder Morgan tanker transits Vancouver’s Second Narrows, several safety layers are active. BC Coast Pilots and escort tug operators both represent two distinct components of a safety system designed for this critical bottleneck of the tanker’s transit. Within a “Swiss Cheese” model, these individual safety layers both represent “slices” with very few defects. But what really generates safety between them are the welldeveloped communication protocols and the almost intuitive understanding of each other’s roles acquired over years of collaboration and joint training in the field and in marine simulators. The “Csyn” coefficient describing the synergy between the pilots and the tugs at Vancouver’s Second Narrows on a world scale (let’s say from 1 – 10) would definitely range at the top.

Hence, marine safety systems could be quantified and even compared on the basis of Equation 2, which captures both the level of completeness of the Safety Layer Set and the evaluation of synergies between the layers. Interdisciplinary collaboration, co-operation in training and process developments, shared standards and 32 — BC Shipping News — March 2017

open and transparent communication and the likes would drive the “Csyn” coefficient and determine the ranking of a system on a world scale.

So much for the rating of a safety system. But does a world-class marine safety system automatically equate with world-class marine safety, the ultimate objective of the system? The answer is: No. At least one other important factor needs to be taken into consideration, the precarious element of safety culture.

According to a 2016 CCA workshop report “Commercial Marine Shipping Accidents: Understanding the Risks in Canada,” a strong safety culture can further reduce the risks of marine shipping.

Safety culture can be fostered within a vessel, across a fleet, and by clients and service providers. Safety culture is not a given but evolves as a result of conscious effort and genuine commitment within an organization. The Occupational Safety and Health Association (OSHA) defines it as follows: “Safety cultures consist of shared beliefs, practices, and attitudes that exist at an establishment. Culture is the atmosphere created by those beliefs, attitudes, etc., which shape our behaviour.” By this definition, safety culture is difficult to measure. How does one measure values, attitudes and beliefs? I would however argue that there are objective indicators that would permit a quantitative assessment of the safety culture within an organization. With some head scratching, I have worked out a catalogue of at least two dozen such indicators that would help to establish a rating system for safety cultures and provide the basis for objective comparisons.

A few of the more obvious markers presented, in no particular order, are: • Visible leadership commitment to safety at all levels of the organization; • All employees possess a working knowledge of OHS topics; • A clear definition of the desired safety culture; • An established reporting culture including accidents, incidents and near misses; • Evidence of a financial investment in health and safety; and • Safety processes are appropriately resourced and authorities and responsibilities are clearly assigned.

Fortunately, one doesn’t have to stray too far to demonstrate an excellent example of a well-developed safety

MARINE SAFETY culture. For more than nine years, BC Ferries has been operating the “SailSafe” program that would score high on any rating scale (see the March 2016 issue of BC Shipping News, page 39).

With this, I believe a meaningful coefficient could be derived to provide a comparable representation of an organization’s safety culture based on objective indicators: CSC .

Introducing CSC into Equation 2, we obtain: Equation 3:

The influence of safety culture on the achievable level of marine safety is significant. In the extreme and purely theoretical case of a rogue operation with a safety culture coefficient of CSC = 0, marine safety literally dissolves.

More realistically, it can be expected that CSC will range from organization to organization depending on the degree of regulatory oversight a given industry experiences. I would go as far as to speculate on the existence of an industry

Collaboration, transparent communication, sharing of information and standardizing processes between the safety layers go a long way in moving the system forward. specific bandwidth within which the safety culture coefficient varies, distinguishing the worst from the best in class.

As far as commercial marine shipping is concerned, I would expect this bandwidth to be very narrow in the LNG shipping sector and to expand in accordance with the lesser degree of vetting experienced in less volatile cargoes.

Where do we go from here? We can strive to achieve a world-class marine safety system and even demonstrate our status by performing a quantitative analysis and comparison to other existing systems. It is encouraging to see that investments in safety layers are not the only option to improve the status quo.

Collaboration, transparent communication, sharing of information and standardizing processes between the safety layers go a long way in moving the system forward.

Inf luencing the evolution of safety cultures is less straightforward due to the international character of marine shipping and the diversity within the industry. A rating system for international shipping companies on the basis of the safety culture coefficient CSC could be helpful in this regard.

Such a rating could become the basis for rewarding positive developments or for providing additional input to the selection process for port state authority inspections.

I started with a reference to Mahatma Gandhi and I want to close with an appropriate quote: “You may never know what results come of your action, but if you do nothing there will be no result.”

Dr. Richard Wiefelspuett is a Marine Transportation Consultant and can be reached at: richard.wiefelspuett@gmx.de.

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March 2017 — BC Shipping News — 33

SURVEILLANCE TECHNOLOGY

Turnkey solution for maritime surveillance gaining in popularity

W

ith maritime surveillance becoming more and more a key part of coastal management, many companies — ports and harbours, terminals, oil and gas platforms and other organizations are looking for a technical solution that provides answers to a number of questions: Build or buy? Do we have sufficient human and financial resources to implement an effective maritime surveillance system that is easy to use, quick to implement and offers low maintenance costs? What system will provide us with the best value for our budget? The answer is TZ Coastal Monitoring.

Background

SigNet Group, a world leader in marine navigation software, is the developer of TZ Coastal Monitoring, the first, true turnkey solution for maritime surveillance. TZ Coastal Monitoring is a ready-made package that offers all the advantages of a standard system that most businesses require but at a fraction of the cost of a custom-designed system.

SigNet Group — a conglomeration of four companies located in France, the U.S. and Spain (MaxSea International SAS, MapMedia SAS, Nobeltec Inc. and MaxSea Naval S.L.) — is well known for its ground-breaking technology. Founder and

TZ Coastal Monitoring is a ready-made package that offers all the advantages of a standard system ... but at a fraction of the cost of a custom-designed system.

President Brice Pryszo first developed weather routing software in 1984 and since that time, the company has pioneered a long list of innovations for the maritime industry –the first seamless chart display; the first weather forecast file received onboard; the invention of the personal bathy generator and 3D bathymetric display just to name a few.

In 2007, SigNet entered into a technical and financial partnership with Furuno, marine electronics experts, and since that time, they have been expanding their product range to the maritime safety industry. Released in 2012, TZ Coastal Monitoring is now used in dozens of sites worldwide.

Addressing the concerns of those charged with ensuring a safe, effective and efficient coastal management process, TZ Coastal Monitoring has been developed to allow industry stakeholders to benefit from a system that has been tried and tested by other companies with similar needs. As a result, typical problems that are encountered when new custom-designed systems are implemented can be avoided.

Issues and solutions

Using ports and harbours for example, Frederic Algalarrondo, Sales & Marketing Director for Nobeltec Inc., describes the issues and demonstrates the solutions offered by TZ Coastal Monitoring. “Ports of all sizes have concerns that focus on the risk of collisions between ships; inefficient berthing services; inefficient maritime transport for passengers and goods; congestion problems; managing extreme weather conditions; and, of course, safety,” Algalarrondo said. “Each of these risks can be greatly reduced with TZ Coastal Monitoring. Through the integration of radars and thermal cameras, real time information can be monitored and highly personalized alarms can be set to help harbour managers and masters keep abreast of activity.”

Algalarrondo described a process where, by integrating one or two radars with the Coastal Monitoring solution, users are able to display on-screen targets within a selected range. Automatic Radar Plotting Aids (ARPA) and Automatic Identification Systems (AIS) are automatically acquired and can be tracked on the monitor. “One of the big advantages to TZ Coastal Monitoring is the fact that it’s an open system,” Algalarrondo said. “Users can easily link it to other programs that can send an automatic text or email to smart phones and other remote devices. It is also compatible with the latest generation of Furuno Radars, the world leader in marine electronics.”

