Preserving History: The case for a historic vessel registry in B.C.
Maritime Safety: Container ship fire risk at sea
Search & Rescue: World Maritime Rescue Congress in Vancouver
BCSHIPPING Commercial Marine News for Canada’s West Coast.
Volume 9 Issue 2
NEWS
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March 2019
Industry Insight
Anders Mikkelsen DNV GL Maritime
Safety Training
Simulation technology clears the smoke around maritime fire safety training
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CONTENTS March 2019 Volume 9 Issue 2
Cover Story
40 42
7 8 12
18
EDITOR’S NOTE By Jane McIvor
20
IN BRIEF
Industry traffic and news briefs
INDUSTRY INSIGHT
Modern class Anders Mikkelsen, Business Development Director, DNV GL Maritime Mikkelsen sees DNV GL as a modern classification society — at the forefront of innovation but rooted in experience and knowledge dating back over 150 years.
24 28 30
HISTORY LESSON
Whistle while you work The history of the bosun’s call By Lea Edgar
28
INDUSTRIAL MARINE
ABCMI moving forward on ambitious initiatives By Alex Rueben
TRAINING & EDUCATION I
The Certificate of Competency: An academic credential? By Captain Philip McCarter
SAFETY TRAINING
Simulation technology clears the smoke around maritime fire safety training
PRESERVING HISTORY
The case for a historic vessel registry for B.C. By Robert G. Allan P.Eng and John McFarlane FRGS
45
47 50 52 53
MARITIME SAFETY I
Dropped objects The unseen menace By Philip Woodcock
MARITIME SAFETY II
Fire in the hold Container ship fire risk at sea By Joe Spears
LEGAL AFFAIRS
The Polar Code Ship safety and environmental protection in Arctic and Antarctic waters By David K. Jones
CARGO SURVEYS
Sampling and testing for oceangoing vessels By Tim Ellis
SAFETY EQUIPMENT
Innovative solution for anchor handling and towing work provides for greater safety
SEA STORIES
I thought it was an explosion at the Shell Barge in Vancouver Harbour By Captain Don Rose
MARITIME MUSEUMS
MMBC plans to reinvent itself as the Canadian Maritime Museum By Marianne Scott
33 MANUFACTURING
New Zealand manufacturers gaining worldwide recognition
36 38
12
IT SYSTEMS
Palantir AS makes inroads into B.C. market
SEARCH & RESCUE
World Maritime Rescue Congress comes to Vancouver By David J. Smith
40
On the cover: The Ultra Dedication undergoing lifeboat drills in Vancouver Harbour (photo: BC Shipping News); above: Screen grab from Kongsberg’s K-Sim Safety training solution (courtesy Kongsberg); right: the inside of a cement carrier’s hold (photo courtesy Tim Ellis.); left: Anders Mikkelsen March 2019 — BC Shipping News — 5
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EDITOR’S NOTE
Photo: Dave Roels
Attitude is key to safer seas
I
received some interesting correspondence while putting together this March issue with its theme of safety and training. While unfortunately too late to print, it raised some pertinent questions specifically related to safety. The note came from Malcolm Armstrong, chastising me over a poorly worded line in a book review in the February issue (Gary Karlsen’s No Ordinary Seaman). With a poor choice of words, I had noted that Karlsen had gone to sea at a time (the 1960s) when “safety was an afterthought.” Armstrong, a long-time mariner with firsthand knowledge of life at sea during the 1950s and 1960s wrote that: “In my experience at sea, safety
designs@ral.ca
was always a number one consideration on board ship both at sea and in port.” I wrote back asking if that were the case, why then are there so many more regulations today than there were 60 years ago? It was his response that forms the basis of this editor’s note. He pointed out that there have “always been some ships that were not well run and this would lead to poor safety...” and, further, that “safety depends not on regulations but on individual personal safe behavior.” He’s absolutely right. Despite a plethora of new regulations over the last 50+ years, we still have accidents. Regulations can’t replace straightforward common sense and
www.ral.ca
remaining alert to the many safety threats a seafarer can face during his shift. While the industry continuously develops improved training standards and manufacturers keep incorporating the newest technologies in equipment for safer operation, there will always be accidents. So what then, is the takeaway? Quite simply, attitude. There will never be a full-proof solution to safety. Training and technology will always play an important role in improving safety at sea but attitude is key. And it’s the one thing that, when all else fails, a mariner still has on his side. Stay safe. — Jane McIvor
1+604-736-9466
March 2019 — BC Shipping News — 7
INDUSTRY TRAFFIC Corvus Energy acquires Greenland Energy
In Memoriam
C
orvus Energy Holding AS, the world-leading supplier of Energy Storage Systems (ESS) to the maritime industry, has signed an agreement to acquire all shares in Grenland Energy AS. Grenland Energy, located in Skien, Norway in the heart of the Grenland region, develops and manufactures lightweight lithium-ion batteries for the maritime, offshore and subsea industry. “We knew that Grenland Energy had technology that would accelerate our long-term strategy by complementing and strengthening our product portfolio,” says Geir Bjørkeli, CEO of Corvus Energy. “We are very excited to have quickly reached this agreement with Grenland Energy. They have highly skilled employees, high quality products, and a market-leading position within niche segments that represent attractive long-term growth potential.” With this acquisition, lightweight and subsea batteries are added to Corvus Energy’s existing portfolio of large-scale maritime ESSs, strengthening Corvus Energy’s market-leading position as a complete supplier of batteries for a wide variety of seaborne applications.
Innovation in Harbour Towage
www.samsontugboats.com 8 — BC Shipping News — March 2019
Photo credit: Dave Roels
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Caroline Simister
B
C Shipping News was sad to learn of the passing of Caroline Simister who succumbed to cancer on Wednesday, February 6, 2019. Caroline was the Chamber of Shipping Office Manager from October 2000 to October 2012 when she left suddenly after being given a terminal prognosis. Her strength and determination certainly helped exceed all expectations. Caroline was instrumental in organizing COS events and supporting the Vancouver Grain Exchange secretariat over the years. She earned a great deal of respect from many in the industry for her hard work, sense of humour, and candid approach to everything. Our condolences go out to her family.
NEWS BRIEFS
Government announces contract awards for R&D in support of Arctic surveillance
T
he Department of National Defence is investing in defence research and development to produce innovative solutions to surveillance challenges facing the Canadian Armed Forces’ (CAF), particularly in Canada’s North. In support of this, Member of Parliament for York Centre Michael Levitt, on behalf of Defence Minister Harjit S. Sajjan, announced today that the Department of National Defence, through Public Services and Procurement Canada, has awarded two contracts to Raytheon Canada Limited and the University of Toronto Institute for Aerospace Studies’ Space Flight Lab (UTIAS SFL) under the All Domain Situational Awareness (ADSA) Science & Technology (S&T) Program for a total of $46.2 million. Raytheon Canada Limited has been awarded a contract for $31.2 million for the construction of transmit and receive
electronics for a study of over-the-horizon radar detection at long range. A contract for $15 million has also been awarded to UTIAS SFL for the development of a prototype of a multipurpose microsatellite equipped with state-of-the-art sensor technology for air and maritime surveillance. As outlined in our defence policy Strong, Secure, Engaged, the ability to conduct leading-edge research and development in satellite and radar technologies plays a critical role in supporting the CAFs capabilities, particularly in remote locations such as Canada’s Arctic. Surveillance solutions such as these improve our access to accurate and timely information, enabling the CAF and our partners to better collect, understand and disseminate information and intelligence, and support our ability to succeed on operations at home or abroad. These systems will support our government’s ability to
exercise sovereignty in the North, and provide a greater awareness of safety and security issues, as well as transportation and commercial activity in Canada’s Arctic. In addition, solutions achieved under the ADSA program will contribute to joint efforts between Canada and the United States to modernize elements of the North American Aerospace Defense Command (NORAD). “Our government understands that science and innovation are crucial in solving some of our most complex defence and security challenges,” said the Honourable Harjit S. Sajjan, Minister of National Defence. “Through these contracts, the Department of National Defence is taking the next step to solving our surveillance challenges in the Arctic. We are proud to be partnering with Raytheon Canada and the Space Flight Laboratory to produce innovative solutions that will help to protect Canada’s North.”
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NEWS BRIEFS
The Bolton Marine Group acquires Daigle Marine
T
he Bolton Marine Group has acquired Daigle Marine, one of the nation’s leading commercial boat builders. As a wholly owned subsidiary of The Bolton Marine Group, Daigle Marine, based in Campbell River, will operate as a separate company with the continuity of the management team, highly skilled work force and physical facilities. As Managing Director, Torry Wannenwetsch will lead the entity. Founder Steve Daigle and co-owner Bob Kristmanson will remain active in the business through a transition period. Founded in 1985, Daigle Marine is a highly respected custom aluminum boat builder. Their EagleCraft™ boats range from hard working Water Taxis, Crew Boats, Patrol Vessels and General Working Craft to Recreational Fishing Boats and Luxury Cruisers. Owned by Byron and Sheryl Bolton, The Bolton Marine Group features market leading brands, Armstrong Marine, Duckworth, KingFisher, Northwest and Weldcraft.
The Bolton Marine Group and Daigle Marine together create new synergy opportunities: • In today’s hyper-competitive economy, a highly skilled workforce is critical for The Bolton Marine Group to achieve its goals of economic strength and prosperity. Daigle Marine will help us to meet these challenges with their exceptional workforce. • Daigle Marine competes in the recreational and commercial vessel market — this strategic acquisition will increase Bolton Marine Groups overall footprint in the government and commercial markets. The Bolton Marine Group will participate in the growth of this sector through ownership and synergies of Daigle Marine and Armstrong Marine, and to meet its customers’ requests for custom boats by offering products built by one of the most renowned custom commercial boat builders in the world. • The Bolton Marine Group has a farreaching distribution network, strong
capital resources, efficient production and increasingly advanced information systems. The Bolton Marine Group is in a position to make substantial investments Daigle Marine requires in production and operations to keep pace with its customers’ growth and new business opportunities without sacrificing quality. “The two organizations address different needs and different customers,” said Byron Boltno. “Our plan is for both companies to continue to address their unique customers’ needs with the same care and diligence as in the past. We look forward to welcoming the skilled people of Daigle Marine into The Bolton Marine Group family and sharing our progress with you.”
Upcoming events Visit www.bcshippingnews.com for more information. Vancouver Transportation Club’s Oil & Gas 2019 Summit
NIBC Conference: Arctic Seas Management
Vancouver, B.C. (March 4 to 5, 2019)
Victoria, B.C. (May 22 to 24, 2019)
14th Arctic Shipping Summit Montreal, QC (March 13 to 14, 2019)
Mari-Tech 2019
GreenTech 2019 Cleveland, OH (June 5 to 7, 2019)
Ottawa, ON (April 23 to 25, 2019)
World Maritime Rescue Congress
23rd B.C. Tugboat Industry Conference and CMC Golf Tournament
Clean Pacific 2019
Victoria, B.C. (May 2 to 4, 2019)
Vancouver, B.C. (June 15 to 18, 2019)
Vancouver, B.C. (June 18 to 19, 2019)
BCSHIPPING
NEWS
In the next issue (April 2019):
Cruise! Contact jane@bcshippingnews.com for advertising information. 10 — BC Shipping News — March 2019
NEWS BRIEFS
ABS marks two-year safety milestone
A
BS has recorded zero lost time work-related incidents for the second year in a row. The Lost Time Incident Rate (LTIR) has remained at 0.00 throughout 2017 and 2018, underscoring ABS’ industry-leading safety performance. “Safety is the foundation of all we do and our record of two consecutive years without a lost-time injury stands as a remarkable achievement,” said ABS Chairman, President and CEO, Christopher J. Wiernicki. “Our safety record has been compiled on countless ships, offshore facilities, shipyards and industrial sites globally, all with varying safety regimes in place. This means, first and foremost, that safety is not conditional to where we are, but integral to who we are. Our safety culture is woven into the fabric of life and work at ABS and, because of that, our employees truly are safe everywhere--living proof that, for us, every day is safety day.” Adam Moilanen, Corporate Vice President, HSQE said “ABS has an ongoing safety excellence program which incorporates strong occupational health and safety processes and policies, including its 10 Life Safety Rules, which includes its Stop Work Obligation authorizing all employees to intervene if safety is in question in any aspect of their work.” “We are committed to continually investing in our safety culture and to empowering our colleagues to recognize and control
hazards in the work environment to keep ABS at the forefront of safety excellence,” said Wiernicki. An annual report of zero LTIs is not common in asset-intensive industries, but it does happen. When it is reported, it is usually achieved by a company that has control of its working environment, such as a privately owned staging yard or a factory. Or it is reported for activities on a specific asset, across a specific asset class, or a specific part of the world, such as a country, region, etc. Class, as you know, works wherever it is needed, across all asset types and locales. So, from a class perspective, annual reports of zero LTIs is less about where the safe work practices were conducted, and more about who conducted it. It illustrates a strong safety culture, in a corporate sense. It is very rare for class to report zero LTIs for an entire year, let alone two in a row.
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March 2019 — BC Shipping News — 11
INDUSTRY INSIGHT
Modern class Anders Mikkelsen
Business Development Director, DNV GL Maritime
A
nders Mikkelsen, Business Development Director, DNV GL Maritime, likens his career and the maritime industry to an onion. “As you peel away the layers, you find each one is even more exciting than the previous,” he said. It is that same depth that first attracted him to DNV GL, along with the company’s way of continually evolving to meet the needs of an ever-changing world. Whether through new products or the application of technology to improve efficiencies and add greater value for clients, Mikkelsen sees DNV GL as a modern classification society — at the forefront of innovation but rooted in experience and knowledge dating back over 150 years. BCSN: I see from your bio that you’ve been with DNV GL since the beginning of your maritime career. Could you provide a brief overview of your roles within the company? AM: I joined the company’s two-year international trainee program after receiving my Masters of Science degree in Naval Architecture and Marine Engineering. The trainee program is a very unique opportunity and through it, I was able to work in our head office in Norway and at yards in South Korea and China before taking on a role in our Maritime Advisory unit. Over the next 10 years, I took on various positions, working in Singapore and later as an assistant to the former CEO of DNV GL Group, Henrik Madsen. Following that, I moved to an advisory role in Western Europe where I 12 — BC Shipping News — March 2019
Mikkelsen sees DNV GL as a modern classification society — at the forefront of innovation but rooted in experience and knowledge dating back over 150 years. worked until I came to Vancouver in 2016. Now I focus on serving the market here on the west coast of North America. BCSN: Could you give me a bit of context in terms of the business sectors served by your company and the disciplines offered? AM: DNV GL Group is a global quality assurance and risk management company serving a variety of industries from our business areas- Maritime, Oil & Gas, Energy, Business Assurance and Digital Solutions. Each area offers a wide range of services to select markets but with significant synergy across the group. For example, DNV GL Maritime develops and maintains class rules and guidelines and provides inspection, surveying and certification services. We are also a recognized advisor to the maritime industry. With our expertise, we provide support on key issues including noise and vibration, lifecycle management or safety risk mitigation, among many others. For cyber security, software for offshore and maritime engineering, operational risk and process safety systems and Veracity (DNV GL’s open data management platform), we pull expertise from DNV GL Digital Solutions. We see the services offered by DNV GL
Digital Solutions enabling the other business areas more and more. DNV GL Oil & Gas has gone through a transformation after some very tough years and is now well positioned for growth. DNV GL Energy, one of our most exciting business areas, is where we primarily serve the utility and clean energy companies. In some capacity, DNV GL has been involved in roughly 90 per cent of the wind power projects in the U.S., whether on the investor end, on the operator’s end or in working for the regulators. The last business area, DNV GL Business Assurance, has seen strong growth in its traditional service portfolio as well as climate change services like emissions trading or carbon footprinting and is now the world’s largest management system certification company. BCSN: What are some of the trends you’ve seen in classification? AM: There are two megatrends: digitalization and decarbonisation, and the maritime industry is grappling with both. Technology has significantly impacted the traditional survey, not only in the way we carry out surveys but also in the way we report our findings. Our barrier management
INDUSTRY INSIGHT survey approach is more tailored to a company’s targets and goals. The reporting is much more relevant for senior and top management and is being extremely well received. We developed the process with the cruise industry and are expanding it to additional ship segments. Improvements in technology have enabled safer, more cost-effective and efficient survey methods. An example would be drone inspections. In 2016, DNV GL became the first classification society to offer drone surveys. Our surveyors are trained to operate drones and conduct the evaluation of the asset onsite or remotely if appropriate. Remote surveying at a manufacturer’s site or on board a ship is done using a combination of voice, video and photography. Use of remote surveying completely removes the travel element, resulting in a benefit to the client’s bottom line as well as our surveyor’s work-life balance. DNV GL is digitalizing processes where possible to the benefit of our customers and ourselves in terms of reduced costs, increased accuracy and a reduction in safety risks. There remain instances where
Improvements in technology have enabled safer, more costeffective and efficient survey methods. An example would be drone inspections. our traditional approach is more appropriate but there is no doubt that digitalization brings greater value to our services. Another service we offer is our 24/7 customer helpline, DATE (Direct Access to Technical Expertise), where more than 400 experts, covering all technical fields in centres around the world, are ready to answer questions, regardless of time zone. They reply within 24 hours or, in urgent cases, even faster. DATE is a fantastic tool and has proved to be highly successful for our customers. Digitalization and innovation are the drivers for the current DNV GL strategy and the catalyst behind the launch of the DNV GL Digital Solutions’ organizations which absorbed the former DNV GL — Software organization and now looks after Veracity. Veracity is the secure platform for digital innovation and industry
collaboration and includes a marketplace where you can access all DNV GL’s digital services and applications as well as services from third parties. Veracity addresses the issue of data analytics for many vessel owners and operators, as well as equipment manufacturers. The asset owner deposits data into their secure “data container” — which we don’t even have access to if they so choose, although we are often asked to help structure and clean data for the use of analytics. The asset owner decides who gets access to their data for data analytics services aimed at optimizing safety and performance. BCSN: Could you describe some of the trends in emerging technologies that are going to have an impact on the maritime industry? AM: Where to begin! I should preface this by pointing out that DNV GL Group is owned by the free-standing, autonomous
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INDUSTRY INSIGHT To that end, we have a large component dedicated to research programs for our current business areas as well as technologies that are just being conceived. and independent foundation Det Norske Veritas and all profits go to further fund research and innovation and the development of new services for our clients. To that end, we have a large component dedicated to research programs for our current business areas as well as technologies that are just being conceived. We’ve already discussed data analytics and digitalization. We have been extremely involved in projects looking at emerging technologies. For example: Increased automation has the potential to improve the safety, efficiency and environmental performance of shipping and offshore operations — either in the form of decision support, remote operations or full autonomy. We launched our recommended practice for autonomous and remotely operated ships in 2018 and it’s just a matter of time until we see full autonomy for certain
short sea or repetitive routes. Norway currently has several dedicated sea areas for testing of the technology. DNV GL is classifying the YARA Birkeland which will be the world’s first fully electric and autonomous container ship by 2022 with zero emissions. We are working closely with Yara, Kongsberg, Vard Shipyards and the Norwegian authorities to ensure our rules safely address all aspects of autonomous shipping. An integral part of autonomous shipping is Artificial Intelligence and it’s becoming more prominent across the industry. DNV GL is using AI across our internal processes and we continue to learn and reap benefits from it. Several of our clients are exploring its application in detail and for predictive maintenance in particular. The digital twin is another emerging technology that is of great benefit to the
r u o y t r a h c ! e s r u O C n ow
e yo u r s k ills d a r g p U o t e n ow is t h e t im R ITIM E ca r e e r ! A M a r o f g in o r b e g in t ra in
Industry Canada
Industrie Canada
industry. While it is common now to have digital twins of certain systems, it’s still rarely seen for the complete asset. We have done it for several projects and we are setting up our class rules and systematics to manage it, although I don’t see all oceangoing vessels having digital twins anytime soon. On the other hand, for most newbuilds, there are 3D models of the hull already available so expanding them to include all systems and adding a live feed from sensors onboard produces a virtual image of the asset maintained through its lifecycle. Full-scale uptake requires cheaper and more reliable sensors. The transfer of data also needs to be more reliable and cost-effective. Several things that need to fall into place first for this to be common but it can be done today. It’s just a matter of the business case. There are many other trends in technology — additive manufacturing, nanotechnology, etc., — that we’re studying. In fact, to this end, DNV GL publishes research papers and outlooks that are publicly available. Our “Energy Transition Outlook” is one study that provides an independent
S fering SEN-EP f O w o n ! s e s r cou w simulator e n t u o rmer SEN 1B) b o a F s ( u l a n ca ll io t a r pe 1A) and SEN-O ( fo r m e r S E N
campuses
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INDUSTRY INSIGHT view of what we consider a ‘most likely future’ for the coming energy transition, and that report’s supplement, the “Maritime Forecast to 2050” describes the consequences of that transition for the maritime industry. We shape our strategy from these reports and engage with customers on a strategic level.Our “Technology Outlook” is another report where we provide a five to 10-year perspective on technology uptake, with supplements that take deep dives into our key market sectors. New low or zero-carbon technologies will continue to be an important part of our work going forward. DNV GL was the first class society to develop rules for LNG as fuel back in 2000; battery and hybrid applications are pushing forward — we were the first here too. And over the past few years, we’ve been having discussions with leading companies in this part of the world like Ballard Power and Hydrogenics on maritime applications of fuel cells. We have research programs that are looking into the far future. For example, we are establishing a research program called Negative Emission Technologies where we
Mikkelsen fequently provides updates on new technologies and developments to industry. will evaluate technology that pulls emissions from the atmosphere — like using CO2 for manufacturing polymers. BCSN: I’ d like to turn our focus to the West Coast. Can you tell me about some of the projects you have going on?
AM: Sure. DNV GL is currently working with Seaspan’s Vancouver Shipyards and the Royal Canadian Navy on the Joint Supply Ship project. We approve drawings and work with the designer on modifications and improvements to the German
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INDUSTRY INSIGHT
DNV GL dedicates a significant amount of time and resources to research which is then made available to the industry. design that was selected. This design was originally classed by GL and our discussions about the project pre-date the DNV GL merger by a couple of years. Since that time, numerous technological advancements have been implemented into the design. This is a challenging project and we are happy to assist the yard and the RCN with their future supply ship. We have also partnered with the Port of Vancouver on several exciting projects including their underwater noise project, ECHO, which studies the impact of vessel noise on Southern Resident Killer Whales. DNV GL was the first classification society to develop a class notation related to a ship’s underwater noise performance. The notation, Silent Environmental, or simply Silent-E, indicates a certain level of underwater noise has been achieved. Then there is Silent-F, for fishing vessels, which provides for an even better performance rating. Lastly, we have Silent-R, exclusively for research vessels and the most silent of performance ratings. Given the Port’s gold standard rating, the notation provides for a significant discount on port fees — an almost 50 per cent reduction in fact. It applies more to newbuilds than existing vessels as it would be costly to retrofit tankers, bulkers, etc., although we are working with several cruise lines right now given that many of their existing vessels already meet the criteria. We have other projects ongoing with the Port including a look into LNG bunkering 16 — BC Shipping News — March 2019
options. The Port recognizes the trend and wants to understand what is possible as they’re already getting questions from customers. Bigger ships are being fitted now with LNG fuel systems so we will be seeing ocean-going, LNG-fuelled vessels on the coast at some point in the near future. It would be a competitive advantage on the West Coast if Vancouver were equipped to accommodate them. We also work with BC Ferries and Washington State Ferries as their ISM auditor and we conduct annual audits of their management systems and top management as part of that. DNV GL also classes most of the large fishing vessel fleet in North America which gives us great interaction with the local communities, in particular, those along the West Coast of B.C., Washington and Alaska. BCSN: I understand you were also involved in Washington State’s Maritime Blue Strategy. Could you describe that project? AM: The project, Washington Maritime Blue, was initiated by Governor Jay Inslee in December 2016 with the goal of developing a comprehensive plan to accelerate technology innovation and best practices for Washington State’s maritime industry. DNV GL was brought in to advise on the development of a vision for 2050 and the framework to support it. There are five associated goals, action items and outcomes centred on technology innovation and commercialization;
policy and incentives; workforce development, education, and training; best practices, standards and certification; and cluster coordination. There are some demonstration projects already underway in pursuit of these goals and more in the pipeline including policy-making to ensure there is a sustainable funding mechanism for innovation and the industry. BCSN: Are there any nuggets of wisdom from that strategy that could apply to British Columbia or Canada? AM: One of the most important findings in the strategy work was the clear need for an official cluster organization. There are parallels between the cluster organization and the Vancouver International Maritime Centre but the cluster goes beyond that mandate by linking to the different sectors of the industry — the designers, the yards, the equipment makers, the policy makers, the ports, ship owners, the fishing industry and aquaculture. The WA Maritime Blue strategy focuses on the entire ocean space rather than just the shipping industry separately and that is something I think would be very relevant for Canada. Canada is an amazing country with huge coastlines, and there are a lot of maritime businesses but they’re physically isolated from each other. There would be significant opportunities if we were able to pull them all together, even more than what we see today. It would require cooperation amongst all levels of government, industry and academia but the effort would pay off.
INDUSTRY INSIGHT BCSN: Last question — what are some of DNV GL’s priorities for the coming years? AM: We’ll continue our strong focus on innovation and do so in close cooperation with industry leaders. This type of collaboration supports developments that genuinely benefit the industry because the industry plays a part in shaping their outcome. We will also ensure that our classification offering continues to give our clients a simple and efficient experience while at the same time offer something beyond classification for those who are interested.
DNV GL has always had unique offerings and that sets us apart from the competition. The continued development of our customer interface, hosted on Veracity, is key for DNV GL. We are continuously developing and improving the experience for both our customers and employees. For example, “My Services,” currently available through Veracity, has more than 350,000 unique users who have access to applications like Smart Survey Booking, Digital Certificates, Cyber Security Self Assessments, Data Management Self Assessments, Remote
Surveys, Drone Surveys, Digital Approval, Alternative Fuel Insights, Port State Control Planner, Energy Efficiency Evaluation Tool for Assets, MRV and DCS plan generators. These are only some of the great tools available. At DNV GL, we take a broad view to ensure that we utilize all our strengths across the industries we serve. Our key priority is to stay relevant to our customers through the value we provide and guide the industry forward while serving our purpose of safeguarding life, property and the environment. BCSN
About Anders Mikkelsen
About DNV GL
nders holds an MSc degree in Naval Architecture and Marine Engineering from the Norwegian University of Science and Technology and the National University of Singapore. He joined DNV GL’s international trainee program where he worked in the Norwegian headquarters as well as in shipyards in South Korea and China. He assumed a role in the Maritime Advisory unit which led him to be involved in numerous risk projects, market entry studies, business improvement projects, due diligence projects, and energy management projects. He has been part of — and project-managed — large capability building projects for major shipyards and ship owners.
NV GL is a global quality assurance and risk management company. Driven by the purpose of safeguarding life, property and the environment, DNV GL enables its customers to advance the safety and sustainability of their business. The company provides classification, technical assurance, software, and independent expert advisory services to the maritime, oil & gas, power and renewables industries. DNV GL also provides certification, supply chain and data management services to customers across a wide range of industries.
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From 2008 to 2010, he worked as a Principal Consultant in Singapore, where he was heavily involved in business development, in addition to being a project manager. In that capacity, his work consisted of providing advice on the means of optimizing operations and increasing efficiency to senior executives and top management in maritime organizations, ranging from major ship owners and managers to lenders and maritime authorities. Anders returned to Norway for a two-year role as the Professional Assistant to the DNV GL Group CEO and Corporate Risk manager. Subsequently, he worked for four years as the Business Development Leader in DNV GL Maritime Advisory Region Western Europe before moving to Vancouver in 2016 where his current role is Business Development Director covering the West Coast of North America.
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Combining technical, digital and operational expertise, risk methodology and in-depth industry knowledge, DNV GL empowers its customers’ decisions and actions with trust and confidence. The company continuously invests in research and collaborative innovation to provide customers and society with operational and technological foresight. With origins stretching back to 1864 and operations in more than 100 countries, DNV GL experts are dedicated to helping customers make the world safer, smarter and greener. In the maritime industry, DNV GL is the world’s leading classification society and a recognized advisor. The company enhances safety, quality, energy efficiency and environmental performance of the global shipping industry — across all vessel types and offshore structures. DNV GL invests heavily in research and development to find solutions, together with the industry, that address strategic, operational or regulatory challenges.
SAFER, SMARTER, GREENER
For more information: www.dnvgl.com 2019 — BC Shipping News — 17 PUT THEMarch FUTURE
HISTORY LESSON Whistle while you work
The history of the bosun’s call By Lea Edgar Librarian & Archivist, Vancouver Maritime Museum
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first became interested in the bosun’s call in an unconventional way. Coming from a landlubbing family, my first experience with the little whistles was with the characters Admiral Boom and Mr. Binnacle in the film Mary Poppins. Mr. Binnacle, in traditional Royal Navy fashion, wore the whistle around his neck on a chain. I was always intrigued by what the whistle sounds meant. Fortunately, working in a maritime museum has afforded me the opportunity to dig deeper into the history of the whistles. Although somewhat outdated in modern navies, the bosun’s call (also known as a pipe or whistle) has almost always been a symbol of position and a tool for communicating orders at sea. The call’s history may even stretch as far back as Roman times when a type of whistle was used to keep the rowing rhythm on galleys. However, its first documented use was on English ships during the crusades in the 13th century. Whistles were useful because they could be heard over noisy seas. Up until 1562, the Lord High Admiral wore a gold whistle as a symbol of his rank. At this time, it was known as the “whistle of honour.” Whistles used for ordinary command were issued in silver and each officer had his own decorated with designs such as ropes and anchors. After 1671, it became known as the “boatswain’s call.” The boatswain (or bosun) was the officer in charge of rigging, sails and sailing equipment. The whistle was named after him because he needed to issue orders more often than other officers. Over time, the bosun’s call became a standard in naval and military ships all over the world. Each vessel had an officer who knew the various call codes and who was in charge of using the call to whistle commands. It was also sounded at certain times of the day to mark daily chores and for ceremonies. Today, its use is primarily ceremonial — for example, it is played at 18 — BC Shipping News — March 2019
Although somewhat outdated in modern navies, the bosun’s call (also known as a pipe or whistle) has almost always been a symbol of position and a tool for communicating orders at sea.
Phyllis Sanderson’s WRCNS bosun’s call, ca. 1940. Artifact number: 2002.1070.010. Evening Colours. Occasionally, the traditional bosun’s call is accompanied by other flourishes such as voice commands and announcements or sometimes even a gun salute. In modern navies, the bosun’s call is the badge of office of the Chief Boatswains Mate, Quartermaster and Boatswains Mates. In North America, the Sea Cadets seem the most determined to maintain the traditions surrounding the bosun’s call, such as Piping the Side. These whistles bear a distinctive shape and the design has remained almost unchanged since medieval times. There are five main parts to the structure of the bosun’s call, most of which have nautical names. The gun is the mouthpiece, the keel is the leaf, the buoy is the metal sphere with the hole on top, and finally the shackle is the ring. It takes practice and skill to control the sounds the whistle makes; however, sailors found themselves with a lot of time at sea to master the little instrument. Using the fingers and the hand to manipulate the flow of air, the whistle is capable of a full octave range of 12 notes. Nevertheless, the use of
the bosun’s call did not generally take full advantage of its musical range. Generally, orders used high-low and long-short patterns. The instrument is played by using the palm and fingers as an extra sound chamber. The larger and more open the chamber, the lower the pitch. One may also vary the pitch by lowering each finger. There are some special effects the bosun’s call can make. These include the warble and the trill. The warble is made by moving the hand quickly from the high position to the low. The effect resembles the song of a canary. The trill is made by vibrating the tongue while blowing, much like rolling the letter R. There are many commands the bosun’s call communicates. One is called the still. This sound calls all hands to attention, orders silence or announces the arrival of a senior officer on board. The still is simply one high note held for eight seconds and ends abruptly. The carry on is played after the reason for the still has been completed. It is a one-second high note, followed by a one-second low note. An important ceremony involving the bosun’s call is “manning the side.” During
VANCOUVER MARITIME MUSEUM Over time, the bosun’s call became a standard in naval and military ships all over the world. Each vessel had an officer who knew the various call codes and who was in charge of using the call to whistle commands.
HMCS Fraser sailor blowing bosun’s call. City of Vancouver Archives. AM54-S4-: Bo P282.1.
the ceremony, a party of sailors (known as side boys) pipe aboard flag-rank officers or important guests. This ceremony originates during the days of sail. When the weather was too rough for the use of ladders, a visiting senior officer was hoisted aboard using a bosun’s chair. The side boys were directed in hoisting the chair by the bosun using his call. Although more sophisticated methods of issuing orders now take precedence on board naval vessels, the bosun’s call still survives on tradition. Symbolism and ritual are maintained and encouraged by many organizations such as the Royal Navy and the Sea Cadets. Because of this, the bosun’s call is still used and is not merely a museum artifact. So, the next time you are watching Mary Poppins or perhaps visiting a naval ship, listen carefully for the sound of the whistle. Lea Edgar started her position as Librarian and Archivist for the Vancouver Maritime Museum in 2013. She can be contacted at archives@vanmaritime.com.