As for the cameras, day or night, users will be able to clearly distinguish objects and people. “This is particularly useful for the safety of passengers or employees,” Algalarrondo said. Up 34 — BC Shipping News — March 2017

to 12 cameras can be integrated and controlled with a cursor or dedicated joystick and customized rules can be created so that vessels entering specific areas are automatically tracked by the closest or predetermined camera (or multiple cameras). TZ Coastal Monitoring is compatible with selected FLIR cameras as well as the Pelco-D standard protocol to control virtually any type of camera.

The TZ Coastal Monitoring System provides a higher level of safety Additional features include record and and security at a fraction of the cost of custom-designed surveillance replay functions and real-time weather sensor systems. integration. without the added stress that comes with new technology in Terminals and waterside facilities are also finding the benefits of the TZ Coastal Monitoring System. the workplace. Fish farm operators and stewards of marine pro“Operators of container terminal yards, warehouses, wharves, tected areas are seeing the benefits afforded by the easy-to-use jetties, and fleet moorings like the easy installation, easy use monitoring system.

“For these organizations, the ability to monitor and respond and low maintenance costs,” Algalarrondo said. “It provides a higher level of security and safety without having to invest quickly to activities like illegal fishing or anchoring are key to the time and money on a complicated, tailor-made system.” their success,” Algalarrondo said. “To prevent poaching, TZ Algalarrondo was quick to note however that the standard Coastal Monitoring can detect unknown objects approaching system can, in many cases, be configured to meet the specific an area and trigger an alarm immediately, giving operators a better chance to catch the perpetrators.” needs of the user.

To illustrate the benefits of TZ Coastal Monitoring in more TZ Coastal Monitoring is gaining in popularity with maritime industry users on a wide scale — while examples above detail, readers are encouraged to view the demonstration video consider the benefits for harbours and ports and well as termin- at: http://bit.ly/2la9o6s (or www.bcshippingnews.com/video). als and waterside facilities, other organizations charged with More information can also be found at www.coastalmonitorcoastal management are also finding the standard system fits ing.com or by contacting Frederic Algalarrondo directly (email: well within their budget and allows them to monitor activities fred@nobeltec.com / 503-579-1414).

March 2017 — BC Shipping News — 35

CYBER SECURITY

Cyber-security risks brought into focus John Jorgensen Chief Scientist, ABS CyberSafety®

E

very day, the maritime industry becomes more electronically connected — at sea, ashore and in between. As a result, the increasingly cyber-enabled fleet is adopting greater levels of automation and operational complexity.

For the consumer, the benefits of more efficient shipping are plenty. But for the ship owner or operator, each incremental advance in technology and capability can introduce new risks at every new entry point.

These new risks require a renewed focus on systems engineering, and, more broadly, on risk engineering. Risk engineering introduces processes that establish and maintain cyber-resilience, reliable operations and operational safety among industry stakeholders. The increasing complexity of marine operations in this cyber-enabled world demands a re-commitment to the proven methods of systems engineering and risk management.

Functional systems on marine and offshore assets are specialized to satisfy particular needs, and they are generally built in relative isolation. Propulsion plant control systems, dynamic positioning systems, ballast and emissions control systems, and many other cyber-enabled, software-intensive functional components provide capabilities for ship and platform crews to work more efficiently.

These information and control systems inevitably originate from different manufacturers, and as they are installed shipboard or on an offshore asset, their interfaces and connections direct attention into system integration.

Integrating hardware from various manufacturers using multiple pieces of software introduces a broad potential for concern if the integration is not performed with a global (ship-wide) view following sound engineering principles and security-conscious practices.

Adding to the complexity, cyber-enabled 36 — BC Shipping News — March 2017

The increasing complexity of marine operations in this cyber-enabled world demands a re-commitment to the proven methods of systems engineering and risk management. components in control systems can include a mix of Internet Protocol (IP) communications and non-IP communications and protocols. Risk-management practitioners must contribute to, and tailor, integration strategies that build a resiliency strategy that is specific to the asset class they are trying to protect.

That tailoring process allows operators to avoid failures that could cascade beyond the individual system or asset, and into the communities where the company does business.

The shipping community differs from other industries. Its main assets are designed and produced in short production runs. As a result, most ships or offshore assets differ from unit to unit, even between sister units or vessels. This means crews and operators gain knowledge and expertise with cyber-enabled systems that are similar across ship classes or platform types, but which may differ from asset to asset.

There are three categories of assets and activities about which ship owners and operators should be concerned: • Operational control systems and technology; • Information technology and the networking that connects everything (such as public Internet or private intranets); and • Human processes, the area most frequently neglected.

The operational consequences of integrating onboard systems

Understanding the operational consequences of integrating onboard systems is a considerable challenge, particularly

when IT (information technology) and OT (operational technology) systems are melded together.

IT-OT systems tend to require continuous improvements and upgrades as older software, components and methods are retired or improved.

The updates bring new operating efficiencies for asset owners, but they also offer new opportunities for operational errors, dysfunction and intrusion.

System upgrades and software changes require re-assessments of systems within the company’s risk-management and risk-engineering processes to determine if new conditions (and potential vulnerabilities) have been created.

Risk assessment allows contextual understanding of operational implications brought about by the new conditions, technologies or methods. As integrated systems become more complex over time, the company’s risk assessment methods require periodic updates to fully understand the consequences of failure for any element in the enlarged network.

Two important points should be made about changes and the management of change: 1. New system conditions can introduce errors and potential flaws in system interoperability that can have much more important impacts than vulnerabilities to intrusion; and 2. Failed or corrupted elements within an IT-OT network do not have to have direct functional relationships with safety-critical control systems or components to disrupt or disable the safety-critical systems. (A failed element simply needs to be connected

to the same network; risks often inherit upwards from an operating system’s least safety-critical component to its most vital.)

Both points may be found in risk assessment, assuming the engineering review includes human factors (i.e., changes can introduce human errors) and dependency planning for risk conditions.

How does a ship owner or operator understand and then manage the full spectrum of risks in a cyber-enabled environment?

The challenge of networking connectivity affects risk understanding

Systems — such as those that control a ship’s propulsion, navigation, ballast water, power, fire and gas alarms, scheduling and crew management — are frequently interfaced and connected to ship-wide integrated networks. Any failure of one or more of those systems could have consequences for the integrity of the asset’s (and, potentially, others nearby) safety and the environment, which extends into the wider marine community and the public it serves.

How does a ship owner or operator understand and then manage the full spectrum of risks in a cyber-enabled environment?

Systems engineering and the rigorous approaches that go into it make assets more reliable. Understanding the consequences of each variable or option is not something that can be deferred or disregarded in critical systems. Risk engineering provides the systems view that can help an owner to understand and manage the factors that impact reliability, sustainability and risk reduction.

There are several accepted methodologies of risk management for technology systems, but most base their assessment structure on a tiered approach to the determination of risk.

For example, the risk-management framework created by the United States National Institute of Standards and Technology (NIST) requires organizations to assess risk in a very basic hierarchical arrangement.

Risks to systems and technology — those that have the potential to impact upon systems, machines, applications or data — create the foundational layer of the assessment scheme (Figure 1).

The intermediate level of the risk model comprises risks to the specific company’s critical processes. Understanding the risks at this level requires a comprehensive knowledge of systems, applications and organizational processes to identify any and all dependencies among the systems or applications; the objective is to understand how a loss of specific systems or data may affect operating and safety-critical processes.