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INDUSTRIAL MARINE
ABCMI moving forward on ambitious initiatives By Alex Rueben
Executive Director, Association of BC Marine Industries
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he Association of British Columbia Marine Industries (ABCMI) continues to grow and expand its operations and its representation within British Columbia’s marine sector. This effort has been greatly assisted by the support of the federal and provincial governments and thus, it is the intent of this article to touch briefly upon that support and how it is allowing the Association to move forward with a number of interesting activities. In cooperation with the Government of British Columbia and funding through the Sector Labour Market Partnership (SLMP), ABCMI carried out labour market and industrial marine sector definition and capability studies in order to help define the sector, its demographics and key findings that will inform strategies in moving forward. Before moving on, it is important to understand who ABCMI defines as the industrial marine sector that it seeks to represent. This definition has evolved since 2015, when ABCMI was first incorporated, and now stands as the following industry sub-sectors: • Shipbuilding, refit and repair includes new construction, modernization, conversion, maintenance, in-service support, barge fabrication and repair and industrial fabrication; • Small craft marine includes construction of all recreational, pleasure, and small commercial or government craft including rigid hull inflatables and submersibles. This sub-sector also includes all boatyards, marine repair facilities, chandleries, and yacht brokerages and marinas that do repair or maintenance; • Marine industrial services include domestic marine transportation, marine services, industrial fleet owners, ports, marine construction, repair of port and marina infrastructure, marine renewable energy infrastructure, commercial 20 — BC Shipping News — March 2019
Due to retirements, work transitions, and sector growth, an estimated 16,560 job openings are projected in the sector by 2027. diving and remotely operated underwater vehicles, underwater repair and underwater surveys, dredging, and pile driving; • Marine professional services include marine engineering, naval architecture, marine law, marine consulting, software development and sales, as well as education and training related to industrial marine activities; • Marine products include all products that have a marine application and are
Figure 1.
used by companies in the industrial marine sector; and, • Ocean science and technology includes research instrumentation, autonomous and piloted underwater vehicles, cabled observatories, “smart” buoys, marine acoustics, and marine renewable energy. This includes companies and research/academic institutions that invent, develop and produce products for specific use in/on the ocean, or provide knowledge-intensive
INDUSTRIAL MARINE technology-based services unique to the ocean. Overall, there are 1,000 companies in the sector (as defined above), which range in size from owner/operator to companies with 500+ employees. Their distribution within the Province, by sector, is shown in Figure 1. The sector is dominated by small firms, with half the companies in the sector employing 1-9 employees. The sector employs approximately 21,000 workers and is expected to grow by an additional 5,500 workers by 2027. Due to retirements, work transitions, and sector growth, an estimated 16,560 job openings are projected in the sector by 2027. This speaks to the very real need for the development and application of proactive human resource strategies focusing on attraction and recruitment, retention, and education and training. It is also proposed to establish a human resources committee that acts as a focal point for the implementation and coordination of these labour market strategies — something that is now being fleshed out as ABCMI continues into the ‘strategy implementation’ phase of its SLMP project with the BC Government.
This speaks to the very real need for the development and application of pro-active human resource strategies focusing on attraction and recruitment, retention, and education and training. In terms of markets, B.C.’s industrial marine sector provides its products and services to B.C. (72 per cent), to Canada yet outside of B.C. (12 per cent) and to international markets (16 per cent). The six subsectors listed above vary considerably in targeting international markets, with ocean science and technology leading the export activity with 62 per cent of its products and services going to international markets. Marine professional services follow with 26 per cent of its sales going to international markets, followed by marine industrial services (21 per cent), marine products (15 per cent), shipbuilding (12 per cent), and small craft marine (7 per cent). Interestingly, 86 per cent of BC’s marine product companies sell to defence/security companies. In the past, the BC Government has supported efforts in targeting international markets — most recently, at SMM Hamburg 2018
in Germany, partnering with ABCMI in helping preferred B.C. vendors for systems and equipment showcase their products to a multitude of foreign shipyards hoping to build new BC Ferries vessels. At the ABCMI Business Opportunities Conference 2018, Minister Carla Qualtrough, (Public Services and Procurement Canada) announced a $1-million, three-year funding agreement with the ABCMI that will help the Association in its mandate of serving and supporting B.C.’s industrial marine sector. This funding, coming from Western Economic Diversification Canada (WD), is intended to support workforce development and growth; enhanced networking to identify and generate business opportunities; increased representation of business capabilities and capacities throughout the industrial marine sector; and working with industry to organize domestic and
March 2019 — BC Shipping News — 21
INDUSTRIAL MARINE foreign trade missions to market the West Coast marine industry. The Minister also announced the creation of a federal Marine Industry Advisory Committee (MIAC), on which the ABCMI will be a standing member, to facilitate coordinated dialogue surrounding opportunities and challenges facing the Canadian marine industry. The Committee will provide a forum for the discussion of a range of topics including, but not limited to, planning, interdependencies, best practices, innovation, international market opportunities and trends, and the state of the Canadian marine sector. The MIAC will complement and not replace standard industry engagement that occurs in the context of individual procurement processes. WD funding is helping ABCMI in increasing the visibility of the B.C. industrial marine sector on national and international stages. In the latter context, ABCMI is organizing and supporting the BC Pavilion, comprising 12 companies, at the Offshore Technology Conference in Houston, Texas, in May 2019. Likewise, it will be supporting B.C companies in a similar effort at the Fort Lauderdale International Boat Show in October 2019, and at Oceanology International 2020 in London, in March 2020. Closer to home, ABCMI is partnering with WD and the Aerospace Industries Association of Canada (AIAC), to organize and host the Western Innovation Forum in Vancouver on March 7, 2019. ABCMI will also have a presence at the Ship Technology Forum in March, Mari-Tech in April, CANSEC in May, the Canadian Ferry Association Conference in September and Pacific Marine Expo in November. Initiatives made possible through federal and provincial funding also include support to training and education for B.C. companies. ABCMI is working with LearnSphere Canada Inc., a company based in New Brunswick that has received funding from Employment and Social Development Canada (ESDC) to implement a supply chain education program called Supply Chain 123. This program comprises nine modules of training, delivered in nine days over the period April to August 2019, in subjects ranging from ‘Position Your Business for Supply Chain Success’ to ‘Successfully Shaping and Responding to the RFP’ to ‘Project Management Fundamentals.’ ABCMI will soon be looking for 15-20 B.C. companies to take part in this FREE training 22 — BC Shipping News — March 2019
INDUSTRIAL MARINE opportunity that comes complete with follow-on coaching support. For companies seeking more formal supplier development education in an effort to improve upon their operations and performance in the supply chains of large Prime Contractors and Tier 1 Suppliers; the BC Government, in partnership with AIAC, has developed courses that can be delivered at a modest cost, given sufficient interest. This education includes three-day courses in Executive and Supervisory Leadership, Strategic Business Planning, Project & Risk Management, Skills & Capability Development and Lean & Continuous Improvement. As ABCMI works to continue its collaborative efforts with the BC Government, a number of projects are under consideration for approval by the government. A proposal is being advanced by ABCMI to conduct an SLMP-funded study on B.C.’s surface mariner population and workforce development needs and strategies. An increasing number of ABCMI members are fleet owners, both public and private, who have either current or projected shortages in certified mariners. These desired qualifications range from
entry level Bridge Watch Rating (BWR) and Small Vessel Machinery Operator (SVMO) to Second and Third Class Engineer and Master and Chief Mate Near Coastal (various GT). ABCMI intends to work closely with other B.C. marine associations, including the Council of Marine Carriers and the Chamber of Shipping, as well as fleet owners in conducting this project. Other ideas that are in the works are the creation of a BC Industrial Marine Sector Capabilities Manual showcasing the products and services of B.C. companies; the creation of a provincial equivalent of the federal Marine Industry Advisory Committee to tie more comprehensively and effectively into the BC Government and its many ministries; and, the creation of a BC Maritime Strategy to provide a framework around the growth and sustainment of the Province’s maritime sector, increase visibility with the general public and provide information to guide government in policy development. Take note of Washington State’s Maritime Blue Initiative that is in the process of developing a strategy to make Washington home to the most sustainable maritime
industry in the United States by 2050. Quebec launched its Maritime Strategy in 2015 with the key strategic thrusts being the economy, environment and communities. And most recently, the United Kingdom launched its new Maritime Strategy in January 2019 — a document that clearly enunciates strategic ambitions within seven high-level themes: competitive advantage, environment, infrastructure, people, security, technology and trade. As it continues to grow in its capacity and ability to support and represent the B.C. marine industry, ABCMI is working hard to establish and maintain its relationship and standing with the provincial and federal governments. These relationships are leading to a multitude of opportunities that will benefit the industry and see its sustained growth within the B.C. economy in the future. Alex Rueben is a marine engineer by trade, having spent 35 years in the Royal Canadian Navy (RCN). Following retirement from the RCN, Alex built and operated the Industrial Marine Training and Applied Research Centre, now known as the Camosun Coastal Centre. Alex can be reached at alex@abcmi.ca.
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TRAINING & EDUCATION
The Certificate of Competency: An academic credential? By Captain Philip McCarter Associate Dean, Marine, BCIT’s School of Transportation
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I was amazed by the number of Greek nautical training schools that had collaborated with universities and colleges, primarily in the U.K., to provide pathways for young seafarers to a diploma or an under-graduate degree. Surely, in the maritime profession, the Standard for Training, Certification and Watchkeeping (STCW) Certificate of Competency (CoC) trumps an academic credential. Why would maritime training institutions seek out such partnerships? An interesting article by Professor Michael Manual, published in 2017, highlights that a “global trend in maritime education and training (MET) is increasingly to link an essentially vocational education that provides specific and restricted outcomes [per STCW requirements] with more general or deeper academic components leading to an academic qualification.”
Photo source: Flickr/Anders Bengtsson
n 2016, I had the opportunity to attend Posidonia in Athens, Greece, thanks to the support of the Vancouver International Maritime Centre (VIMC). Every two years, Posidonia takes the pulse of the global shipping industry and focuses on key issues for shipping. In conferences and seminars chaired by industry leaders, there is lively discussion and debate on issues, challenges and opportunities facing the industry. Technical presentations give the industry’s innovators the platform for their latest vessel designs, eco-ship technologies, communications, propulsion systems and other vital developments. In 2018, the trade show attracted 2,009 exhibiting companies and 23,500 visitors from 92 countries. Whilst at the 2016 conference, I was amazed by the number of Greek nautical training schools that had collaborated with universities and colleges, primarily in the U.K., to provide pathways for young seafarers to a diploma or an under-graduate degree.
World Maritime University in Malmo, Sweden. 24 — BC Shipping News — March 2019
(Manuel, M. Vocational and Academic Approaches to Maritime Education and Training (MET): Trends, Challenges and Opportunities. WMU J. Maritime Affairs (2017) 16: 473 – 483) The rationale for this trend is arguably based on Maslow’s seminal work of 1943 on the hierarchy of needs and human motivation. An individual achieving higher motivational levels and self-actualization, as proposed by Maslow, should not be frustrated by educational systems or the restricted needs, albeit understandable, of external stakeholders. Education is viewed by many as the vehicle to achieve these higher needs in order to develop, at the micro-level, an individual’s full potential, and have that person contribute to societal change for the better at the macro level. Article 26 of the Universal Declaration of Human Rights that was proclaimed by the United Nations General Assembly in Paris on December 10, 1948 (General Assembly resolution 217 A) states: (1) Everyone has the right to education. Education shall be free, at least in the elementary and fundamental stages. Elementary education shall be compulsory. Technical and professional education shall be made generally available and higher education shall be equally accessible to all, on the basis of merit. (2) Education shall be directed to the full development of the human personality and to the strengthening of respect for
TRAINING & EDUCATION human rights and fundamental freedoms. It shall promote understanding, tolerance and friendship among all nations, racial or religious groups, and shall further the activities of the United Nations for the maintenance of peace. Academia, the house of higher education, has evolved and continues to evolve from its origins of pontification to scholastic analysis of the natural world and human existence to the more modern university that combines intellectual pursuit with utilitarian applications. Universities are encroaching more and more into the applied realm due to fiscal forces. Universities are becoming more utilitarian in nature. They are repositories of state-of-the-art knowledge for traditional professions such as medicine or engineering and industry-related domains. Open education at the post-secondary institutional level is moving into the mainstream. Ivy League Universities are offering Massive Open Online Courses (MOOC’s). Industry is interested in custom arrays of certified competencies in lieu of broad credentials. They are also calling for, as are students, direct participation in the education process. Justin-time education (custom curriculum), driven by technological change, is becoming an expectation for academic institutions to provide for in a variety of studies, not just for computer sciences. Clearly, education, as the means itself, is changing. Nevertheless, the end game for the individual remains the same — Maslow’s hierarchy of needs. Seafaring, as a profession, is an educational endeavor too. No different from medicine or engineering. As evidenced at Posidonia, Greek seafaring schools are onboard with this philosophy. What about Canada? Currently, the only post-secondary institutions that offer degree options for seafarers are the Marine Institute (MI) of Memorial University of Newfoundland and Labrador and the Coast Guard College (CCGG). At the MI, all of the courses offered at the Bachelor of Maritime Studies level are online to broaden the applicant’s knowledge base. CCGC offers a degree through the University College of Cape Breton. MI, going higher up the academic ladder, also provides a pathway for seafarers to achieve a Master’s degree and most recently, a PhD. At BCIT, upon successful completion of its nautical or marine engineering programs, the graduate receives a diploma as the academic credential. BCIT’s marine campus is
presently undertaking program reviews that may result in changes to its programs providing more academic options for Canadian or international seafarers here on the West Coast, either at the marine campus or online. There are clearly academic options available in Canada. Canadian seafarers should also consider broadening their horizon for further education. Interestingly, and from personal experience, Universities and Colleges in Europe view the certificate of competency in a different light than North-American post-secondary institutions. There, CoCs are recognized for their blend of academic and professional experience. The CoC counts as credit towards an academic credential and, depending on the CoC, the higher the number of credits. Opportunities there are endless. Albeit late in my career voyage, I have chosen to embark on a PhD that has taken me to the World Maritime University in Malmo, Sweden. This institution has very close links to the International Maritime Organization (IMO) and the United Nations (UN) as a whole. WMU is very heavily involved in the maritime sector and provides world-class research and academic studies at the higher levels. Supported by the International Transport Workers Federation (ITF), it has just recently released a comprehensive study entitled ‘Transport 2040: Automation, Technology, Employment — The Future of Work’ (available at https:// commons.wmu.se/lib_reports/58/). In this report, the importance of an individual’s ‘flexibility’ was highlighted in a rapidly changing workplace. Whilst at the WMU I observed 150 students from 60 different countries taking Master’s degrees — truly an international experience that reflects the very essence of the maritime industry. The students were from a variety of maritime backgrounds ranging from a VLCC tanker Master, a Superintendent and a government official to a ship’s agent and freight forwarder. There is energy, motivation and clear evidence that at WMU, some maritime professionals are striving to attain Maslow’s higher needs. Even the awardwinning aspirational architecture of WMU suggests the old way of education evolving to a new and modern approach. Daily, world experts are video-conferenced into its lecture hall to provide a dynamic learning environment. Students are expected to take charge of their learning with faculty
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TRAINING & EDUCATION IMO is shifting philosophically away from prescriptive regulations to a more ‘goal-based’ approach. MET may too have to undergo this transformation... as facilitators and mentors. Literature indicates that this is the best way to learn. Unfortunately, training of seafarers does not necessarily follow this philosophy. Professor Manuel also states: “The global scene has been characterized by quite diverse opinions of what should now be considered optimal seafarer education.” Currently, STCW’s competency-based framework and standardization lead to developing curriculum through IMO’s model courses in order to provide guidance on how to achieve the prescribed competence. The model courses also provide the basis for interState comparisons. However, IMO is shifting philosophically away from prescriptive regulations to a more ‘goal-based’ approach. MET may too have to undergo this transformation in order to provide a seafarer with the best way to learn — not just through rote memorization that is lecture-driven.
26 — BC Shipping News — March 2019
This is at the base of Bloom’s taxonomy, which is a set of three hierarchical models used to classify educational learning objectives into levels of complexity and specificity. The three lists cover the learning objectives in cognitive, affective and sensory domains. The current curriculum structure of MET devalues its academic value. With this in mind, should a CoC be considered as an academic credential when applying to a post-secondary institution? This question is complex. For North America, the answer appears to be at first instance and for the most part, no. One of the first hurdles that a CoC has to overcome in order to be viewed as an academic credential is that the issuer of a CoC is the Flag State and NOT an educational institution. Through this lens, a maritime CoC could be construed as nothing more than a ‘licence’ to drive a vessel — no matter the
size. Interestingly, the aviation and vehicle sectors use the term ‘licence’ rather than a CoC. The term ‘certificate’ does however refer to an academic credential, albeit considered/perceived as a low entry-level one. ‘Certificates’ of completion could be issued after a short course lasting only a few days. The term ‘competency’ embodies completing a task, repeatedly and accurately. However, competency varies widely depending on the time and place. Currently, STCW provides for a five-year re-validation period. It is possible for an officer of the watch who has been unemployed for three years to still have a valid CoC and, depending on market conditions, be hired back to work on a vessel. It is only sea-time, experiential rather than study, which a seafarer requires in order to renew his/her CoC. On a liner route, experiences could be so routine that it may lead to complacency and vigilance challenges. In academia, a degree does not have to be renewed. The credential suggests that the graduate embraces the philosophy of life-long learning. Another layer that detracts from a CoC being considered as an academic credential is the issuance by the Flag State of Certificates of Proficiency (CoP) or endorsements for vessels such as tankers. Personnel in this sector tend to specialize so their associated CoC becomes more limited. Any downturn in the oil and gas industry will restrict their ability to enter, for example, the container trade: And vice versa. Finally, the CoC is not part of academic parlance. The Marine Personnel Regulations section 100 lists 57 different CoCs and 19 endorsements that Transport Canada (TC) can issue. The challenge for a post-secondary institution is to evaluate the TC syllabus associated with the CoC and/or endorsement and transpose it onto an academic credit matrix. This is a very time-consuming and complex process. Most courses for mariners contain learning outcomes that are at the lowest level of Bloom’s taxonomy. This hinders the CoC being considered equivalent to higher-level post-secondary courses that are necessary in order to be granted a degree. Credits that are granted by the institution would therefore be minimal. Furthermore, academia must also break out of the traditional view of a bias that mariners are, for the most part, vocationally educated and hence, lack broader critical-thinking skills. Diplomas,
TRAINING & EDUCATION Degrees, PhD’s and Post-Doctoral Fellows, to name a few, connote structure, a course of studies, a rounding of the individual and exposure to a wider experience. An academic credential attests to the ability of the graduate ‘to learn’ — not just to be a master of, or to be competent in, a particular job or task. In trying to attract young entrants into a maritime career as either a deck or marine engineering officer, schools and industry are aware that many seafaring graduates will not be working on board a vessel after 10 years. Millennials and younger generations are not noted for staying power with a company, opting instead for life experiences and different challenges. A passage plan contains the same elements so after a while even this procedure loses its luster. The honeymoon period of a new ship, new people, different ports and new trading routes in today’s maritime operations is short. From industry’s perspective, the CoC is critical for a vessel to sail. In Canada, this requirement is linked to the vessel’s safe manning document. There can be little
From industry’s perspective, the CoC is critical for a vessel to sail. In Canada, this requirement is linked to the vessel’s safe manning document. doubt that a crewing or manning office at the career desk first asks what CoC does the potential new recruit hold. While at a physiotherapy office the other day, I noticed on the wall a framed Bachelor’s Degree in Kinesiology and a Master’s Degree entitled with a similar subject matter from well-respected Universities. They indicate to me, with a high degree of confidence, that the person stretching my shoulder into painful postures is not a torture specialist but a person who has received a bona-fide course of studies on human kinetics and how to remedy aches and pains due to aging. Contrast this to a seafarer working his/ her way up the ‘hawsepipe’ who can either stitch together block-approved courses from a variety of TC-recognized institutions or challenge the appropriate exams at a Transport Canada regional office. Either
— MARINE EDUCATION FOR A COMPLEX WORLD.
way, the seafarer could eventually obtain a certificate of competency that is treated the same by industry. To the seafarer at the career desk, it is nice to have, in addition to a certificate of competency, an ace to play should there be a downturn in the industry or event abruptly changing the planned life course. Any academic credential, no matter how lowly it is perceived, is that ace. As navigators and marine engineers, contingency plans are an integral part of the profession’s DNA. Flexibility is key in the future world of work. Companies will come and go. To re-frame Nelson Mandela’s iconic statement into the second person — ‘You are the Master of your fate: You are the Captain of your soul.’ Captain Philip McCarter is the Associate Dean, Marine, BCIT School of Transportation and can be reached at pmccarter1@bcit.ca. —— BRITISH COLUMBIA INSTITUTE OF TECHNOLOGY
BCIT provides accredited professional training for the maritime industry. A wide range of courses and programs are offered in nautical sciences, marine engineering, navigation, seamanship, and maritime safety and security. Learn more at bcit.ca/marinecourses
—— Captain Alex McElroy teaches his student about charting at the BCIT Marine Campus.
March 2019 — BC Shipping News — 27
SAFETY TRAINING
Simulation technology clears the smoke around maritime fire safety training
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nyone who has ever had to tackle a fire will know all too well the uniquely panic-inducing sense of urgency such a situation imparts. When this scenario is rapidly unfolding on a vessel at sea, the need for prompt and focused action inevitably becomes even more pronounced. For the crew on board, the capacity to react calmly, methodically and efficiently — and indeed, to instigate effective preventative measures in the first instance — depends entirely upon the quality and extent of their training. Fire drills are often costly, logistically problematic and can only go so far. The composure you might display in a largely theoretical exercise could quickly evaporate in the chaos and confusion of a genuine fire. This, in a nutshell, is all the rational justification needed for the targeted deployment of simulation technology. Being able to replicate the complex and compelling circumstances of an onboard fire outbreak in a realistically immersive 3D environment safely places crew members in the heat of the moment (as it were), running them through
A new take on simulation training aims to instill more confidence and competence for fire parties tackling onboard emergencies... diverse scenarios and familiarizing them with an exhaustive range of appropriate procedures and strategies. The consequent decisiveness this mode of training engenders literally defines the difference between time saved and time squandered: in extreme cases, the difference between life and death. Launched at Kongsberg Digital’s (KDI) Simulator User Conference in Tromsø, Norway, in September 2018, KDI’s new K-Sim Safety training solution is a highfidelity simulation system designed to enable crew to practice, with the utmost plausibility, the practical onboard management and execution of fire prevention, firefighting and search and rescue operations. The training system reproduces in meticulous, three-dimensional detail all seven decks of a 152,000dwt doublehull Suez Max crude oil carrier, and also
KDI’s K-Sim Engine simulator provides a practical training tool for onboard firefighting. 28 — BC Shipping News — March 2019
integrates with KDI’s K-Sim Engine, K-Sim Navigation and K-Sim Cargo simulators as a means of reproducing communications procedures between crew carrying out diverse duties in different areas of the vessel. “K-Sim Safety comprehensively addresses fundamental training requirements,” comments Leif Pentti Halvorsen, Vice President Strategy & Innovation in Maritime Simulation, Kongsberg Digital. “It ensures that crew know what measures they should implement to drastically reduce the likelihood of an onboard blaze — and are suitably prepared to confidently deal with vessel fires in the eventuality of such an event occurring in real life. “K-Sim Safety virtually exposes trainees to multiple emergency fire situations, including flooding and blackout contingencies. It familiarizes them with the location of
SAFETY TRAINING firefighting equipment and emergency exits, it covers procedures for finding missing persons and coordinating evacuation strategies, and encourages trainees to decide upon and actualize the most beneficial response, scrutinizing the results of their decisions thereafter during debriefing sessions.” Conscientiously thorough in concept and execution from the ground up, the solution meets the STCW (International Convention on Standards of Training, Certification and Watchkeeping for Seafarers) firefighting/ search and rescue competence requirements laid out in regulation VI/3, section A-VI/3 table A-VI/3-1. (These being the control of onboard firefighting operations; the organizing and training of fire teams; and the inspection and servicing of fire detection and extinguishing systems and equipment.) The solution also includes a fire control and safety plan; a mandatory onboard obligation of the SOLAS convention. The plan, which gives precise information about fire stations, modes of fire detection and available fire systems on board, is sited at specific locations on the ship. The full-mission simulator within the K-Sim Safety solution is capable of training up to three teams simultaneously, usually configured as one management team and two firefighting teams. The detailed 3D environment of the simulation system provides an interactive, walk-through virtual animation of the ship hotel, engine room and upper decks, with visual models including fire doors, corridors, stairs, lights, cabins, offices, lockers, emergency exits and two fire team muster stations, with appropriate firefighting and lifesaving equipment. Simulated fire, smoke and people contribute a compelling authenticity to the challenging set and setting. “Training exercises duplicate the process in the event of an onboard fire, whereby the management team assembles at the bridge/safety command centre,” Halvorsen explains. “From here, via radio, the team can conduct and coordinate the other teams which are carrying out firefighting operations, monitoring the situation by means of the bridge’s safety panels and Integrated Automation System, then implementing decisions accordingly.” As the exercises proceed, firefighting teams with a team leader, an assistant and two smoke divers will be able to virtually walk around the ship, tackling sequences of events which can either be pre-programmed
The K-Sim Safety full mission concept. or manually adjusted in real time by the instructor as a means of habituating trainees to the likelihood of unpredictable events unfolding. These exercises prioritize efficient emergency communications between teams as a central mechanism for the reduction of human error, proven to be a major contributory factor where fatalities have occurred as a result of onboard fires. Walking around within the vessel is enacted by means of an X-Box controller. If the situation calls upon fire divers to separate from their managers and deal with areas compromised by smoke, fire, flooding, blackouts and so on, they can do so with their own X-Box controller and monitor. The solution’s monitoring and assessment system allows instructors to appraise trainees’ performance and decision-making ability across a range of variables. Each student receives a thorough debriefing and can
be issued with a report indicating how well they handled every discipline, confirming whether they have passed or failed each individual facet of the exercise. “As is the case with Kongsberg Digital’s other simulators, the K-Sim Safety instructor, monitoring and assessment system is the user-friendly end result of extensive consultation with professional instructors from around the world, in tandem with the invaluable collaborative input of DNV GL and the Norwegian Maritime Directorate,” Halvorsen adds. “The simulator is, of necessity, unflagging in the realism of the scenarios it puts trainees through and encouraging in the outcomes it delivers. Fire safety training has to consider every possibility and shine a light into every corner if lives are to be saved; and the value the K-Sim Safety simulator solution provides in this respect can never be underestimated.”
Positions available in 2019:
- Able Seamen - Electricians - Carpenter - Deck Hands - Engine Hands - Engineering Administrator - 4th Engineer
March 2019 — BC Shipping News — 29
PRESERVING HISTORY
The case for a historic vessel registry for B.C. By Robert G. Allan P.Eng and John MacFarlane FRGS
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n January 2019, Heritage BC sponsored a series of public meetings to gain insight into “exploring the influences and practices, values and vision of heritage in the context of community life.” Such fora are rare and represent an opportunity for those interested to have a voice that may influence government policy going forward. As champions of the maritime history of British Columbia, the authors supported a presentation to Heritage BC on the importance of recognizing the invaluable maritime heritage of this Province. In British Columbia, dugout canoes of formidable size opened coastal trade routes for First Nations peoples. In the 19th century, steamships ferried miners
As champions of the maritime history of British Columbia, the authors supported a presentation to Heritage BC on the importance of recognizing the invaluable maritime heritage of this Province. to the Klondike and to the gold fields of the Interior. Since the earliest days of the Province, tugs and barges have transported the products of our forest, mining, agriculture and construction industries and all forms of general supplies to every community on our vast and often hostile coastline. Fishing vessels by the thousands have been instrumental in the development of one of
The St. Roch — one of only a handful of vessels recognized for their historic value. 30 — BC Shipping News — March 2019
the world’s most notable salmon fisheries. The world’s first efforts at containerized cargo systems were conceived and tested in B.C. Specialized mission boats brought much needed healthcare and other support to remote coastal communities. Even today, the economy of coastal B.C. is served almost exclusively by the combination of ferries and tug-barge systems where no
Photo: Duncan MacLeod, Vancouver Maritime Museum
HISTORIC VESSELS roads or rail systems can venture. These vessels, operating both on the coast and on our inland waters have been major contributors to the development of British Columbia’s “Spirit of Place.” Some of these vessels are old — a number now well over 100 years. Regrettably, many of them have been lost to us but their records often survive. However, unlike architectural heritage, there is no current program to ensure the survival of important boats or, at the very least, their formal documentation for the historical record — or perhaps more importantly, the stories that accompanied those boats on their voyages of exploration and service to our communities.
Heritage vessels worldwide
A significant number of countries acknowledge the importance of things maritime to their history and development by the creation of registries of notable vessels. These registries recognize vessels that have made significant contributions to their national or local history or which represent a unique aspect of their local boat-building or shipbuilding industries. In the United States, there are 133 designated National Historic Landmarks that are ships, shipwrecks or shipyards. Ireland’s Heritage Act (1995) defines floating heritage by statute as “any vessel … of significance because of intrinsic construction, or association with commercial, cultural, economic, industrial, military, political, social or other history of the country.” The Barcelona Charter (2002) established criteria for the recovery and safeguarding of active traditional vessels and articulated the need to preserve them as monuments. Australia and the U.K. have extensive registries for their historic commercial and naval vessels. The European Union has a blanket organization for all member states for this same purpose and virtually every EU member country also has a National Registry of important vessels. Canada alone, with the longest coastline of any country in the world, is notably and embarrassingly absent from this list. In 1989, the Province of British Columbia officially commemorated what was then the oldest vessel still afloat in B.C. waters. In 2018, Parks Canada, at the instigation of the SS Master Society, recognized the importance of “Tugboats of the West Coast” to the Provincial development and economic growth. To our knowledge, these were the only times that floating
...unlike architectural heritage, there is no current program to ensure the survival of important boats or, at the very least, their formal documentation for the historical record... heritage has been officially acknowledged in B.C. The dry-berthed RCMP St. Roch at the Vancouver Maritime Museum and the seiner BCP 45 at the Campbell River Maritime Heritage Centre are designated National Historic Sites (in 1962 and 2005 respectively). The inland vessels Moyie and Sicamous are similarly recognized. These welcome citations are however lonely testaments to our marine history…a much broader recognition is essential. It is our position that B.C. should take a leadership role in filling this significant void in our historical record by creating a Provincial Registry of Historic Vessels. This would then serve as a model for other coastal provinces and ultimately the Federal Government to adopt. The creation of this Registry would represent an important first step in the documentation of B.C.’s maritime history and would ideally lead to programs that facilitate the
preservation and restoration of vessels of historic significance.
Designating and determining significance
Not every old vessel is worth preserving. Age alone, while significant, does not merit preservation. Factors such as design significance, builder, amount of original fabric still in place, and association to former owners or historic events are examples of “value– added” attributes which distinguish merely interesting vessels from ones that are truly significant. A set of criteria that is recognized throughout the nautical heritage community would go a long way toward coordinating and confirming assessments of significance. These criteria do not presently exist but the authors are setting out to establish just such a list. Input from other interested parties would be most welcome. Initial thoughts on eligibility of vessels are the following:
Begin Your Journey in the Marine Industry INCLUDING: Marine Estimating Planning & Scheduling Contract Management & Project Management Dry Dock Training LNG as a Marine Fuel
www.camosun.ca/ccc 778-265-5005 coastalcentre@camosun.ca March 2019 — BC Shipping News — 31
HISTORIC VESSELS • All vessel types; indigenous, commercial, military and pleasure craft alike; coastal and inland; • Any material of construction; • Must have made a notable contribution to the mercantile or social fabric of the Province; • Should ideally have been built in B.C., but if not, then at least have been designed or extensively modified here and served for an extended period in B.C. in a distinguished fashion; • Be representative of an important class of vessels; • Represent a unique type of construction or configuration; • Be as close to original configuration/construction as possible; and • Ideally still be afloat in operating condition. These criteria will undoubtedly change as efforts evolve over the coming months.
The process
The main issues in creating such a registry would be the following: 1. Adoption of a terminology and classification structure that would be used commonly to describe older vessels; 2. Establish a recognition program to highlight candidate vessels; 3. Investigate programs that might be recommended to industry and/or government that give support to owners of heritage vessels (as for example, the concessions given to antique automobile collectors); 4. Raise the profile of floating heritage in British Columbia to a wider public audience;
5. Ensure that working vessels are accorded the same respect as are renewed or restored yachts; and 6. Investigate the feasibility of tax relief for the work involved in keeping older vessels maintained and afloat.
The role of museums
Some museums own (or are caretakers of) examples of floating heritage which are still afloat or are dry-berthed. It is potentially possible for more vessels to be included in museum collections but none of the current facilities in B.C. have either the capacity or the budgets. Storage space, maintenance and restoration costs are such that for most institutions this is simply not realistic under present models. The truth is that no museum can successfully maintain floating heritage over the long term and still carry out its other obligations to two-dimensional and three-dimensional artifact collections. Where success is obvious is in dry-berthing heritage — for example, the aforementioned St. Roch and BCP 45. These vessels then become large, curated artifacts stored ideally in controlled conditions for long-term preservation. However, boats out of their medium also lose much of their charm and appeal. Our museums must be active partners in this Registry process and ideally be the ultimate custodians of it.
Who should be responsible?
A major challenge to such a program is obviously funding. A certain amount of work can and will always be done by dedicated volunteers but there are obvious limitations to that. Preservation of privately held vessels which are regularly in use is likely the most successful model. An owner who actively participates in the maintenance and operation of a vessel will ensure that it is kept in good shape. There are limits however to the extent to which an owner will go to preserve a vessel. A program of tax relief for maintenance expenses would cost governments very little and provide some much-needed relief to owners to encourage preservation and restoration. In the first instance however, support for the creation of the Heritage Vessel Registry itself is required and ideally administered through a well-recognized, stable institution such as the Vancouver Maritime Museum. This would be a relatively low-cost effort but a vital first step. The task would build on the database already available through the creation of Nauticapedia (www.nauticapedia.ca).
The way forward
Photo: BC Shipping News
The SS Master — an iconic and historically significant vessel of B.C.’s coast — is a prime candidate for the B.C. Heritage Vessel Registry. 32 — BC Shipping News — March 2019
The most probable successful approach to solving the challenges of a B.C. Heritage Vessel Registry will be through a partnership of all persons, museums, organizations and governments with an interest in this subject, and ideally with a continuum of government support. Government is not the right vehicle for managing such a program, and no single museum can afford the costs of maintaining floating heritage for long. A program of modest financial support to facilitate the creation of the Registry and then tax incentives in some form for the long-term care and preservation of noteworthy B.C. vessels appears to be the most likely avenue to success in ensuring that B.C.’s maritime heritage is properly documented and preserved to the maximum extent possible. We invite all interested persons to contact the authors to lend their voices to this mission. More articles will follow as we progress on this mission. Contact Rob Allan at rgallan@ral.ca to provide input.