The top level of the model is comprised of the wider risks to the company or enterprise as a whole, which are informed by the knowledge gained from analysis of the risks at the base and intermediate levels.

Figure 1 — The assessment scheme.

for technology-induced variable conditions. Classification societies such as ABS have the sound foundation of engineering knowledge that is required to move into the cyber-enabled, ‘smart ship’ era in partnership with and to guide owners, operators, crews, flag states and the other industry stakeholders as they manage these new risks.

The key to risk management in a cyber-enabled world — which includes smart ship examination and survey — is to concentrate on sound system engineering principles, executed in a phased approach to ensure that industry knowledge about the asset and its interdependent systems and components deepens each time a new or better technology or process is introduced.

The ABS CyberSafety® framework

The ABS CyberSafety® framework (shown in Figure 2) and its industry guidance address the engineering and riskmanagement efforts associated with cyber-enabled systems and automated systems. It encourages companies and organizations to develop knowledge about their systems while building their personnel and organizational maturity, all in ways that tailor

Sound system engineering principles applied

The new operational risks emerging from an increasingly cyber-enabled and automated maritime industry can be managed using established methodologies, with some broadening March 2017 — BC Shipping News — 37

CYBER SECURITY

Figure 2 — The ABS CyberSafety ® framework.

to the needs of the company. The methods are measurable and they scale to the size of the organization in ways that encourage immediate understanding of relative risk and risk profiles across assets, systems and people. The ABS CyberSafety® program includes the cyber security, software integrity and data integrity of the owner’s individual assets, and it scales to the fleet to identify and mitigate risk across a global IT infrastructure.

Rapid technological change, heightened connectivity and automation create a complex environment. For operational

Figure 3 — A notional view of the assessment process.

38 — BC Shipping News — March 2017

technology, rigorous engineering and assessment are required with each incremental advance of technology. ABS CyberSafety® is structured to help owners and operators assess whether an asset is operating at acceptable risk levels and remains reliable.

A notional view of the assessment process, encompassing the engineering and risk assessment activities discussed above, can be seen in Figure 3. The broader process, showing the major components of the framework, includes cyber security, data integrity, software integrity and cyber-system testing (under development). The breakout portion of the diagram shows a CyberSafety® assessment that starts with security of cyberenabled systems, including the organizational factors of policies, procedures and processes. Subsequent stages add risk and management assessments, and the process completes with a summary report of risk conditions, system gaps and recommendations for priority action.

As marine systems and assets become more complex and connected, a renewed dedication to systems and risk engineering will help ship owners, operators and crews to manage the process of technological change, while keeping the safety of our people, assets and the environment at the forefront.

John Jorgensen directs cybersecurity and software lifecycle engineering and assessment activities at ABS. Having grown up as a combat systems engineer in the US Navy, he approaches cyber and software security as problems requiring systems engineering solutions. Following navy and government work, Jorgensen directed operational security as ABS’ CISO before moving to his current role in enterprise cybersecurity development.

GREEN TECH2017 ENVIRONMENTAL CONFERENCE May 30 – June 1, 2017 — Fort Lauderdale, Florida

INFORMATION AND REGISTRATION green-marine.org/greentech

418 649-6004

SEAMANSHIP

Seamanship and the Bridge Watchman Program Captain Philip McCarter Associate Dean, Marine, BCIT School of Transportation

A

very interesting question posed

by Captain Nikolaos Chalaris, AFNI, in the October 2016 issue of Seaways piqued my interest.

“Are we producing seafarers without seamanship?”

The definition of seamanship is very broad. As Captain Chalaris states in his article, Seamanship: a hands-on solution, “there is no definitive list of all skills, actions, practices, behaviours or theoretical knowledge that go to make it up.”

He posits that “Seamanship has always been transferred between generations on board, not in classrooms, as an ongoing practical learning routine — that is, mentoring.” I do not quite agree. While the value of onboard familiarization and practical experience at sea cannot be underestimated, the foundations for an understanding of life at sea and, by extension, seamanship, must be solid.

For an individual considering a career at sea Transport Canada Marine Safety and Security (TCMSS) TP 2293 ‘The Examination and Certification of Seafarers’ provides the foundation. In this document, the federal government essentially provides for two paths: 1) enrolling in an approved cadet cooperative training plan; or 2) part-time study combined with service as a deck/ engine-room rating. Both paths are open to “aspiring mates, masters and marine engineers.”

The part-time study route for marine engineers appears to be more onerous than for deck personnel. TP 2293 (Section 1.10) states for prospective marine engineers taking the part-time study route combined with service as an engine room rating that: The three years of service must include the successful completion of a Practical Skills for Marine Engineers training course at a recognized institution (refer to TP 10655), which will be considered as the equivalent of six months 40 — BC Shipping News — March 2017

While the value of onboard familiarization and practical experience at sea cannot be under-estimated, the foundations for an understanding of life at sea and, by extension, seamanship, must be solid. of service. The service must also include the satisfactory completion of a Marine Safety approved Training Record Book for Applicants to the Fourth-class Engineer Certificate before being examined for the STCW-endorsed fourth-class engineer certificate. Applicants who do not complete the above training and record book will be eligible to receive a restricted certificate, valid on near coastal voyages.

The sea-time requirements for each successive certificate of competency in TP 2293 and certificates of proficiency under the new STCW 2010 umbrella provide for the gaining of practical experiences that should, theoretically, provide for an

opportunity to build on the seamanship base.

But what is the base? A typical cadet program is three to four years in duration.

Entrance pre-requisites are primarily academic. Nowadays, graduated cadets soon fall into the second path, enrolling in part-time studies as their sea-time builds, enabling them to attempt higher certificates of competency.

The paths stated in TP 2293 are therefore not as distinct as they once were.

Moreover, ‘working up through the hawse-pipe’ normally associated with the second path is not as prevalent as it was in the 1990s.

Two students (Glen Campo, left, and Shawn Gladue, right) in a recent bridge watchman program at BCIT, splicing wire rope.

SEAMANSHIP in duration that cover, at a minimum, the competencies as listed in TP 2293. They are: • Use of magnetic and gyro-compass; • Helm orders; • Change-over from magnetic pilot to hand steering and vice-versa; • Responsibilities of a look-out, including reporting the bearing of a sound signal, light, or other object in degrees or points; • Shipboard terms and definitions; • Use of appropriate internal communications and alarm systems; • Ability to understand orders and to communicate with the officer of the watch in matters relevant to watchkeeping duties; • Procedures for the relief, maintenance and handover of a watch; • Log book;

Table 1 — Requirements of a Bridge Watch Rating certificate.

So what about those individuals who are considering a career change? Or those who may not want to be a cadet?

Or those who would be quite content to be a sea-person and are not interested in becoming an officer?

The author believes that Chapters 46 and 47 of TP 2293 provide an option and the seamanship base for deck and engineroom personnel respectively who perhaps fall into the categories in the paragraph above. There appears to be little appetite in the marine sector for marine personnel to acquire the able seafarer certification stated in Section 170 of the Marine Personnel Regulations and Chapter 45 of TP 2293. The prospective able seafarer is required to ‘perform deck duties,’ whereas the Bridge Watch Rating requires that the individual ‘perform watch-keeping duties.’ The 36-month sea-service requirement for an able seafarer may also be a hindrance, whereas the Bridge Watch Rating provides for an avenue direct to bridge operations which may arouse the candidate’s interest in pursuing a career at sea.

This exposé explores the Bridge Watch Rating certificate and will leave a discussion on the engine-room rating for later.