MANUFACTURING
New Zealand manufacturers gaining worldwide recognition
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iven New Zealand’s geography — two main islands surrounded by about 600 smaller islands roughly 1,500 kilometres by sea to the next major country — it’s not surprising that New Zealand manufacturers are world leaders in terms of developing innovative products for the marine industry. Now, in collaboration with New Zealand Trade and Enterprise (NZTE), a spotlight is being shone on New Zealand manufacturers who have been expanding into international markets, including Canada and, more specifically, British Columbia. As part of their mandate, NZTE assists NZ companies who are looking to grow beyond the domestic market. And it was to that end, that NZTE’s Head of Public Sector — Canada, Rod McDonald, invited a B.C. contingency to the New Orleans International Workboat Show this past November. In addition to a number of networking events, representatives from B.C. were given the opportunity to learn more about New Zealand’s marine manufacturing sector through one-on-one interviews with senior company representatives. Through the discussions, it becomes apparent very quickly that indeed, NZ’s marine technology sector is proving popular with mariners around the world. Here then, are just a few examples of NZ companies of note breaking new ground in marine manufacturing and gaining worldwide recognition as a result.
HamiltonJet
During a recent meeting with HamiltonJet representatives Tom Latham and Ace Backer, BC Shipping News learned that the company has launched a new model — the HTX-30 — with greatly enhanced features. As the next step in the evolution of waterjets, Tom Latham, General Manager for HamiltonJet’s Americas Region, explained that the HTX-30 was the culmination of extensive research and rigorous testing. “We have incorporated new hydrodynamics, combined with greater cathodic protection and a new gimbal steering system, to create a package offering improved performance, while also being highly reliable and easier to install,” Latham said.
Now, in collaboration with New Zealand Trade and Enterprise (NZTE), a spotlight is being shone on New Zealand manufacturers who have been expanding into international markets...
The HamiltonJet team (with Americas Region General Manager, Tom Latham, far right) was pleased to introduce their new HTX-30 model. With regard to performance, the HTX30 offers 19 per cent more bollard pull and seven per cent more high-speed efficiency. The improvement in bollard pull allows for a minimum speed improvement of up to two knots, while greater high-speed efficiency points to greater thrust and lower full burn. In fact, top speeds of 55 knots are possible, depending on hull form. The HTX-30 is the first of a series of new products HamiltonJet has in the works. “We do have a progressive product development cycle in play right now and hope to have a number of exciting announcements in the next few years,” Latham said.
Naiad Design Ltd.
Director John Cowan reported that the 40-year-old company who has developed an innovative design for rigid-hull inflatables (RIBs) has been seeing dramatic growth over the last seven or eight years. “We’re very different from regular inflatables,” he said. “In addition to the aluminum hull, the inflatable part of the RIBs is designed to
contribute to the stability of the vessel and has superior handling capabilities in rough weather. We have become very popular with police and patrol operations as well as navies and coast guards.” One of the key differences with Naiad RIBs — the use of foam instead of air in the collars — was actually triggered by an incident during a weekend training exercise with police. “It was a Saturday night and the boats had been stored when someone broke in and slashed the fenders. That awakened the industry to the risks of inflatables. Now, virtually all of our patrol boats have foam instead of inflatable pontoons,” Cowan said, adding that Naiad still offers inflatables and an inflatable pontoon will absorb a bit more of the pounding in heavy seas but, with lower maintenance requirements (“the foam is basically indestructible and will last the life of the boat”), he’s seeing a definite trend toward foam collars. Whether filled with air or foam, Naiad’s collars are removable and replaceable. “This is a must-have for military and professional March 2019 — BC Shipping News — 33
MANUFACTURING
Naiad’s rigid-hull inflatables use foam collars that are removable and replaceable, an innovation that is becoming popular with military and professional users. users,” Cowan said. “They could be at sea and in a remote location so if they need to replace the collar, they don’t want to have to go back to base or require special tools.” Another difference with Naiad’s boats is that each one is custom-built specifically to meet a customer’s needs. Indeed, one of Naiad’s tag lines is “high-performing boats customized to your requirements.” Cowan highlighted the fact that customers will usually start with a standard design but make modifications based on their unique needs. When asked about the choice of aluminum for the hull, Cowan noted that it was better suited for one-off builds versus fibreglass. He also emphasized that Naiad continues to put a big focus on hull shape development — so much so that they were one the first to introduce a stepped hull which helps to break the friction of the water and provides for greater efficiencies. “It’s like the foundation of a building — get the hull shape right and you’ve got the foundation for a successful boat,” he said, adding that more recently, they have introduced a notched bow which carries the keel line further forward, resulting in an increased waterline length when in heavy seas. Looking at the growth of the company, Cowan said that, in addition to Australia, New Zealand and China, they are seeing positive results in both the U.S. and Canadian markets. “We’ve steered away from the U.K. market because it’s already 34 — BC Shipping News — March 2019
quite crowded,” he said. “But we’ve been seeing great success in China, especially for pilot boats.” As for the future, Cowan noted that founder and owner Steve Schmidt loves innovation and is always looking for new ventures. “For example, we’ve just built three 30-passenger vessels with Sealegs wheels attached — this required a specially designed hull,” he said, adding that there are additional plans for growth in this area, including an electric-hybrid version of Sealegs and a high-speed, high-end recreational boat that will be powered with electric energy storage systems. “We’re at the concept stage on that but once the technology catches up, we already have interested customers.”
Oceanmax
According to National Sales Director James Maitland, the idea for Oceanmax’s high-silicone-content coating for propellers was borne out of frustration. The owner of the business is a sport-fishing enthusiast and was tired of hauling his boat out to clean the propellers and running gear of his boat. “At the time, he owned a paint company and teamed up with a local boat painter, and together they developed Propspeed — a foul-release system that stops barnacles from growing on underwater metal” said Maitland. Turns out, there were additional benefits as well: “More speed, less fuel,” he said. “You pick up a knot or two and burn about three to five percent less fuel.
Essentially, the developers figured out how to attach a high-silicone coating to metal.” “The issue for any underwater metal is getting something to stick to it,” said Rusty Morgan, Oceanmax’s Technical and Sales Support rep. “The application process is the key to the success of the product — you start with bare metal, clean it with Propclean and then apply Propprep which is an acid etch which helps the primer adhere to the metal. Following two coats of Etching Primer, a clear silicone top coat is added and a chemical reaction occurs as it continues to dry and cure together,” he said, adding that it’s “like putting an M&M candy shell around all your metal. Nothing ever sticks to it because of how slick it is.” Propspeed is very different from traditional anti-foul coatings which will dissolve over time. “Because it’s difficult to get them to attach to metal, they rub off quickly,” said Maitland, adding that Propspeed is unique on the market despite attempts by others to duplicate its effectiveness. He also noted that there are all sorts of applications for Propspeed in addition to propellers: “Because it is an environmentally friendly product, we’re seeing it used for other initiatives — for example, researchers are using it for shark tags.” While Propspeed will traditionally last one or two years before requiring a new coat, Morgan emphasized that longevity will often depend on the type of water, the type of boat and frequency of use. “We were up in British Columbia last month checking on an application we did three years ago and it still looked brand new,” he said, noting that B.C.’s water is much clearer than say, Florida, where the water is more shallow and harsh. In addition to Propspeed, Oceanmax recently launched a new product — Lightspeed — the first transparent foulrelease coating for underwater lights. “Underwater lights can get all kinds of growth and organisms growing on them,” said Maitland. “Customers started using the clear silicone that comes in the Propspeed kit and applying it to underwater lights and it’s worked really well. So we took it a step further and redesigned the coating to create a full system that adheres to the lens of the light to prohibit growth.” With no other product on the market that duplicates the success of Propspeed, Oceanmax’s reputation as a superior foulrelease coating is, so far, unmatched. And
MANUFACTURING to add to that, Oceanmax is committed to providing support for shipyards using the product. “It’s not difficult to apply but it is particular and the better the application process, the more successful the results,” said Morgan. Maitland estimated that Propspeed is now on 35 to 40 per cent of the propellers in Australia and New Zealand and sees great potential for markets in the U.S. and Canada. “We are on about five per cent of the vessels in the U.S. so there is a lot of room for growth. We distribute to 30 countries worldwide and continue to enjoy great partnerships with distributors, including Canada where we work with Western Marine Company and Land & Sea.”
The list continues…
In addition to Hamiltonjet, Naiad and Oceanmax, other New Zealand manufacturers are equally gaining market share worldwide. For example: • Sealegs International Limited, a part of the Future Mobility Solutions Group, is an icon of New Zealand’s innovative design and engineering capability. The unique design and technology transforms a Rigid Hull Inflatable Boats (RHIBs) into an amphibious boat. While much of the Canadian coastline is rugged, there is significant application in low bank, beach, and lake shore terrain for these amphibious craft. Sealegs can produce and sell both the complete amphibious boats (in Canada: Kelland Watercraft in Nanaimo, B.C.), or Sealegs can also work with independent boat builders to fit the amphibious system (AES) to boats of their own design (Sealegs International). • Vesper Marine Limited was founded in 2007 to create innovative marine safety solutions. Recognizing the benefits of the AIS international standard, Vesper Marine focused on developing AIS solutions for the marine sector. Developing products from the ground up resulted in breakthrough technology and innovative products that have been internationally recognized. Since the first product launched in the U.S. in March 2008, Vesper Marine is now distributed to over 35 countries. In November 2010, the world’s first dedicated Class B AIS collision avoidance device was launched, followed by the first touchscreen AIS transponder in 2012. In 2011, leveraging
Applying Oceanmax’s Propspeed will stop barnacles growing on underwater metal. their expertise in AIS technology, the world’s first dedicated Virtual AIS Aid to Navigation device was developed by Vesper Marine (Virtual AIS Station). Since then customers all over the world have implemented the Virtual AIS Station. In 2013, Vesper Marine was the first company to add WiFi to AIS transponders to provide safety information wherever and whenever it was needed. In 2015, the Guardian Asset Protection service was launched into the USA with New York Power Authority and is now used worldwide to protect cables, pipelines and port infrastructure from vessel damage. • Electronic Navigation Limited was founded in 1945 and has earned a solid reputation for genuine service, innovation and supply of quality marine electronic products worldwide. The WASSP multibeam sounder technology enables seabed profiling at up to 100 times the speed of conventional single-beam echo-sounders, with improved accuracy and significantly reduced cost. WASSP multi-beam sonars accurately profile the water column and seafloor - highlighting reefs, wrecks, fish schools, seafloor hardness changes and foreign objects in the water column or on the seafloor. To further improve WASSP performance: GPS compass, roll / pitch & heading, and sound speed inputs can be interfaced to improve seafloor-profiling accuracy. • Hella Marine provides advanced marine lighting solutions engineered for energy efficiency, safety and reliability. Founded in 1925 by HELLA in Lippstadt, Germany, Hella Marine is
now headquartered in Auckland, New Zealand. With decades of LED product design expertise, Hella Marine lamps are ‘Fit and Forget’ by design, offering complete piece of mind and enduring safety at sea. Through ongoing research and development, innovative design and use of high quality materials Hella Marine continues to set benchmarks for extremely reliable and highly efficient products. • Stabicraft Marine Limited designs and manufactures aluminium boats with an ultra-stable, air-tight, chambered-hull design. The company’s boats range in size from four metres up to nine metres in length and sell into the recreational (boat dealers and marinas), commercial (fishing lodges, tourism operators) and government marine sectors (search & rescue, police, coast guard, and customs). Stabicraft has proven expertise in building safe and durable boats for use in tough conditions and its unique design allows occupants to move freely about the deck, providing stability even when all occupants stand on one side. • The above is by no means an inclusive list. As a maritime nation, New Zealand has been at the forefront of developing state-of-the-art technology that has been borne out of a need to master rough seas and harsh conditions. A quick review of the New Zealand Marine Industry Association website shows close to 500 members and, while some are international in scope with recognizable brand names, there’s no doubt that New Zealand is a world centre of excellence for all things maritime. BCSN March 2019 — BC Shipping News — 35
IT SYSTEMS
Palantir AS makes inroads into B.C. market
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alantir AS, a Norwegian firm that standardizes, simplifies and automates vessel IT management, has been working with Innovation Norway over the past year on an outreach campaign that has included opportunities in British Columbia among other targeted markets. While reaching worldwide recognition as the market leader in supplying user-friendly and problem-free IT operations, both Palantir principals and Innovation Norway’s Canadian office see the West Coast market as a sector worth pursuing. “There is an exciting vibrancy in British Columbia,” said Alana Prashad, Senior Advisor, Energy and Environment Lead, Americas, with Innovation Norway’s Canadian office. “It is such an interesting and diverse market that is seeing growth.”
Background — Innovation Norway
The partnership between Palantir AS and Innovation Norway (IN) provides a good example of how the program works. IN — a collaborative initiative between Norway’s Ministry of Foreign Affairs and the Ministry of Trade and Industry — combines local industry knowledge and international networks to assist Norwegian businesses to expand into new markets. “We have offices throughout Norway as well as in 30 countries around the world,” said Prashad, adding that they have 750 staff worldwide. “Norwegian companies work with our colleagues in Norway and
“...the needs of vessel owners and operators can vary greatly so there is a lot of flexibility built into our system to provide for a whole range of services.” then we take that work and find opportunities abroad.” IN focuses on four main services: cluster development (for example, Palantir is a part of the cluster known as National Centre for Expertise on Maritime Clean Technology); business network support; competence development (i.e., making relevant expertise more accessible); and regional development in the form of regulatory guidance and quality assurance. In some cases, IN assists with funding and has a number of grant funds through which a business can access support but the key to their success is through collaboration in identifying international opportunities for Norwegian companies.
Background — Palantir AS
Palantir AS was established in 2000 by Arvid Dregelid and Johannes Jacobsen. Arvid Dregelid, an electrical engineer who originally worked with hydro power production and power plants in Norway before entering the oil and gas industry. “A lot of the work we did in the hydro power sector involved automation of operation centres. For example, we consolidated five power stations down to one through modern technology and automation,” said Dregelid,
Palantir’s KeepUp@Sea’s Dashboard allows for a complete overview of critical onboard components. 36 — BC Shipping News — March 2019
adding that automation and standardization were also provided for the oil and gas sector. “Stemming from that, we realized it was possible to use the same method for IT operations on board vessels.” Palantir’s first major contract was with a large shipping company that had decided to outsource their IT vessel operations. “And it grew from there,” said Dregelid. “We now have over 1,100 vessels in our portfolio and a proven track record of increasing IT operational stability, reducing both operational and support costs and at the same time, facilitating the needed flexibility to handle future growth and a controlled change process.”
KeepUp@Sea modules
Palantir’s solution for vessel owners and managers looking to standardize their IT framework comes in the form of KeepUp@ Sea — a system for standardizing and automate operation of fleet-wide ship management applications. There are several modules and, as Tor Skeie, Palantir’s Managing Director noted, “the needs of vessel owners and operators can vary greatly so there is a lot of flexibility built into our system to provide for a whole range of services.” He further emphasized the importance of developing a close relationship with clients to develop a tailor-made solution, whether that involves simply purchasing software, working with existing onboard systems and applications or providing an entire IT management package. “This is critical to ensure they get exactly what they need and are not paying for features they don’t use.” The KeepUp@Sea modules — such as Dashboard, Inventory, Antivirus and Backup — provide for a comprehensive IT operational framework specifically designed for vessel management — any vessel, any size, anywhere in the world. Dregelid added that “with our vessel IT system, we go on board once and never again.” • KeepUp@Sea Dashboard is a web-based platform which provides a complete overview of the status of critical components on board a vessel. It verifies that
IT SYSTEMS backups are performed and antivirus definitions are up to date through a central control that can manage an entire fleet of vessels. • KeepUp@Sea Backup is purpose-built for maritime use and protects against accidental or intentional loss of data. With a cloud-dedicated portal, safeguards are in place that allow for restricted access to storage (for example, captain or senior officers only). • KeepUp@Sea Antivirus takes into account the remoteness of workstations and servers on board vessels and the challenge of providing a high level of protection that will ensure the integrity of a vessel’s IT system. KeepUp@Sea Antivirus comes with the option for automatic updates from a central point inside the vessel’s network to allow for fleet-wide monitoring and reporting via the KeepUp@Sea Dashboard. • KeepUp@Sea Inventory scans a wide range of computer apps and hardware such as printers, routers and switches. Reports, which are integrated from vessels to shore and can provide for fleetwide monitoring, provide alerts which can identify non-compliance issues before they become a problem.