From the Marine Personnel Regulations, Section 171 states: ‘An applicant for

a Bridge Watch Rating certificate shall meet the requirements set out in column 1 of the table to this section and the corresponding specifications set out in column 2.’ (See Table 1 above.)

BCIT and other training institutions across the country offer Bridge Watch Rating programs. These programs supply pre-trained deckhands to the industry, including, tugs, ferries, Coast Guard, fishing, and recreation. At BCIT, a Bridge Watchman program is 12 weeks

March 2017 — BC Shipping News — 41

SEAMANSHIP • • • • •

Information required to maintain a safe watch; Basic environmental protection procedures; Safe working practices; Knowledge of emergency duties and alarm signals; and Knowledge of pyrotechnic distress signals, satellite EPIRBs and SARTs. The BCIT 12-week, full-time, entry-level program is based on modular courses and provides a participant with the following additional training certificates: • BCIT Recognition of Training in Workplace Hazardous Materials Information Systems (WHMIS);

• Industry Canada Restricted Operator’s Certificate Maritime Commercial (ROC - MC); and • Marine Basic First Aid Certificate (MBFA).

Successful completion of the program also makes the candidate eligible for four months of sea-time remission. All the competencies in this program, arguably, form the base of seamanship for work on commercial vessels.

Of primary importance to any course delivery is the person who is delivering the course. BCIT’s marine campus (BMC) is very fortunate to have Captain Alex McElroy as its Bridge Watchman program’s core instructor.

One module that resonates with the author is traditional wire and rope splicing, a small component of seamanship.

Most training institutions have dedicated ‘seamanship’ training rooms that allow for this type of training. These room are equipped with bosun’s chairs, staging and tables equipped with vices for wire splicing.

When out at sea, one is expected to be self-sufficient for the most part, meaning: navigator, firefighter, medic, radio operator, equipment repairman, materials handler and even meteorologist.

Captain McElroy states “I am proud to pass the knowledge down to my students, as it had been passed on to me.”

Interestingly, Captain Chalaris concludes his Seaways article with a statement that “we have to encourage all those that still have knowledge and experience in good seamanship to pass it on.”

It is very gratifying to see that this is still done in a classroom setting and not just on board the ship.

Captain Philip McCarter is the Associate Dean, Marine, BCIT School of Transportation and can be reached at pmccarter1@bcit.ca.

C

aptain McElroy currently holds a Fishing Master, Watch-keeping Mate R and Provincial Instructor certification. He have been with BCIT Marine Campus since 1999 and instructing since 2007.

He has fished and sailed on many fine seiners; The Roberts Bank, Vampy 1, Western Pioneer, Noble Provider and Viking Spirit to name a few operational along the entire BC Coast from Steveston to Alaska and Vancouver Island to Haida Gwaii.

“The skills for fishing can be very diverse, from navigational duties, fishing, net-building and repair, mooring and anchoring operations to cleaning the ship or even cooking.”

He has held positions as Deckhand, Engineer, Mate and Captain.

42 — BC Shipping News — March 2017

Two students (Greg Moore, left, and Angie Williams, right) in a recent bridge watchman program at BCIT splicing eight-strand nylon rope.

MARINE TRADES

IMTARC’s ‘built by industry for industry’ business model proves successful

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he Industrial Marine Training and Applied Research Centre (IMTARC) opened its doors in February 2013 as an organization purpose-built by industry to meet the training demands of the B.C. shipbuilding and repair sector. IMTARC is a notfor-profit organization created to provide readily affordable access to training and education needed to build, sustain and grow the labour force in the sector.

IMTARC is located on Songhees First Nation land near the Esquimalt Graving Dock, and is situated immediately adjacent to a large industrial marine cluster in Esquimalt Harbour.

IMTARC works to enhance the productivity and competitiveness of companies in British Columbia, with a focus on workforce development, applied research and supplier development.

IMTARC identifies industry requirements and then aggregates demand to enable cost-effective and relevant training to individuals and companies, many of whom would not normally be able to participate in this education because of geographic distance or cost. “IMTARC, unique in Canada, has provided a wide variety of critical skills required by the industry to flourish and grow,” said Alex Rueben, the Centre’s Executive Director.

IMTARC does not directly compete with post-secondary institutions but rather provides a wide range of unique additional training and education required by industry in courses ranging from half a day to five days in length.

The organization has been a valuable resource to the sector, supplying industry with access to dozens of international, national, and local training service providers. IMTARC has focused on offering the type of highly sought after technical training that industry needs but often has difficulty accessing. Examples of this include New Jersey-based Fisher Maritime courses as well as a selection of Lloyd’s Register training opportunities.

Where there is an industry need, but no curriculum readily available to address that need, IMTARC develops new curriculum to support the industry. This includes various entry-level training courses that enable new workers to get

IMTARC works to enhance productivity and competitiveness of companies in British Columbia with a focus on workforce development, applied research and supplier development. into the industry, find gainful employment and transition into higher-skilled jobs through apprenticeship training and other opportunities. IMTARC has worked hard to increase diversity in the labour force, running numerous programs with Indigenous participants and women seeking employment in the trades.

The brokered training model that IMTARC uses to host training for industry has proven to be extremely beneficial. Small, medium, and large companies in both the public and private sector have fully embraced the integration and networking that takes place in the classroom, and demand for courses has surged. Organizations that often collaborate on contracted projects are finding themselves training alongside one another, thus strengthening ties within the industry’s deep supply chain.

The utilization rate of the facility is currently close to 95 per cent, and the business model is exceeding expectations for its level of success. “Organizations from across the West Coast have recognized the value of working with us to deliver the training that best suits their needs,” said Manager of Operations Michelle

Traore. Since its inception, IMTARC has had more than 18,000 students participate in over 1,000 courses.

IMTARC has formed very strong relations with the Songhees First Nation, the Coast Salish Employment Training Society (CSETS) and many surrounding Indigenous communities. IMTARC has worked hard to support these communities and their members — not only through training initiatives with the intent of providing knowledge and skills, but also opening up paths and transitioning participants to gainful employment.

Most recently, IMTARC and CSETS worked together on the Aboriginal Marine Training and Employment Partnership (AMTEP). In this program, students started with life skills training at IMTARC, before completing a Welding Foundation program at Camosun College, a Job Club at IMTARC, and CWB tickets in partnership with Seaspan Shipyards. Graduates from this program have been extremely successful. Almost 95 per cent of graduates successfully transitioned into employment including four indentured welding pre-apprenticeships

The IMTARC campus.

March 2017 — BC Shipping News — 43

MARINE TRADES at Seaspan Victoria Shipyards and two working at Point Hope Shipyards.

Along with the AMTEP Program, IMTARC developed both an eight-week ‘Passport to Shipbuilding’ course and a three-month ‘Ship Repair Entry Level Training’ course. Both have proven particularly effective in bringing Indigenous workers into the industry. These types of courses prepare participants to transition directly into a shipyard with the goal of addressing an industry need for certified and competent personnel at a basic and general level. To date, more than 80 per cent of the graduates of these courses have transitioned to employment.

IMTARC has enjoyed similar successes through its MultiIndustry Skills Training (MIST) program, its Aboriginal Workplace Readiness program and Career Exploration program.

“IMTARC has helped bridge the gap between students wanting to work in the marine industry and employers who want to hire aboriginal learners,” said Traore. “Industry support, and the support of local First Nations communities in these programs, has been invaluable.” Training opportunities at IMTARC allow students to not only improve skills but also understand the industry and connect with key decision makers, linking them to employment. Success in this context is measured by direct transition to employment upon completion of training.

In addition to successfully bringing training to the marine industry, IMTARC incubated, and was a founding member of, the Association of British Columbia Marine Industries (www. abcmi.ca), an association formed to represent the interests of all sub-sectors of B.C.’s industrial marine sector. ABCMI

44 — BC Shipping News — March 2017

IMTARC bridges the gap between students and employers.

operated out of the IMTARC facility until January 1, 2017.

The Association has now grown to the point that it can operate independently, and has broadened its membership base to include over 90 organizations across British Columbia. The Association’s mandate is to bring together all subsets of the B.C. marine industry and promote workforce development, sector engagement and supply chain development.

In partnership with IMTARC and industry, the Government of British Columbia is exploring the creation of a British Columbia Supplier Development Program (BC SDP) designed to assist small and medium-sized B.C. businesses to become more globally competitive and better able to successfully participate in the supply chains of large corporations conducting business in BC. These businesses are not limited to the industrial marine sector but also extend to aerospace, energy and manufacturing. The BC SDP is intended to be a multi-year, multi-sector program of support, using the best practices in supplier development from around the world.

During the last year, IMTARC led a small-scale pilot project to validate design concepts and training materials, and to confirm the utility of a sustained program of support for enhancing the global competitiveness of B.C. businesses. Because of the overwhelming success of the first pilot, an extension and expansion of the pilot is planned for the fiscal year 2017/18. In addition to the participants in the first pilot, the expanded pilot program offers the opportunity for two additional companies to participate.

The expanded pilot will follow a program cycle, including: • Benchmark assessments across the whole of the business using global standards for world-class performance; • Mentoring for the senior leadership team; • Assistance in developing improvement plans tailored to the strategic needs of the business; • Formal courses and expert coaching support focused on the company’s priority improvement areas; abd • Quarterly reviews by an industry steering committee representing large corporations in the four sectors and providing objective feedback from senior industry personnel.

The impact that IMTARC has had on the B.C. marine industry, as well as industry and trades in general, can only be described as hugely positive. “Having effectively filled an identified need, IMTARC has demonstrated just what can be accomplished when industry works together to renew and enhance the workforce as well as focusing on enhanced productivity,” said Rueben.

It is this type of collective effort that will ensure B.C.’s industrial sectors remain vibrant and successful well into the future.

For more about IMTARC, visit: www.imtarc.com.

WATERFRONT TRAINING

Waterfront Training Centre continues to boost productivity at B.C. terminals

T

his coming September will mark the fourth anniversary for the BC Maritime Employers Association Waterfront Training Centre (WTC).

John Beckett, Vice President of Training, Safety & Recruitment, is happy to report great success in the Centre’s impact on training skills, terminal productivity levels and safety. “Our member companies and our training partners in the ILWU are very happy with the results they’re seeing at the terminals,” Beckett told BC Shipping News. “We’re always looking for ways to improve training on the waterfront and the Centre has resulted in a number of positive changes.”

Equipment

The WTC encompasses six acres on Mitchell Island — up from the original 4.7 acres when it opened in September 2013. Explaining that expansion has been based on need, Beckett outlined a number of improvements to the Centre that have boosted productivity.

“We’re always looking for ways to improve training on the waterfront and the Centre has resulted in a number of positive changes.”

“When we opened, we had about 16 pieces of equipment, including the Liebherr pedestal crane, lift trucks, tractor trailers, a mobile crane, a front end loader and heavy equipment simulators as well as training trailers for office and classroom space,” Beckett said, further noting that the project was completed on time and under budget. “Fast forward a few years later and we’ve added a halfdozen more pieces of equipment, including a Kocks Boxer 4000 ship-to-shore, full speed container crane.”

Some features of the crane have been modified. For example, the weight has been reduced from 45 tonnes to 20 tonnes; it does not boom up and the cab has been modified to allow for custom seating for a trainer and two trainees,

but otherwise it is exactly the same as the cranes operating on the waterfront.

All in, costs for the crane totalled $11 million, including ground improvements and installation. “The five-to-seven year return on investment is based on the loss of productivity due to training at terminals,” Beckett explained, noting that when training occurs on an active shift there is a loss of productivity which needs to be made up by other shifts or by overtime hours. The same calculations were used for the pedestal crane investment which has now exceeded those earlier expectations.

“These investments have also provided for a safer, more controlled environment to allow trainees to learn without the pressure of production,” Beckett

Photo: BC Shipping News

March 2017 — BC Shipping News — 45

Photo: BC Shipping News

WATERFRONT TRAINING

Kevin Jackson, Manager of the WTC, and Larry Sampson, Local 500, Senior Trainer in the Gantry Program, see about 1,000 trainees go through the Centre each year.

said. “While they’re being taught the basic skills, this is a much better process for trainees. When a trainee leaves the Centre, they know how to move cargo safely. Getting them into the terminal and used to that environment becomes much easier.”

The WTC is also getting an eightbay lashing area that is an exact replication of what can be seen on a container ship, allowing BCMEA to teach lashing skills in a real work environment. The half-million-dollar capital investment approved by the BCMEA Board will improve training and testing and, ultimately improve safety at the terminal.

Beckett also noted that the BCMEA is constantly replacing equipment at the Centre: “We have a capital replacement reserve that takes into account the wear and tear, especially with trainees who can be very hard on the equipment. By learning their mistakes at the Centre and taking it out on the equipment there, they’re less likely to be as hard on the equipment at the terminal.”

Impact

“One of the key mandates from our Board is to take the training out of production as much as possible,” Beckett said. “Before the training centre, almost all of our programs were done at the terminals. Today, about 25 per cent of our programs are done at the training centre.

46 — BC Shipping News — March 2017

The rest of the training has to be done at the terminal with terminal equipment — there are some things we just can’t duplicate and all programs need to end up moving real cargo — but the crane allows us to take this program out of the terminal, providing for an increase in productivity. ” The WTC is also adding to better safety performance numbers on the docks. “We continue to see an improvement in statistics measuring safety,” he said. “Our member companies’ overall frequency rate continues to decline year over year. In the last year alone we dropped the frequency rate from 5.8 to 4.7. In addition to the Training Centre, specific initiatives by the terminal operators and us that were initiated in 2012 are starting to pay off and we’re seeing fewer injuries and time off due to injuries.”

Busy times

On average, about 1,000 people per year are going through the WTC. That number includes more than a few new recruits. In fact, over the last four years, BCMEA has recruited over 1,700 people onto waterfronts all across B.C. “In 2016 we recruited 55 people into the workforce on Vancouver Island and they’re all actively working,” Beckett said. “And this year, we will definitely be recruiting for Prince Rupert as the expanded terminal comes online in July.”

While Beckett wasn’t sure of the exact increase in cargo anticipated, he did expect to start recruiting in March.

“Because of the terminal improvements up there, we’re having our largest training spend ever in Prince Rupert both this year and next, including a new training centre classroom which provides practical training.” Given the significant expansion in Prince Rupert, Beckett expects workers will be coming down for training at the Vancouver terminals and at the Centre, especially with the new pieces of equipment like rubbertired gantry cranes (RTGs) on order for Fairview Terminal.

“One of the key mandates from our Board is to take the training out of production as much as possible...”

Safety first

Whether it was talking about the Training Centre, providing updates on activities related to the BCMEA safety consultation and project delivery, discussing how consultations with terminal operators are essential to ensuring an aligned training program, or outlining the other initiatives that BCMEA staff undertakes, top of mind in all for Beckett was the focus on safety. “Safety is a top priority for our Board and for staff,” he said. “Whether it is through our government relations work, our fiduciary responsibility to our members or industry productivity, safety filters its way into each assignment.”