Above and beyond
One of the biggest challenges for vessel owners is limited bandwidth. “Because of this, vessel operators don’t update their systems as frequently as perhaps they should,” said Dregelid. “To address this, Palantir is able to update systems from the last update onward without having to resend the full application. While the entire system could be as much as 1.6 gigabyte, we take the binary difference from the last update and only send the data required, which can be as low as 64 megabytes. That’s our core knowledge — to script, automate and standardize.” Another issue for vessel owners is that of cyber security. Palantir’s solution recognizes the importance of ensuring a tight regime so that systems are up to date with the most recent data and there are rules and regulations in place to ensure the integrity of onboard systems. “We’re able to establish firewalls between the various networks. We have a professional structure in place which allows us to work with vessel operators to develop the best solution for them,” said Dregelid, adding that
security today must be about more than just the technical component. “We work with both crew and on-shore personnel to set best practices. Policies with routines and described processes are a critical part of what we do.” A key value-add for Palantir comes in the form of partnerships. In 2017, Palantir was purchased by Marlink and are now part of the Marlink Group, the world’s leading provider of end-to-end managed connectivity and IT solutions. “This has brought a huge benefit for ship owners,” said Dregelid. “We’re able to provide everything in one package including bridge electronics, reliable broadband communications and IT as well as 24/7 global customer support.” Marlink’s 70+ years’ experience in providing business critical communications has resulted in a market share of one-third of all vessels in the world and connectivity that includes over 540 land sites with a broad range of satellite communications solutions ranging from global on-demand MSS services to regional, multi-regional and global Ku-band, C-band and HTS ready maritime VSAT systems. Palantir has also partnered with Seagall Maritime AS, a leading provider of competence management solutions and e-learning material for seafarers including a comprehensive library of training and onboard courses for regulatory compliance and improved seafarer knowledge. “Over 10,000 vessels use Seagall’s computer-based training modules,” said Tor Skeie. “The training modules used to be delivered to stand-alone PCs but through our partnership, we can install it on our server and it is automatically updated on all PCs. It’s a
huge savings for the ship owner and peace of mind knowing that the latest and most up-to-date material is always available.” For the hardware side of operations, Palantir has been a partner with Hewlett Packard for many years. “A critical part of HP’s business is the predictive maintenance of components,” said Skeie. “We can take that information and incorporate it onto our dashboard to alert operators on the status of equipment and tell them if there is a high probability of failure coming up.” Skeie added that this type of proactive analysis takes Palantir above and beyond regular storage services.
Growth
While Palantir itself has about 40 staff, they’re able to use Marlink technicians for installations. “As a group, we have over 1,000 service points around the globe — to illustrate how large an operation that is, we’re on board about two vessels every hour around the world,” said Dregelid, noting that the maturity of their IT management and adaptive solutions have been attracting an ever-growing clientele. “We are seeing great growth in Europe and Asia,” he said. Dregelid and Skeie are enthusiastic about the potential of the B.C. and Canadian market and are seeing that their efforts to reach out to local vessel owners are starting to pay off. “We deliver a unique tool that provides for user-friendly and problem-free IT operations that come with reduced costs and increased efficiency,” said Dregelid. “The value that we bring and can offer to vessels in this market is catching the eye of local operators and we are seeing increased interest in our products and services.” BCSN
Giving seafarers a helping hand for over 160 years!
Get on Board with Us www.flyingangel.ca March 2019 — BC Shipping News — 37
SEARCH & RESCUE
World Maritime Rescue Congress comes to Vancouver By David J. Smith International Maritime Rescue Federation
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rom June 15 to 18 this year, one of the world’s premier maritime search and rescue (SAR) events will be held in Vancouver. SAR people from around the globe will be gathering in the city for the World Maritime Rescue Congress which promises a full and varied program of events, presentations and discussions as well as an important exhibition — literally, something for everyone involved in saving lives at sea. The event’s theme is Learning from the Past; Looking to the Future – Maritime Search and Rescue in a Dynamic Operational Environment. Attendees will hear about a wide range of contemporary SAR operations, procedures and equipment and, in another very important strand of the conference, will be able to consider the exciting — and challenging — future of search and rescue. Key to the Congress is the concept of sharing SAR information. Its organizers, the International Maritime Rescue
SAR service providers help keep the seaways safe, but anyone working at sea or engaging in leisure activities on the water can become involved in a SAR operation — as lifesavers as well as potential recipients of help. Federation (IMRF), are advocates for SAR on the global stage and facilitate the sharing of SAR experiences, ideas and developments between their member organizations — large and small, long-established or startup, governmental and non-governmental — as well as among the wider worldwide rescue community. And the Congress is very much open to the wider maritime community, too. SAR service providers help keep the seaways safe, but anyone working at sea or engaging in leisure activities on the water can become involved in a SAR operation — as lifesavers as well as potential recipients of help. Professional seafarers, fishermen, offshore
industry workers, port authority personnel and pleasure boaters: all can be ‘SAR people’ and most are required to be, if they can, under the terms of the United Nations Law of the Sea, the SOLAS Convention and other global agreements. All will be very welcome to come and share at the World Maritime Rescue Congress in June. As the Lieutenant Governor of British Columbia, the Honourable Janet Austin OBC, said: “This Congress provides an outstanding opportunity to network and learn with SAR practitioners, industry and governments interested in maritime safety from around the globe. On behalf of all British Columbians” — and of Congress
Photo: Ken Burton/RCMSAR
The World Maritime Rescue Congress, coming to Vancouver in June, is being hosted by Royal Canadian Marine Search & Rescue. 38 — BC Shipping News — March 2019
SEARCH & RESCUE hosts, the Royal Canadian Marine Search and Rescue, of whom Her Honour is Honorary Patron — “we will be pleased to welcome you to this incredibly diverse city and Canada’s gateway to the Pacific.” The 2019 Congress will — among many other things — discuss global SAR development. The World Health Organization estimates that 400,000 people drown every year, especially in poorer parts of the world, and many at sea. The IMRF’s member organizations do what they can to address this appalling toll, in the waters for which they have taken responsibility themselves but also by helping others to improve their own SAR capability. The Congress presents an excellent opportunity to share, for global as well as local benefit. Attendees will look forward to detailed discussion of future SAR technology ranging from remotely-piloted air- and water craft to sophisticated (and simple!) search, rescue and training aids. The Congress will also discuss future challenges of other kinds — for example, the problems of ‘irregular migration,’ often by sea and in unsuitable craft; and SAR in conflict situations. Another major theme will be women in SAR. The IMRF has consultative status with the International Maritime Organization — and IMO’s theme this year is ‘Empowering women in the maritime community. The IMRF fully supports this initiative. Resources are always at a premium in SAR and the Congress will seek to address the under-use of this great potential human resource. Women (and men!) will be able to network in Vancouver to address the issues and move things forward. The state of the environment is another major global concern and the SAR community has its part to play here too, both in greening its own activities and in helping mitigate damage to the marine environment. Climate change also entails more extreme weather events and sea-level rise: both will have increasing impacts on the global SAR community. Other matters to be discussed during the Congress include ‘mass rescue operations’ — defined as being beyond everyday SAR capability — and SAR in remote areas such as the polar regions (now seeing increased maritime activity) and other areas where SAR resources are spread thinly. These challenges are linked, and both present immense challenges to SAR responders of all kinds — challenges that need to be
Pat Quealey, CEO, Royal Canadian Marine Search and Rescue.
Udo Helge Fox. Chair, International Maritime Rescue Federation.
faced, with ideas, experience and expertise shared in the IMRF tradition. Working closely with industry is particularly important here, for the ongoing support of the various maritime industries is vital to successful SAR, especially in areas far from dedicated search and rescue resources. SAR responders of all kinds will find subjects of interest to debate at the Congress. So too will those in the ‘back room’ roles — managers, administrators and technicians who play an equally important, if usually less obvious, part in saving lives at sea. The Congress will provide opportunities to discuss the development of local SAR capacity, and of equipment and good practice; recruitment, training and retention; funding and fundraising; and ‘getting the message out,’ whether the message is about improved water safety, SAR operations or SAR development and whether traditional or rapidly developing social media are used for the messaging. In Vancouver in June, there will be something for everyone with an interest in saving lives at sea: The World Maritime Rescue Congress is held every four years, hosted by one of the IMRF’s member organizations. Previous Congresses have taken place in Sweden, China and Germany. This year, the hosts are the volunteer rescue service, the Royal Canadian Marine Search and Rescue. RCMSAR saves lives and promotes public recreational boating safety throughout British Columbia’s coastal waters, and on some of its inland waters, and is associated with the national organization of
the Canadian Coast Guard Auxiliary. The Canadian Coast Guard is also a major supporter of this year’s Congress along with the Royal Canadian Navy. RCMSAR’s CEO, Pat Quealey, said: “Royal Canadian Marine Search and Rescue is thrilled to host the World Maritime Rescue Congress. The Congress is an ideal venue to learn alongside our global colleagues as well as showcase our partnerships in the service of public safety and as a member of the B.C. marine industry. Vancouver has proven itself a tremendous host city to the world and WMRC 2019 will absolutely maintain that tradition.” And the IMRF’s Chair, Udo Helge Fox, adds: “The Congress is all about sharing SAR lessons and information. People come together from all over the world — to listen and to talk with each other. ‘Sharing’ is really what the IMRF is all about, and the opportunities our meeting in Vancouver affords are simply too good to be missed. We are very grateful indeed to RCMSAR for inviting us to this vibrant city, and to their partners in Canadian search and rescue who will help make this event a genuinely important one, and one to remember!” The World Maritime Rescue Congress, together with its SAR exhibition, will be held at the Vancouver Convention Centre on June 15-17, 2019 with the IMRF Members’ Quadrennial General Meeting taking place the following day, June 18. For information about attending, sponsoring and exhibiting, please visit: www. wmrc2019.com. March 2019 — BC Shipping News — 39
MARITIME SAFETY Dropped objects
The unseen menace By Philip Woodcock Wyndward Maritime Ltd.
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orkers’ injuries because of dropped or falling objects occur all too often in British Columbia. According to Joseph Wong Worksafe BC Statistical Services, 2,012 workers were struck by falling objects in 2017 with over 10,600 injuries recorded since 2013. This resulted in claims of nearly $26 million in 2017 excluding costs for healthcare and rehabilitation benefits. Incidents of falling objects represented over four per cent of the 54,386 claims handled by Worksafe BC in 2017. The number of claims resulting from industries related to the maritime sector was 118 between 2013 and 2017 resulting in nearly $1.7 million dollars in claims. Of this, vessel operations accounted for 27 per cent of injuries and 25 per cent of the claims value with ferry operations reporting the largest number of maritime incidents but log towing the largest in claims value. Worksafe BC defines an injury caused by falling objects as “those where the injury to the worker was caused by the contact or impact between the source of the injury (e.g., an item on a shelf) and the workers, and where the source of injury was falling from an elevation to a lower level.” Not surprisingly, workers in restaurants, supermarkets and large retail stores are the three largest contributors to claims due to the large amount of objects stored at height on shelves or racking. The construction industry is also a significant contributor with the consequences being higher due to the weight and heights involved. To give some context, the American Bureau of Labour Statistics report that 4.5 per cent of workplace fatalities in 2017 were caused by workers being struck by falling objects with a frequency of 230 workplace injuries occurring per 100,000 employees. While in the United Kingdom, the Health & Safety Executive reported that 16 per cent of workplace fatalities were caused by being struck by a moving or falling object, and a frequency of 160 40 — BC Shipping News — March 2019
As the B.C. maritime industry starts to prepare itself for the boom that will come from the development of LNG exports, focus on the risks from dropped objects will only increase. per 100,000 employees being injured in the same manner. A white paper released by dropped object prevention specialist, Dropsafe (www.dropsafe.com), highlights several incidents and best practices identified in the offshore oil industry and show where the knowledge could be transferred into the offshore wind industry. Although there is no offshore wind or oil exploration industries in B.C. waters at this time, their guidance on risks in the maritime environment can only make sense across any industry. Vessels operate in the highly corrosive saltwater environment and are exposed to high levels of vibrations and extreme accelerations and are often old. Equipment placed at height such as floodlights, communications domes or cameras can all suffer corrosion to their fittings if not inspected and maintained or can be knocked off if struck by a crane, rope or other object. When combined with the fact that a vessel at sea is a long way from medical facilities, this should make awareness of the risks from dropped and falling objects an important element in the overall risk register. As the B.C. maritime industry starts to prepare itself for the boom that will come from the development of LNG exports, focus on the risks from dropped objects will only increase. When companies like LNG Canada make their aspiration to be “the safest project on earth” known, vessel operators will have to be prepared to take all necessary steps to ensure safe operations. As the developers of these mega-projects have a significantly lower tolerance for risk than the conventional commercial shipping world, local suppliers will have to look to
industries outside of coastal shipping for leadership on safety. Organizations like the Dropped Object Prevention Scheme (www. dropsonline.org) provide invaluable information about the risks from dropped and falling objects including lessons learned from incidents, recommended work practices, guidance information and links to trainers and providers of dropped object prevention tools. The risk to maritime workers from dropped and falling objects does not only exist from equipment and actions on the vessel. There is always risk when the source of the risk is at a height above workers such as port or shipyard operations. Port operations were the largest risk area in both frequency and value of maritime claims. Stevedoring, marine container terminal operations and general wharf operations accounted for 73 per cent of reported injuries and 75 per cent of claims in value. This highlights the obvious point that lifting increases the risk of dropped object incidents. Interestingly, when stevedoring is broken out, although it only accounts for 10 per cent of total injuries in the period, the claims value forms a significant 35 per cent of the total maritime claims. Personnel working at height create risk to anyone working in the vicinity beneath them even if the immediate area below the worksite is cordoned off. A 2015 article in Canadian Occupational Safety Magazine cited an incident on a construction site in America where a delivery driver suffered a fatal injury when struck in the side of the head by a measuring tape that fell 50 stories and was deflected on the way down. Tool tethering, toeboards and effective barriers
MARITIME SAFETY might have prevented the incident occurring while the victim wearing a safety helmet would have reduced the consequences. Shipyards have inherent risks for dropped object incidents to occur both from simultaneous work or lifting operations. This risk is increased in repair yards as there could be ship’s crew, yard personnel or subcontractors working simultaneously. These teams can be doing major works such as steel or equipment replacement, or less intense activities such as painting, inspections or minor repairs. Without close attention to work planning, there is a risk of one team working or lifting above another which introduces risk. Control of these works can be difficult to manage between the vessel’s Chief Officer and the Yard’s Project Manager and thus needs to be clearly discussed and decided during pre-contract meetings. Dropped and falling objects present a serious risk to B.C. workers in general and to the maritime industry in particular. Whether in routine shipboard operations, cargo handling in port or in the shipyard, the risks need to be understood and taken
The fitting of secondary retention devices like stainless steel nets on vulnerable equipment such as lights, speakers and cameras will not prevent a dropped object incident occurring but will reduce the consequences. into account. Performing a DROPS survey on a vessel or worksite can be one way of identifying equipment at risk and raising awareness of workers. The fitting of secondary retention devices like stainless steel nets on vulnerable equipment such as lights, speakers and cameras will not prevent a dropped object incident occurring but will reduce the consequences. In areas where it is common to have personnel working on a level higher than others, the statutory required toeboards and guardrails can be supplemented with barriers which will reduce the chance of objects falling or ricocheting through. As large civil construction projects gather momentum on the coast, vessel operators will have to raise their operational and safety performance to a new level and this will include considering all risks to workers.
Awareness of the risks caused by dropped and falling objects and potential mitigation strategies available will be a part of developing a safe system of work acceptable to clients. Philip Woodcock is Director of the newly founded maritime consultancy, Wyndward Maritime Ltd., based in Victoria, B.C. Wyndward Maritime provides a broad range of services to the maritime industry by leveraging Philip’s international contacts and 28 years of experience with cost-effective solutions for companies either in Canada or looking to enter the Canadian market. This track record includes a detailed knowledge of the offshore wind and oil & gas industries; cruise; ship sale, purchase and chartering; and the regulatory environments that surround them. He can be reached at p.woodcock@wyndwardmaritime.com.
ARCTIC SHIPPING CHALLENGES 2019 British Columbia Branch
Victoria, B.C., Canada May 22-24, 2019 The Nautical Institute BC Branch Conference 2019 is a two-anda-half day conference with informative presentations, interactive Q&A sessions and panel discussions, bringing together key Canadian and international stakeholders in the maritime industry, environmental organizations, governmental transport authorities, coast guards, consultants and technology providers.
Sponsored by
BCSHIPPING
NEWS
Trending opportunities for development in both Polar regions, from tourism to mining, will result in an increase in ship traffic. - Developments in regulation, and their effects. - Economic effects of increased shipping. - Effects on indigenous communities. - Navigation standards, and Specialization of Navigation. - Roles and interests of other nations.