That focus includes the strategic planning process currently underway with the BCMEA Board. “We’re in the middle of working with our Board on revising our strategic plan for the upcoming year — looking at what we did last year and then developing plans to ensure we continue with our mandate to create a co-operative environment on the waterfront and ensure industry alignment and industry productivity.”

Given the positive stats on safety at the terminals, large recruitment numbers and a greater ability to take training out of production, Beckett can’t help but have a positive outlook. “The future is definitely quite bright.” BCSN

LEGAL AFFAIRS On-deck containers overboard:

Can the carrier rely on Hague-Visby limitations?

By Thomas S. Hawkins Maritime Lawyer, Bernard LLP, Vancouver

S

...it has been recognized in recent times that the exponential growth in the containerization of cargo ... makes the exclusion of deck cargo under the Rules less appropriate.

The decision

The Federal Court in De Wolf Maritime Safety B v. Traffic-Tech International Inc. 2017 FC23 rendered a decision on January 11, 2017, dealing with this specific issue. The case involved a container ship voyage from Vancouver to Rotterdam. The Plaintiff De Wolf was the owner and consignee of a shipment described as “one piece zodiac and spare parts,” which was stuffed into a container and loaded onboard the ship Cap Jackson in Vancouver. It turned out that the container was loaded on-deck, with other containers as is typical. The bill of lading did not declare that the container that included De Wolf ’s zodiac was to be

carried “on-deck,” although it was in fact so carried. Neither was there included in the bill of lading a liberty to stow on-deck clause. De Wolf contended that it was never made aware that its shipment could be stowed on-deck. The container was lost overboard during the voyage, did not arrive in Rotterdam, and De Wolf ’s loss was approximately $100,000, although the value of the goods had not been declared by the shipper before shipment.

Issues for the court

The Federal Court was asked to decide two questions: Does the undeclared ondeck carriage of the cargo under the bill of lading prevent the Defendant from

Photo: Dave Roels (www.daveroels.com)

omewhat in keeping with the theme of this month’s issue, namely vessel safety, the Federal Court released a decision in January dealing with a loss of containers at sea and questions regarding application of the Hague-Visby Rules to on-deck carriage. The Hague-Visby Rules are enforced in Canada by virtue of the Marine Liability Act and establish a regime for the distribution of risks and responsibilities in the carriage of goods by sea between cargo owners and ocean carriers, and their servants and agents.

The Hague-Visby Rules apply to goods “of every kind whatsoever, except live animals and cargo which by the contract of carriage is stated as being carried ondeck and is so carried.” The allocation of risks set out by the Hague-Visby Rules did not seem appropriate to deck cargo and live animals reflecting their greater risks of damage at sea. However, it has been recognized in recent times that the exponential growth in the containerization of cargo and the use of modern container ships, where containers are stowed above and below deck, makes the exclusion of deck cargo under the Rules less appropriate.

A clean bill of lading implies a situation where the cargo owner is entitled to assume the goods are being carried under deck, and therefore protected with the Rules applying to them. In order for the Rules to be excluded from operation, two criteria are required: carriage on deck and contractual statement of this fact. Older cases — and the late professor William Tetley — asserted that the carrier cannot avail itself of the limitation of liability contained in the Rules if the carrier omitted to declare the on-deck stowage.

More recently, English cases have held that, indeed, while on-deck carriage is a breach of the Rules, the defaulting carrier was nevertheless entitled to limit liability in accordance with the Rules.

The growth of containerized shipping raises questions for the Hague-Visby Rules.

March 2017 — BC Shipping News — 47

LEGAL AFFAIRS relying on the Hague-Visby Rules? If the answer to the first question is no, what then are the limitations applicable to the contract of carriage under the Hague-Visby Rules?

Position of the Plaintiff cargo owner

De Wolf argued that since the carrier failed to declare the ondeck stowage, then the Defendant is prevented from relying on the limitations of liability contained in the Hague-Visby Rules.

De Wolf submitted that, where a clean bill of lading is issued, it is understood that the goods are to be carried under-deck. To carry them on-deck without prior declaration is thus improper and to conclude otherwise would be to reward the carrier for failing to fulfill its obligation to declare on-deck stowage in breach of contract, and in contrary to the good faith requirement of the Rules.

De Wolf distinguishes the English case law that had concluded that while unauthorized on-deck carriage constitutes a breach of contract, nevertheless, the applicability of limitation clauses is a question of construction of the contract and did not exclude the operation of the Rules or the limitation under them.

The carrier argued that the Canadian courts have yet to test the question of whether the limitations of the Hague-Visby Rules apply to undeclared on-deck carriage.

Position of the Defendant carrier

The carrier first looked to the definition of “goods” under the Hague-Visby Rules and argued that cargo which is not stated as being carried on-deck by the contract is not excluded and therefore the lost shipment was “goods” under the Rules. The carrier argued that this interpretation allows more flexibility to the carrier, whereas De Wolf ’s position runs against commercial reality as container ships stow about 30 per cent of containers on-deck all the time. The carrier argued that the Canadian courts have yet to test the question of whether the limitations of the Hague-Visby Rules apply to undeclared on-deck carriage.

It argued that recent English decisions are more in alignment with the new realities of modern commercial containerized shipping, where the risks of on-deck carriage are considerably diminished from the days of sail. The carrier further argued that De Wolf ’s allegation of gross negligence is unsupported and in any event the only exception to limitation under the Rules is provided for in Article IV (5) (e) that pertains to “damage resulting from an act or omission of the carrier done with intent to cause damage, recklessly and with knowledge that damage would probably result.”

The court’s ruling

The court agreed with the carrier that in order for the cargo not to be regarded as “goods” under the Rules, it must not only be carried on-deck but also be stated in the contract of carriage as being so carried. Therefore if one of the conditions is not met, the court held that the cargo cannot be excluded from the definition of “goods” and it is then subject to the HagueVisby Rules. The court further found support for its decision on that point by Canadian decisions in Grace Plastics, Saint Simeon 48 — BC Shipping News — March 2017

and Timberwest Forest. Therefore, as the court found that the containerized shipment does constitute “goods,” the Defendant carrier was entitled to rely on the Hague-Visby Rules.

On the second issue, the court held that the carrier was entitled to rely on the limitation of liability provided for in the Hague-Visby Rules. The carrier wished to rely on what is known as the “per package” limitation which provides that unless the nature and value of the goods is declared by the shipper and inserted in the bill of lading, the carrier will not be liable for an amount exceeding 666.67 units of account per package, or unit or two units of account per kilogram of gross weight of the goods, whichever is higher.

The court observed that the late professor Tetley considered unauthorized on-deck carriage to be a breach of contract of such magnitude that the carrier ought to lose the benefit of all limitation of liabilities under the Rules. However, the court noted the U.K. court of appeal decision in the Kaptain Petko Vooivoda held a different opinion. While unauthorized on-deck carriage constituted a breach of contract, that decision held that it did not exclude the operation of the Rules or the per package limitation of liability. The court went on to note that the words “in any event” used in the per package limitation wording mean “in every case.”

The court further observed that earlier assertions that unauthorized on-deck stowage was a fundamental breach of contract have been overtaken by the laying to rest of the doctrine of fundamental breach by the Supreme Court of Canada in Tercon Contractors.

In the result, the court ordered that the undeclared on-deck carriage of the cargo in the container that was lost overboard under the bill of lading did not prevent the carrier from relying on the Hague-Visby Rules. The court then concluded by ruling that it follows that the per package limitation under Article IV (5) (a) of the Hague-Visby Rules was applicable in the circumstances and could be relied on by the carrier.

Conclusion

In conclusion, although the volume of cargo damage incidents that end up in the hands of lawyers to be litigated has dropped precipitously over the last 15 years, this particular decision has pointedly addressed an issue that has vexed shippers, carriers and maritime lawyers for years, if not decades.

The late professor Tetley vociferously and eloquently argued in his textbooks that a carrier who carried a container on-deck without indication on the bill of lading committed a deviation that ought to deprive the carrier of the per package limitation.

The difficulty was that professor Tetley needed to draw support from American case law for the most part. As noted in the court’s decision, the notion that unauthorized on-deck carriage is a fundamental breach of contract, persuasively argued by professor Tetley, has been overtaken by the laying to rest of that doctrine. The Federal Court’s decision appears to have been made in the context of the commercial realities of containerized shipping, where all parties know and understand that a significant percentage of containerized cargo will be carried on-deck and that the risks of damage to on-deck cargo have been much reduced.

Thomas S. Hawkins is a maritime partner at the law firm of Bernard LLP in Vancouver and may be reached at hawkins@bernardllp.ca.

MARITIME TRAGEDY

Commemorating the 100th anniversary of the sinking of the SS Princess Sophia

T

he worst shipwreck in the Pacific Northwest occurred in 1918 when over 350 passengers lost their lives in the icy waters off the Alaskan coast. Next October will mark the 100th anniversary of the sinking of the SS Princess Sophia while on her final trip of the season, returning back to her home port in Victoria, British Columbia.

And yet today, few people know the name of this all-butforgotten West Coast tragedy.

For the first time, using an innovative travelling exhibition, the Maritime Museum of British Columbia and their partners will tell the story of the Princess Sophia — one of tragedy, bravery, and controversy. The exhibition will look beyond the historical facts into the lives of the individuals who made up the passengers and crew of the Princess Sophia. These personal stories provide a window into a critical time in history: the end of the First World War and the economic development of the Pacific Northwest Coast.

The SS Princess Sophia exhibition is a collaborative project with partners and colleagues spanning across B.C., the Yukon and Alaska. Each affected community will have their voice represented in the final exhibition.

The Maritime Museum of BC is uniquely positioned to tell this story, with strong relationships with collaborators spanning provincial and national boundaries. The Museum is currently seeking major sponsors to assist in bringing this groundbreaking exhibit to communities throughout B.C., the Yukon, and Alaska.

The project will consist of a number of components designed to broaden the impact and reach of the exhibit. The 4,000-square-foot main exhibition will be an immersive and interactive experience. Using the individual experiences of passengers and crew as a jumping-off point, the exhibition will draw the audience into the history of the West Coast at the end of the First World War. A smaller, 2,000-square-foot modular version of the main exhibition is also being developed. This modular display is designed for smaller, non-traditional venues such as schools, libraries and commercial spaces, and will duplicate images and content from the exhibition, while allowing for outreach through a range of much smaller locations.

An educational program will be developed for both the main and modular exhibitions. The interpretive program will have several features, including a public tour, a school program linked to curriculum, self-guided tours, and specialized workshops/lectures.

The MMBC is currently seeking assistance from both the public and private sector — including all levels of government — to assist in creating and sharing this amazing exhibition.

Financial support from foundations, corporate sponsors, and government agencies will assist the Museum with their goal of bringing the story of the SS Princess Sophia to life, and making this important part of our collective history accessible to as many people as possible.

Those interested in helping to support this project should contact David Leverton, Executive Director, Maritime Museum of BC at: dleverton@mmbc.bc.ca, or visit princesssophia.org.

Headlines of the day described the tradgey of the SS Princess Sophia sinking.

March 2017 — BC Shipping News — 49

MARI-TECH 2017

St. Lawrence CIMarE Branch welcomes Mari-Tech 2017 attendees to Montreal

T

he Canadian Institute of Marine Engineering, incorporated by Federal Charter in 1976, has, over the years, strived to advance and promote the science and practice of marine engineering, naval engineering, naval architecture, marine electronics and control engineering. Mari-Tech, an annual CIMarE conference and technical exposition, is the largest event of this category held in Canada.

During the conference, new research papers on current issues will be presented on topics relevant to 21st century marine engineering; and latest products and services will be on display at the exhibition.

Each year, this important event is organized and hosted by one of the seven branches of CIMarE. Last year, the Newfoundland Branch held a very successful event in St. John’s.

This year, the St. Lawrence Branch is hosting this prestigious conference and exhibition — April 19 to 21, at the Bonaventure Hotel in Montreal. The hotel is centrally located and is the preferred venue for exhibitions and conferences by local and international organizations.

Noting the significance of worldwide concerns about global warming, the use of fossil fuels and their impact on the environment, Mari-Tech 2017 focuses on “21st Century Marine Engineering: Efficient and ECO Systems.” During the conference, speakers from Canada and abroad will share their knowledge and expertise on the various aspects of eco ships and systems, for example, current regulations, operations, training practices, environmental protection, LNG systems, and so on.

A total of nine technical presentations are scheduled to cover current and upcoming MARPOL regulations and their impact on the marine industry, plus the latest innovative technology that will assist the industry in meeting the challenge. Topics like total resource utilization, ballast water treatment system technology, hybrid integrated power systems, zero-emission ferry systems, challenges of IMO Tier III NOx regulations and proposed solutions will all be highlighted at the conference. Following each technical presentation, time will be provided for questions and discussion, with audience participation encouraged. The St. Lawrence Branch Planning Committee are also working to ensure sufficient time between presentations to network and visit the exhibit area.

As noted, alongside the technical conference, Mari-Tech’s exhibit area — comprising 80-plus booths — will showcase the latest products, services and innovations in maritime technology by prominent organizations in the marine field, including Babcock, Group Desgagnes, SNAME, Wärtsilä and Besiktas Shipyard. Organizers encourage companies to book their space now before space is sold out. (Exhibitors can contact mc@creativerelationsplanners.com for more details.)

Canada’s cultural capital

Mari-Tech 2017 coincides with the 375th anniversary of the City of Montreal, named after Mont Royal, the triple-peaked hill in the centre of downtown. Historically, the city was the commercial capital of Canada until the 1970s and continues 50 — BC Shipping News — March 2017

to be considered Canada’s cultural capital. Founded in 1642, and originally named ‘Ville Marie,’ Montreal has been the host of prominent international events such as the 1967 Expo, the 1976 Olympic Games, and continues to be the location of the Canadian Grand Prix of Formula One, the International Jazz Festival and the well-known Just for Laughs.

In keeping with the tradition of past Mari-Techs, an interesting part of this year’s program is the evening social event.

Arrangements are in hand to hold this event, sponsored by Besiktas Shipyard, at Pointe-à-Callière, an archaeological museum located near the Old Port of Montreal where early French settlers, including Paul Chomedy Maisonneauve and Jeanne Mance, landed in 1642. This very informative and interesting museum, founded in 1992 as part of the 350th anniversary, is very rich in First Nations’ artifacts, explaining the co-existence of various cultures and the influence of British and French regimes. The Pointe-à-Callière Museum stands above several historic and archaeological sites which showcase major periods in the history of Montreal. Under the museum, one can see the excavated archaeology left in situ during the construction. As part of the social evening, a guided tour of the museum’s underground area and a short documentary of Montreal’s unique history are in the program.

People attending from outside of the Quebec province can also take this opportunity to extend their stay over the weekend and visit some of the attractions outside the Montreal area.

Mont Tremblant, Eastern Townships, Omega Park and the National Capital Ottawa are all well within driving distance.