For more information: https://nibcbranch.ca/conference-2019
MARITIME SAFETY Fire in the hold
Container ship fire risk at sea By Joe Spears
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Canada’s economic trade depends on the free flow of goods and services and anything that impacts seamless trade has a major cascading effect on Canada’s export-based economy as well as the importing of goods. present state of affairs on February 3, 2019: The Vietnamese Coast Guard is responding to a cargo fire aboard the container ship APL VANCOUVER off Vung Ro, Vietnam. It is the latest in a series of container ship cargo fires in recent years, including the wellpublicized incidents aboard the YANTIAN EXPRESS, MAERSK HONAM, MAERSK KENSINGTON, WAN HAI 307, MSC FLAMINIA and MSC DANIELA. According to operator APL, the fire started in one of the VANCOUVER’s cargo bays at about 0430 hours on Thursday morning. Video from the scene indicates that the blaze is centered on a container stack located just forward of the accommodations block. At about 0330 hours on Friday, the Vietnamese Coast Guard vessel CSB 8005
Photo source: www.fleetmon.com
ost candid and experienced mariners will tell you the most feared and dreaded thing at sea is a ship-board fire. This risk goes back to the days of sail with wooden vessels, tarred lines, canvas sails, combustible cargoes and wooden dunnage. Fast-forward to the 21st century, and what has changed? Ship-board fire remains a major marine shipping risk. Recent container ship fires are proving very difficult and costly to extinguish for vessel owners, cargo interests and marine insurers. The vessel fires have many downstream effects. Canada’s economic trade depends on the free flow of goods and services and anything that impacts seamless trade has a major cascading effect on Canada’s exportbased economy as well as the importation of goods. This article will examine selected issues caused by these container ship fires and the marine risk that exists. Canada’s Oceans Protection Plan has focused some discussion broadly on the subject. Recent incidents have highlighted these ship fires. A Company of Master Mariners of Canada newsletter summarizes the
The Maersk Honam fire in 2018. 42 — BC Shipping News — March 2019
arrived at the APL Vancouver’s position, and she is now coordinating with the boxship’s crew for ongoing firefighting efforts. Commercial salvors have also been engaged and are en route to the site. As of February 5, this fire was considered under control. Off the Dutch and German coast, the mega boxship MSC Zoe lost 279 containers last month. The marine community needs to critically examine the issues that arise from these frequent incidents to identify best practices for prevention. Shipping governance involves both the Coastal and Flag State. Shipping governance, at its core, is based on the principles of risk management. While much attention has focused on response there is a need to look at the causes and take mitigation steps. We have seen the evolution of the safety regime at sea including the International Safety Management (ISM) Code and the latest advances in technology. Still, we are faced with the threat of fire. The Yantian Express, en route to Halifax, suffered a fire that the crew was unable to extinguish because of sea conditions. With the assistance of four salvage tugs at various times during the month-long response, the vessel was diverted to Freeport, Bahamas. The vessel declared general average and is undergoing a damage assessment and unloading. Close to 200 containers were a total loss with 460 more damaged and requiring inspection prior to discharge. In the case of the Maersk Honam, a 15,226 TEU containership, fire started on board
MARITIME SAFETY on March 6, 2018 while in the Arabian Sea. The fire started forward of the bridge and fire burned freely after the crew abandoned ship. Four crew members lost their life. The Indian Coast Guard responded with one of their new cutters, the ICGS Shoor which had powerful fire suppression equipment and two salvage vessels, with a robust firefighting capability, finally extinguishing the six-week stubborn fire. The vessel was towed to an anchorage at the Port of Jebel Ali where the fire was contained. The undamaged cargo was unloaded months later after it was cleared to enter. The firefighting efforts produced a toxic brew of containments and the Maersk Honan was a complex marine salvage. The fire suppression project was led by Smit Singapore Pte Ltd and Ardent Maritime Netherlands BV. The end result was that the vessel was essentially a total loss. She was cut into two pieces to allow access to the undamaged stern section and was recently towed to Korea for rebuilding. The plan is to attach a new bow section. No doubt, the cost of that incident will be in excess of $500 million when vessel damage, salvage claim, cargo loss and loss of business interruption are considered. Over 1,000 containers were destroyed. In the Yantain Express incident, crew initially fought the fire however heavy weather caused them to cease firefighting operations and abandon ship. The crew and salvors then reboarded to undertake fire suppression. Weather was a major factor. The salvage vessels that attended to the casualty played a major role and while the plan was initially to take her under tow, she was able to use her own power. This all took place in the mid-Atlantic. Horizon Marine’s Halifax-based OSV Horizon Star was dispatched from Halifax to bring out equipment and a salvage crew. The OSV Maersk Mobiliser departed from St. John’s, Newfoundland. The salvage was coordinated by Smit. This all took place in the midNorth Atlantic in winter. Container ship fires can present a complex mixture of cargoes including dangerous cargoes under the International Maritime Organization’s (IMO) International Maritime Dangerous Goods Code (IMDG). In a fire, the retardants and water can mix with chemicals, resulting in a toxic brew that is difficult to address and handle while at sea or ashore in a terminal. This was a major issue with Maersk Honam.
Firefighting on board a modern container ship is a hugely problematic activity. Notwithstanding STCW requirements for firefighting capabilities, training and periodic drills are insufficient to build proficiency, even in ideal circumstances. The height of a standard shipping container is eight feet (hi-cubes are 9.5 feet). A stack six tall, would be the equivalent of attempting to fight a fire in a six-storey building entirely from the exterior, albeit on a moving ship with no aerial devices or the ability to apply water to the seat of the fire. Container fires can spread by causing neighbouring containers to heat to the point where their contents reach the point of combustion. Boundary cooling is perhaps more important than attempting to fight the fire in the container. Municipal fire departments tend to be well versed in hazmat response. Road vehicles require placards on containers; drivers carry shipping documentation; and emergency response guides assist responders in handling the situation. With ships and ports, the containers are more densely packed and heat can obliterate markings that would otherwise identify the contents, complicating response. Vancouver experienced this problem firsthand. DP World’s Centerm was the scene of an incident on March 5, 2015, involving the chemical hazardous organic compound (trichloroisocyanuric acid) that burned/oxidized for 24 hours. It was finally extinguished by Vancouver Fire Rescue Services. Initially, the substance was unknown because of the state of the container — it was later determined by Vancouver Coastal Health through testing. The VFRS fireboat was able to utilize its pumping capacity to provide the aerial apparatus with additional seawater from alongside the terminal. VFRS trains harder than they fight and it showed, leading to a positive outcome. Without the stellar response of VFRS, the outcome could have been much worse. The Centerm incident highlights the potential risk and impact that a single container can create at an urban container terminal. At sea, it is compounded and magnified by the fact that containers are tightly loaded in bays with limited access. In addition, there are no highly trained and experienced professional firefighters to call. Firefighting is an additional duty. Container ship fires are costly, complex and pose a real threat to the environment, March 2019 — BC Shipping News — 43
MARITIME SAFETY public safety and the health of both first responders and the ship’s crew. Given the confined space and multiple types of cargo and fuel sources that may or may not be extinguishable by water, container ship fires present serious problems that cannot simply be addressed by onboard fire suppression systems. This has been the subject of a great deal of recent attention by the international marine engineering community, vessel owners and operators, marine insurers and classification societies. The Yantian Express claim will likely affect 14 cargo bays and the ship’s claim general average wherein the cargo owners are required to make a contribution to the salvage of the vessel and associated costs. This requires the cargo interests to post security before the cargo can be released. Fighting the fire is the easy part compared to settling a complex general average claim. In addition, there is the cost of rerouting the cargo in the containers which is based on a supply chain that has, as its fundamental cornerstone, a just-in-time inventory aspect so delays have downstream effects depending on the particular shipment. A key component of Canada’s Oceans Protection Plan (OPP) is examining gaps
44 — BC Shipping News — March 2019
in Canada’s hazardous and noxious substances (HNS) regime. This was the topic of a recent invitation-only dialogue session held in Vancouver to identify HNSincident response gaps. The session noted the following gaps: the lack of a systematic approach to HNS-incident preparedness and response; unclear roles and responsibilities limiting HNS-incident emergency response; communication gaps in notifications and information-sharing between governments, First Nations, coastal communities and other stakeholders; knowledge (for example, about dangerous cargo in railcars or on ships) and limited prevention measures in place. Another outcome of the OPP HNSincident analysis included recommended actions: Strengthen coordination of HNSincident emergency response; map out current HNS-incident response processes; develop clear HNS-incident response protocols; clarify roles and responsibilities; and better integrate all levels/jurisdictions, including municipalities, in emergency response coordination. Additional issues to be considered include ports of refuge as well as marine response capability on Canada’s West Coast. At
present, the Canadian Coast Guard’s stated position is that it does not fight ship-board fires. This highlights a marine response gap. Fire suppression is left to the private sector including salvors and private firefighting services and/or the ship’s crew. Transport Canada is involved because they are the federal agency responsible for the safety of life at sea and shipping governance. Transport Canada has a positive duty and obligation to act and have the powers to make various directions and orders under the Canada Shipping Act, 2001 on all safety and pollution prevention aspects of a marine incident. Vancouver Fire Rescue Services, led by recent Chief Darrell Reid, building on a forward-leaning history, has a robust marine firefighting capability in Canada’s largest port. VFRS is restricted in their fire suppression aboard a foreign vessel and would provide only technical support to the ship’s crew. It is important to understand that Hazmat response is intertwined in these incidents. VFRS has a deep capability in the hazmat area. VFRS also recently acquired two new fireboats and has trained a cadre (45) of Marine Response Technicians (MRT). This is a great capability to have in the marine response toolbox. Container ship fires are real and continue to occur. These incidents present an opportunity for Canada to lead the way in developing a strategy for ship-board fire response just like it is starting to do with respect to underwater noise. This involves specialized knowledge and a team approach across jurisdictions and private interest including vessel owners, classification societies, underwriters, marine surveyors and salvors to ensure there is a prompt and timely response. This affects the safety of life at sea as well as protection of cargo interests. Yantain Express burning in the North Atlantic for a month should fire up marine stakeholders and the Government of Canada (through the vehicle of the Oceans Protection Plan and the obligation to protect the safety of life at sea) to take action on this very real marine risk. Joe Spears is the principal of the Horseshoe Bay Marine Group and Viking International Marine Response, is a mariner, former CCG Rescue coxswain and has been involved in ship-board firefighting and marine risk for 40 years. His father, Kenny Spears, was a 38-year fire officer with the Halifax Fire Department who attended many ship fires in the Port of Halifax.
LEGAL AFFAIRS The Polar Code
Ship safety and environmental protection in Arctic and Antarctic waters By David K. Jones A Vancouver lawyer with Bernard LLP
H
istorically, and to the present day, the polar regions have attracted intrepid explorers, travellers and commercial interests seeking fame, fortune or the experience of the unique environments of the Arctic and Antarctic regions. The challenges and dangers of polar travel are evidenced by the many failed historical expeditions such as the Franklin Expedition. More recently, the navigation of polar waters continues to be challenging as evidenced by the groundings in the Arctic of the Clipper Adventurer in 2010 and the Akademik Ioffe in 2018, and the sinking of the MS Explorer in 2017 in the Antarctic. These incidents are stark reminders that navigation in polar waters can be hazardous. A number of factors contribute to the risks of Arctic and Antarctic navigation. Extreme and unpredictable weather is a risk. Variable ice conditions imperil navigation and safety. Hydrographical surveying and charting has been limited in the Arctic with wide areas of nautical charts showing no soundings or a single line of soundings from a long-ago voyage. Services such as navigational aids and search and rescue resources which are readily available in more temperate regions are much less available due to the remoteness and harsh conditions of the Arctic and Antarctic.
The Polar Code
With an increasing number of ships operating in the Arctic and Antarctic, international focus on the polar regions led to the adoption by the International Maritime Organization (IMO) of an international treaty on the safety of ships operating in polar waters: the International Code for Ships Operating in Polar Waters, known as the “Polar Code,” which came into force on January 1, 2017. The goal of the Code is to provide for safe ship operation and the protection of the polar environment by addressing risks present in polar waters and not adequately mitigated
The goal of the Code is to provide for safe ship operation and the protection of the polar environment by addressing risks present in polar waters... by other instruments of the IMO. The Code is described on the IMO website as covering “the full range of design, construction, equipment, operational, training, search and rescue and environmental protection matters relevant to ships operating in the inhospitable waters surrounding the two poles.” The preamble to the Polar Code outlines a number of principles upon which the Code is based, summarized as follows: • the Code supplements existing IMO instruments to increase the safety of ships’ operation and to mitigate the impact on the people and environment in the remote, vulnerable and potentially harsh polar waters; • polar water operation may impose additional demands on ships, their systems and operation beyond the existing requirements of SOLAS, MARPOL and other treaties; • polar waters impose additional navigational demands beyond those normally encountered, particularly with limited chart coverage, and unsurveyed and uncharted shoals; • communities could be, and polar ecosystems are vulnerable to human activities such as ship operation; and • safety measures reduce the probability of an accident and as a result, relate to protection of the environment. The text of the Polar Code is divided into two main parts: safety measures and pollution prevention measures.
Safety measures
The safety measures of the Code are in Part I-A, which is divided into 12 chapters covering topics such as a mandatory polar
certification and ship survey; the requirement for a polar water operational manual including information and procedures for operating in cold weather and ice conditions; ship structural requirements for operating in low air temperatures and ice strengthened for operation in ice; ship subdivision and stability; water and weathertight integrity; machinery installations to function in conditions of ice and snow; fire safety and protection which is functional in icy conditions; lifesaving appliance and arrangements for escape, evacuation from the ship and survival off the ship; navigational safety considerations; communication equipment for ship-to-ship, ship-to-shore and survival craft and rescue boat communications; voyage planning; and manning and training specific to polar waters. In addition to the mandatory provisions of these chapters, Part I-B of the Code includes additional guidance on the subject matter of these safety chapters.
Pollution prevention measures
The pollution prevention measures of Part II-A of the Code set out requirements to prevent pollution by oil in Chapter 1, and a prohibition of the discharge of oil. Subsequent chapters refer to the prohibition of the discharge of noxious liquid substances, harmful substances carried by sea in packaged form, sewage and garbage. Part II-B of the Code provides additional guidance regarding these subjects.
Canadian Arctic policy and implementation of the Polar Code
In 2016, Prime Minister Justin Trudeau announced that a new Arctic Policy March 2019 — BC Shipping News — 45
LEGAL AFFAIRS Framework would be developed to replace Canada’s Northern Strategy (2009) and the Statement on Canada’s Arctic Foreign Policy (2010). The new Arctic Policy Framework is under development, but the two existing policies both state the federal government’s priorities in the North to include the exercise of Arctic sovereignty, the protection of the environment, the promotion of social and economic development and the improvement and devolution of Northern governance. In 2017, as an action to enhance shipping safety and the protection of the Arctic environment, Canada implemented the provisions of the Polar Code with the Arctic Shipping Safety and Pollution Prevention Regulations, expanding on existing Canadian federal legislation — the Arctic Waters Pollution Prevention Act. The existing Act is an important and symbolic statute which was originally enacted in 1970 in response to the 1969 voyage of the SS Manhatten through the Northwest Passage. The Act was a response to fears of marine pollution in the sensitive Northern environment and also an
assertion of Canada’s claims to sovereignty in the Arctic region. The U.S. government challenged Canada’s right to regulate in the area, a classic example of the historic struggle between one state championing the principle of the freedom of the seas against a coastal state’s assertion of jurisdiction to regulate over expanding areas of the seas. As its name implies, the existing Arctic Waters Pollution Prevention Act is focused on the prevention of pollution, prohibiting the deposit of “waste” — essentially defined as any substance that, if added to any water, would degrade or alter the quality of that water for use by man or any animal, fish or plant that is useful to man. The Act also empowers pollution prevention officers to inspect ships within a “shipping safety control zone” and to order a ship to proceed outside the zone if it does not comply with regulations relating to navigational aids and standards of construction. The Regulations, which came into force on December 19, 2017, expand on the existing Act by generally incorporating the more detailed requirements of the Polar
Code outlined above (as incorporated into SOLAS in Chapter XIV). The Regulations do not apply to fishing vessels and pleasure craft and there are exceptions and a different scope of application depending on the size of vessel, type of operation and classification of vessel. Also, a detailed Schedule to the Regulations restricts navigation in different areas of Arctic waters for different times of the year, with the area and time of year specified according to the classification of vessel. Finally, the Regulations include additional provisions relating to the Code’s pollution prevention measures.
Conclusion
With increasing levels of ship traffic occurring in Arctic waters, Canada’s implementation of the Polar Code is a timely advance in the promotion of shipping safety and the protection of the environment in sensitive waters where navigation can be challenging and perilous. David K. Jones is a Vancouver lawyer with Bernard LLP and can be reached at jones@ bernardllp.ca
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2019-01-29 11:12 AM
CARGO SURVEYS
Sampling and testing for ocean-going vessels By Tim Ellis DNP Marine Surveyors Ltd.
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n February, Richard Smith of CERTISPEC wrote about the scale, complexity and the high degree of accuracy required during commercial sampling and testing as a critical component in trade transactions. The commercial needs for sampling and testing have a high profile because they are the benchmarks for value and quality, critical in any commercial transaction where the buyer and seller may be unknown to one another and where very large volumes are involved. Less well known are the constant sampling and tests required for the conduct of trade in granulated bulk cargoes. Here, then, are two examples of the critical importance that sampling and testing play in the safe transport of dry bulk cargoes by sea. These are followed by some general comments about the scope of these tests in the carriage of other granulated bulk cargoes.
Cement
Because storage facilities are often limited in capacity, cement is usually loaded “hot” from the kiln and loaded immediately after grinding at temperatures up to 100o Celsius, usually around 50o Celsius at the ship’s side but dependent upon the conditions. The movement of the cement from silo to ship is usually by conveyor or screw to a loading spout into ship’s holds, thus the cement is highly aerated by as much as 14 per cent by volume. Due to stress upon a ship’s structure, each hold is only partially filled during the first pass and topped off in subsequent passes. This results in striations within holds when the surface layer of the cement first loaded cools and subsequent layers are still hot. These temperature differentials, coupled with the aeration, can lead to cargo movement resulting in extreme listing and even capsizing. Thus, it is important that cement be allowed to settle to four per cent aeration prior to sailing. This was graphically demonstrated whilst loading a cargo of
The commercial needs for sampling and testing have a high profile because they are the benchmarks for value and quality, critical in any commercial transaction... valuable white cement aboard a handy-sized vessel in Arhus, Norway. After inspecting the angle of repose, the Master dismissed concerns about aeration and declined to postpone sailing and departed in sub-zero conditions in poor weather, only to return with a severe list under tug escort hours later to a protected anchorage for her to be lightered and trimmed. She was not permitted to return to her loading berth and had to be lightered initially using floating cranes and later, her own gear. Not all such departures end so well and an expensive lesson was learned. Furthermore, there is a tendency to overprotect cement cargoes by sealing vents and other openings to make the holds airtight
as a preventative measure to protect the cargo from wetting. This can lead to a dangerous vacuum as the cement cools, causing serious damage to hatch covers and the risk of injury to stevedores and crew when attempts are made to discharge the cargo. Injuries to two longshoremen in Rotterdam occurred when a ship’s gear was used to lift and crew simultaneously tried to pry open hatches under a vacuum with catastrophic effects. In the Mississippi, after a voyage from Greece, the release of the vacuum using a barge mounted crane completely displaced the MacGregor hatches of No.1 hold, creating a situation where the hatches could not be closed in a region prone to unpredictable heavy showers and with only
Barges loaded from an ocean-going vessel on the Mississippi with cement destined for the Great Lakes. March 2019 — BC Shipping News — 47
CARGO SURVEYS
Loading cement at over 50o Celsius in Shanghai.
When air and water are the culprits, one begins to understand the scope of the problems facing carriers and why sampling and testing may be the difference between a loss or a safe arrival in port. limited discharge capacity available. Nor should the risks posed to the overheating of HFO 6, usually located under the after holds and behind the aftermost hold, and condensation and the subsequent hardening of cement “in place” be underestimated as both can lead to costly repairs and astronomical cleaning costs.
Processed ores, also known as ore concentrates
Bauxite and nickel ores, particularly from mines in SE Asia have been a source of grave concern for years even when as many as 10 ocean-going bulk carriers are believed lost at sea each year over each of the last 10 years due to cargo liquefaction, subsequent cargo movement and for other reasons still unknown. Formerly, these products were simply the raw material with the greatest ore concentrations from which the metals would be extracted at their destinations. However, by partially processing the ores to separate the tailings from the valuable ore in a liquefaction process using agitation together with chemical additives not unlike
48 — BC Shipping News — March 2019
fracking, significant freight cost savings have been made possible. However, wave action, normal vibrations associated with the operation of a vessel at sea and the resulting abrupt re-liquefaction into slurry can result in cargo movement, capsize and loss of life and vessel. Of course, there are controls in place to detect unsafe levels of wetness which are based upon the Transportable Moisture Limit (TML) but these gauges of transportable risk appear to be less reliable when applied to these particular cargoes, or they may be ignored, doctored, or gambled on by the unscrupulous. These two examples — cement and ores, one dry and the other wet and both inert — illustrate very well why sampling and testing is needed to determine whether or not and when a cargo is suitable for carriage and, just as importantly, the need for continuous monitoring of the cargo while at sea. An example of the sampling and testing required for all granulated cargoes is the previously mentioned TML which is calculated by measuring the Flow Moisture Point
(FML) — the point at which a granular bulk material becomes fluid. The Transportable Moisture Limit is typically set at 90 per cent of the FMP. In fact, almost all cargoes require disciplined sampling and testing while at sea. Some carry much greater risks, for example, coal cargoes which exhibit the same issues as bauxite and ore concentrates when the TML is exceeded. Worse, coal can self-ignite. Coal vessel operators constantly monitor for temperature, oxygen, methane, CO2 and carbon monoxide levels as indicators of the condition of the cargo whilst in transit. Direct Reduced Iron (DRI), another concentrate, is iron oxide reduced to metallic iron and is used to produce steel. It is highly porous and free of oxygen and is highly susceptible to rusting and re-oxidation when in contact with air and moisture. It is also pyrophoric — that is, prone to catch fire. There are a number of measures to reduce the risks associated with the carriage of DRI, such as reducing porosity and forming Hot Briquetted Iron (HBI), but the two primary risks associated with the carriage of this kind of reduced ore are exposure to oxygen and moisture or wetting. The former being a slow and progressive event leading to heating and combustion while the latter leads the release of hydrogen gas with violent and rapid results. When air and water are the culprits, one begins to understand the scope of the problems facing carriers and why sampling and testing may be the difference between a loss or a safe arrival in port. If we were to list the commonly carried bulk cargoes, each one requires a different sampling and testing regime to assure its value and quality remains intact, preserves the condition of the carrying vessel and protects the crew from unnecessary risk. The steady rate of losses, although in decline when compared to the volume of shipments, is actually rising as the globalization of trade puts more and more ships at sea. Commercial pressures are overriding operational considerations by demanding itineraries which place scheduling ahead of safe working practices — sampling and testing is one major plank in ensuring the safe carriage of cargoes at sea. Tim Ellis is a Principal at DNP Marine Surveyors Limited, with over 40 years in practice as an Independent Marine Surveyor, and a member of the Association of Marine Surveyors of BC.
Photo credit: Davie Shipbuilding Canada Inc.
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SAFETY EQUIPMENT
Innovative solution for anchor handling and towing work provides for greater safety
A
nchor handling and towing work can be two of the most dangerous tasks for any vessel’s crew. Hand and finger pinch hazards, proximity to heavy buoys and wires that are under strain are just two of the hazards. Throw in complications of bad weather and slippery decks while trying to avoid getting caught up steel cables and tow lines and the potential of injury for crew is significant. Mandatory equipment on board tugs and towboats — towing pins, abort switches, two-way communication between the steering position and the towing winch — are outlined in the Hull Construction Regulations within the Canada Shipping Act, 2001. Going beyond the basic requirements however, one should consider the benefits afforded by a company like TUGPINS. As manufacturers of various types of deck equipment for tugs, workboats and multifunctional and fish farming vessels, TUGPINS is constantly looking for new products and better solutions for anchor
...internal skills and qualifications — in combination with a fully equipped workshop for prototyping, assembly and testing of new designs and concepts — have led to the development of innovative products... handling and towing work. Their multidisciplinary R&D team has a background in technical design, product design and instrument manufacturing and extensive experience in the towing and anchor handling business. These internal skills and qualifications — in combination with a fully equipped workshop for prototyping, assembly and testing of new designs and concepts — have led to the development of innovative products offering greater safety and reduced maintenance and repair costs. In addition to manufacturing four main products within their deck equipment portfolio — Towing Pins, Shark Jaws, Forks
and Dynamic Multi- Purpose Eye — TUGPINS recently announced a new, patented design of a 100-per cent waterproof system that, when used in conjunction with their deck equipment, prevents water ingress into the system. Watertight Plus addresses the number one cause of towing pin problems: the internal damage to a system due to seawater corrosion. And reduced corrosion of mechanical parts means greatly reduced maintenance costs. A review of each of the main products highlights the innovations developed by TUGPINS:
Towing pins
As a mandatory requirement under the Canada Shipping Act, 2001, towing pins are intended to prevent the sweeping movement of ropes or chains across the deck during towing or anchor handling. To increase workspace when the pins are not in use, TUGPINS developed a system which, when the pins are not in use, they sink hydraulically into the deck. The towing pins are supplied with the Watertight Plus system, making them 100per cent watertight, resulting in reduced costs for maintenance, increased safety on deck and, because it uses a light, biodegradable oil instead of traditional lubricants, a more environmentally friendly solution. The TUGPINS towing pins can also be used in various combinations with shark jaws and forks.
Shark jaws
TUGPINS deck equipment and options. 50 — BC Shipping News — March 2019
Used to secure a towing line or anchor, buoy chain and towing pins, shark jaws are an equally important part of deck equipment. Just like TUGPINS’ towing pins, their shark jaws sink hydraulically into the deck to optimize the available workspace on board. They are treated with a
SAFETY EQUIPMENT seawater-resistant coating and are supplied with interchangeable hardened steel inserts to prevent wear of the base part. Recently, TUGPINS developed a 100-per cent watertight shark jaw — the Rotating Shark Jaw — which offers the same functionality as the TUGPINS’ fork (described below) but with greater flexibility in the handling of ropes and chains of different diameters. The rotating shark jaw is very often used in combination with the Tugpins towing pins to increase safety on board. For vessels and tugs where the available space below deck and the bollard pull is limited, TUGPINS has also developed a series of shark jaws with a compact design that requires limited space below deck. These systems are also easy to clean, making them a popular option for fish farming vessels.
Forks
A fork (also sometimes referred to as stopper or catcher) is used to temporarily secure a towing line or chain. Like TUGPINS’ shark jaws and towing pins, stoppers are retractable and, when not in use, sink hydraulically into the deck. The forks are also supplied with the Watertight Plus
Dynamic Multi Purpose Eye.
Rotating shark jaw with two towing pins.
system and are often used in combination with TUGPINS towing pins.
Conclusion
Dynamic Multi Purpose Eye
The Tugpins Dynamic Multi Purpose Eye is used for multiple applications and offers great advantages — especially for harbour towing, escorting and berthing. Given its design and materials used (polished stainless steel), the TUGPINS’ eye helps preserving the synthetic line, resulting in lower costs and increased efficiency. Because of the ability to independently operate the jaws, the need for manual handling on deck of the vessel is reduced, contributing to greater safety.
With greater safety, reduced maintenance costs and a more environmentally friendly alternative using a biodegradable lubricant, TUGPINS’ deck equipment has been gaining in popularity with tug and towboat operators and multi-functional vessels. Equipment can be connected to existing hydraulic systems used for operating cranes and winches or can be delivered as a standalone system, in which case, the deck equipment includes a hydraulic power unit. For more information, contact Barr-Leonard Company in Seattle (425-641-6844) or visit www.tugpins.com.
March 2019 — BC Shipping News — 51
SEA STORIES
I thought it was an explosion at the Shell Barge Vancouver Harbour By Captain Don Rose
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n the 1970s, there were a number of wooden-hulled barges used to transport cargo on the West Coast of Canada. It was common for these barges to take on water in their hulls, requiring pumping from time to time. Just about all tugs, especially those that regularly towed barges, had a means of pumping other vessels. Some of the tugs had a built-in pump and system of hoses for pumping out another vessel and just about all tugs had a portable pump that could be put on the vessel that needed pumping. In 1973, I was Master on the harbour tug Dolphin Straits which was equipped with a built-in pumping system as well as two portable pumps. The portable pumps were fuelled with gasoline which we stored on deck in a five-gallon container. The purpose of this was that they could be put on a barge to pump the water out while it was being towed to its destination or left on the barge while tied up and we did other work. Approximately every four hours, the portable pumps required refuelling. The Dolphin Straits was a day boat where the crew spent their off-watch hours ashore. Our shifts were the following: Day shift
52 — BC Shipping News — March 2019
from 06:00 to 18:00, night shift from 18:00 to 06:00 the next morning. The crew worked 14 days on followed by 14 days off. Eight crew members were assigned to the vessel. A tour of duty started 06:00 Monday morning with the crew working each day until 18:00 Sunday afternoon, followed by 24 hours off, after which they started their night shift starting at 18:00 Monday afternoon. When I joined the tug for the night shift (18:00 till 06:00 the next morning), I was informed that the five-gallon container was missing. The deck hand who was working with me had only been working on the tugs for one week. We did a number of barge shifts in the harbour then proceeded to the Shell Oil Barge in Coal Harbour. (At that time, there were five fuel barges in Coal Harbour.) While travelling to the fuel barge, I advised the deck hand that there was a new five-gallon container in the engine room. I told him that when we got to the Shell Oil Barge he was to take it onto the barge and fill it with gasoline. After the fuel tanks were filled, I went to the engine room to do the daily checks. The deck hand proceeded to have the gasoline container filled. While I was in the engine room, the deck hand entered with the container of gasoline. I immediately informed him that once the container had gasoline in it, it was no longer stored in the engine room. He then proceeded to take it out of the engine room and, while doing so, he accidently dropped it. When the container hit the deck, the impact caused the spout to come loose, allowing gasoline to escape. It was only a very small amount which we wiped up as quickly as possible. The container was taken up on deck and stored. We opened up the engine room as much as possible to air it out and allow any gasoline fumes to escape. We had a coffee with the barge operator and after some time, the three of us went into the engine room to check for the gasoline fumes. None of us could smell any gasoline fumes so the decision was made that it would be safe to start the main engine which had an electric starting system. I went to the wheelhouse to start the engine. Although I was sure there were not any gasoline fumes in the engine room, it was still on my mind. Just as I pushed the starter button and heard the starter motor engage, I heard an extremely loud BOOM which I immediately thought was an explosion in the engine room. The deck hand and the barge operator looked as if they had seen a ghost. After a second or two, I saw on the clock that it was 21:00. The loud boom was the nine o’clock gun, only a few hundred feet away in Stanley Park. Captain Don Rose has over 50 years of experience in the towing industry, starting as cook-deckhand and working his way up to master. Currently, he operates Capt. Rose Marine Consulting & Surveys Ltd.
MARITIME MUSEUMS
MMBC plans to reinvent itself as the Canadian Maritime Museum By Marianne Scott
F
our years ago, the Maritime Museum of British Columbia (MMBC) lost its premises at 28 Bastion Square, a historic building it had occupied for more than 50 years. Some fallen plaster and several leaks had caused the Province, who owns the National Historic Site, to judge the structure unsafe and therefore asked MMBC to vacate the property. The Museum was forced to pack up its vast collections and put them in storage, thus keeping them mostly hidden from the public, scholars and historians. The Museum, meanwhile, has only been able to display a fraction of its collections in a tiny 3,000-foot space, greatly limiting its ability to inform the public and researchers of our rich maritime history. But despite this downsizing, or perhaps because of it, MMBC has developed an impressive plan to reinvent itself — by transitioning from a provincial to a national museum and housing itself once again in the Grande Dame at 28 Bastion Square. To accomplish this move, MMBC is requesting that the Province of British Columbia and the Government of Canada to work together toward opening a new Canadian Maritime Museum (CMM) in Victoria, on July 20, 2021. That date is important, as it commemorates the 150th anniversary of British Columbia’s becoming a province of Canada. Canada currently has six national museum corporations — four in the Ottawa region, and one each in Halifax and Winnipeg. Part of these museums’ mission is to prepare and exchange exhibits with other national museums — our lack of a national museum on the Pacific prevents British Columbians from benefitting from any such exchanges. As MMBC’s board chair Don Prittie said, “the return of the Museum to its renovated premises and its transformation into a Canadian Maritime Museum will ensure that the Pacific Region is included in the national museum fabric of Canada.” To accomplish the transformation from MMBC to the Canadian Maritime Museum, the Museum proposes a revamping and earthquake proofing of the Bastion Square historic site, and adding both an Annex and an offsite storage facility. These two buildings will be designed in collaboration with the Songhees Nation and consultation with other First Nations, with the hope that Indigenous historic artefacts, now elsewhere, may be returned to the Pacific region. New exhibits and hands-on interactive displays will highlight our multi-coastal heritage and culture, and showcase Canada’s unique maritime science through new public outreach initiatives. The entire rebuilding/rebranding proposal is estimated to cost about $45 million, with contributions from federal, provincial, municipal and private coffers. That may seem like a lot, but in comparison to Winnipeg’s Canadian Museum of Human Rights’ cost of $351 million, it’s a modest amount with outstanding benefits. These benefits are clear. • A CMM will effectively use the 28 Bastion Square’s space and thus save the Victorian Romanesque Revival style building, which was completed in 1889 to serve as the Supreme Court of British Columbia’s courthouse.
The Maritime Museum of BC has requested funding from the provincial and federal governments to refurbish 28 Bastion Square in Victoria to house the Canadian Maritime Museum. • A CMM will revitalize the Bastion Square area, where the empty building has languished and thus influenced the lack of interest in this historic area. • A CMM will create 37 full-time and six part-time jobs and contract positions for graphic designers, digital and video producers, exhibit designers, exhibit fabricators, IT technicians janitorial and security services to the tune of $10 million annually by 2024. • The project will increase cultural, arts and heritage related activities; increase the Museum’s educational role by serving school children locally, regionally and nationally as well as offering programs and activities for people of all ages and abilities. • New exhibits and hands-on interactive displays will highlight the intertwined maritime history of Canada’s Indigenous people and European settlers and our multi-coastal heritage and cultural characteristics. It will also showcase Canada’s unique maritime science through new public outreach initiatives. • The 35,000 artefacts, almost 40,000 photos, 30,000 ship plans, 500 pieces of art, three vessels of historic significance and a library of maritime-related books in MMBC’s collections were donated by, and are held on behalf of, the people of BC and Canada. It’s only fitting they should be available to the national public. As MMBC’s Executive Director David Leverton put it, “This project has the potential to be a major economic and educational win-win for all citizens of the Greater Victoria Region and British Columbia along with fellow Canadians who will have the opportunity to learn more about Canada’s amazing multi-coastal maritime heritage, science and culture.” March 2019 — BC Shipping News — 53
Photo: Dave Roels
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