In addition to relevant, engaging and thought-provoking speakers, topics and technical papers that provide insights into the theme of 21st century marine engineering, Mari-Tech 2017 will feature the Federal Marine Procurement Outlook by Public Services and Procurement Canada as well as the presentation of the CIMarE Medal of Excellence and the CIMarE Annual General Meeting.

Keep checking www.mari-tech.org for updates on Mari-Tech 2017 activities, agenda items and information on how to register, sponsor or exhibit.

Details of the technical presentations, keynote speaker and agenda items will be updated in the next issue.

The Planning Committee of the CIMarE St. Lawrence Branch looks forward to welcoming you to Mari-Tech 2017.

MERCY SHIPS

Taking the road less travelled

O

n board the world’s largest charity hospital ship, the Africa Mercy, 400 international volunteers bring a unique perspective and diversity to each field of work, creating a community that lives together and works together to help change the lives of thousands of disadvantaged people.

The ship, operated by medical charity Mercy Ships, runs like a small town and requires many different departments and skills to function properly to provide free surgery to people in less developed nations, primarily Africa. With a lack of doctors, finances and facilities, Africans face conditions that aren’t seen in Canada — massive tumours, untreated cleft lips/ palates, cataracts and bowed legs are just some of the conditions that threaten the health and dignity of the African people.

Mercy Ships is fortunate to have nontraditional crew members filling traditional roles in areas such as Nursing and Engineering. Sara Wegener, a 27-yearold engineer, is the first woman to fill an engineering position onboard the Africa Mercy and has quickly moved up the chain of command since her first volunteer stint with Mercy Ships.

Born and raised on a family farm in St. Catharines, Ontario, Wegener knows the meaning of hard work and enjoys problem solving, which fuelled her desire

to volunteer onboard the Africa Mercy as an engineer in Madagascar.

“In addition to sea time, I wanted to work in a higher-stress environment while being able to maintain at all times a positive attitude to all I work on and for” said Wegener, whose values align with those of the engineering team: to respect each other’s work and diversity, and be humble by being people of integrity and people of excellence.

Sara Wegener, a 27-yearold engineer, is the first woman to fill an engineering position

onboard the Africa Mercy...

In January 2016, Wegener returned to Canada after five weeks in Madagascar.

A month later, she was asked to return to the Africa Mercy and agreed to work onboard the ship for 11 months in Cotonou, Benin.

“During my time in Madagascar, I was moved up to acting 4th Engineer generators, so as soon as I came back, I had a job with more responsibility and much sorting out that needed to be done.

But other than that, most of the people I already knew, so getting back into the

swing of it all was easy in that respect,” said Wegener.

As 4th Engineer, Wegener was responsible for safety checks, bilge system, purifiers (2x D.O., 2x H.F.O., 1x main engine L.O., 1 x gear box L.O.), cooling water treatment, watertight doors, fire pumps and ballast system. Compared to working in Canada, Wegener has been exposed to a vast amount of hands-on experience onboard.

“As soon as I came on, I had to teach a group of about seven guys how to pull and overhaul a cylinder head on the main engine. And as a 3rd Engineer, I have pulled an air cooler by myself, along with rebuilding 20 Bosch type fuel pumps; and did 24000hr working alongside MAN, then another 24000hr with me teaching two other people. I will have installed and calibrated four governors, worked on the camshaft, pulled and installed four turbochargers, and so much more. Most ships would have contractors come on for these jobs but, due to location and time, we have to do it ourselves or hold off until we are in a shipyard where MAN is close by,” she recalled.

The Africa Mercy is not only a place for patients to receive medical care, but also a place of teaching and learning for local medical professionals and volunteers themselves. Volunteers are not limited to March 2017 — BC Shipping News — 51

MERCY SHIPS

The Africa Mercy is looking for people to fill positions when it travels to the Canary Islands this summer.

one position and, with open availability, have the opportunity to move around if they find an area that interests them more.

“I would encourage anyone who wants to work in the Engineering department onboard to give it a try. I love my job and if you are curious about it and want to learn more, you can get down there and help out for a day,” said Wegener, who is an advocate for women interested in engineering.

Wegener has personally provided tours to those interested in the engine room.

She said, “I have had the privilege of giving tours to women from the hostess

department as well as the chaplaincy; I had a deckhand switch over to engine hand, and worked with all of them for over a day in engineering. It gave them the experience of such a different career.

Most women I take on tours of the engine room say they can’t do this job — but there’s a difference between ‘don’t want to do this type of work’ and ‘can’t do this work,’ and I have not yet met one person who can’t. You will have strengths and weaknesses, if you are not strong that’s fine, you don’t have to be, use a chain fall when necessary, ask for assistance, use a dolly, be smart and think through the problem.”

Engineering is one of many professions that needs to be filled and Mercy Ships is looking for men and women to fill those roles as well as various technical positions during the Africa Mercy’s maintenance period in the Canary Islands from JuneAugust 2017.

“I would encourage more women to apply; engineering is a great stepping stone, even if you don’t go into it fully.

From it, you will understand basics like electricity, plumbing, mechanical skills and much more that is very important for everyday living on and off a ship.”

Wegener’s engineering role may not be one that most think of when it comes to helping the poor, but by keeping the ship running, she has impacted thousands of lives.

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

Peter Swanson David S. Jarrett

Thomas S. Hawkins Tom Beasley

David K. Jones Connie Risi

Russell Robertson

Michael M. Soltynski

Megan Nicholls

Mark Gill

associate counsel: Lorna Pawluk tel: 604 . 6 8 1 . 1 7 0 0 fax: 604.681.1788 emergency response: 6 0 4 . 6 8 1. 17 0 0 address: 1500–570 Granville Street, Vancouver, BC, Canada, V6C 3P1 web: www.bernardllp.ca

52 — BC Shipping News — March 2017

Wegener’s engineering role may not be one that most think of when it comes to helping the poor, but by keeping the ship running, she has impacted thousands of lives. Since Mercy Ships began its current field service in Benin, West Africa, in September 2016, the screening team have interviewed 7,118 potential patients, and volunteer surgeons have performed 916 surgeries onboard.

Wegener hopes to return to the Africa Mercy during Mercy Ships’ 2017-2018 field service in Cameroon. “You can do anything you put your mind to, and this ship is a great place to start, be yourself and learn as much as you can,” is Wegener’s advice to women, and all people interested in getting involved with Mercy Ships.

To learn more, visit www.mercyships.ca

TUGS

Harken Towing now “Safe Certified”

H

Photo: Dave Roels (www.daveroels.com)

arken Towing has received an official certification from the BC Forest Safety Council (BCFSC). For Harken, safety isn’t simply a document or certificate. It’s a culture — principles and practices that have been developed over many years.

So while, with or without a certificate, Harken’s dedication to safety would remain the same, having that external recognition provides a testimonial that acknowledges their reputation.

“Our clients prioritize safety,” said Ian Shandler, General Operations Manager, with Harken, “and often, the award of a project will be decided based on the safety records of those vying for the business. Being certified by the BCFSC demonstrates our commitment to safety, and the seal is quickly recognizable for our clients.”

Harken applied to become a “Safe Certified” company in June 2016. The three-day audit process mirrors that of the Certificate of Recognition (COR) through WorkSafeBC. An additional benefit for BCFSC certified companies is the access to workshops and training, industry safety alerts, and resources for safety information. As this certification is also recognized by COR, incentive payments may be issued to eligible employers annually from WorkSafeBC. “As our company’s workforce grows, this culture will grow with us creating an even safer work environment for all of our employees,” Shandler said.

March 2017 — BC Shipping News — 53

Photo: Dave Roels

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