BC Shipping News - May 2013

INSIDE: B.C.’S LNG CUP RUNNETH OVER...BIG TIME

BC SHIPPING NEWS

Volume 3 Issue 4

www.bcshippingnews.com

May 2013

Commercial Marine News for Canada’s West Coast.

Industry Insight

Shipbuilding

Western Canada’s Shipbuilding Symposium 12-MAY CP PM# 42161530 MAY 2013

74470 80667

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Green Marine

A “made in North America” effort to raise awareness and performance

$4.95

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Jeffrey J. Smith, Chair, Canadian Institute of Marine Engineers, National Council

Plus:

Safer seas...aiming for greater competence

May 2013

Volume 3 Issue 4

On the cover: BC Ferries’ crew onboard the MV Queen of Capilano (see the Editor’s Note for names). Photo credit: Dave Roels.

Below: Kongsberg’s Simulation Centre at the BCIT Marine Campus.

Contents Cover Story

37

Safer seas...aiming for greater competence by Nigel S. Greenwood

Photo credit: BC Shipping News

10 Industry insight The sum of all parts Combining the disciplines of marine engineering, naval training and maritime law, Jeffrey Smith, CIMarE National Council Chair, provides a unique perspective of the industry’s most pressing issues.

32 Tanker safety

Time for a reboot

Joe Spears puts the recent federal government’s initiatives to address Canada’s pollution prevention and response regime into context, including the establishment of the Tanker Safety Expert Panel.

Shipping Chamber of Shipping board 24 New The Chamber of Shipping of British Columbia announces 25

its new board of directors

Shipping sector at a turning point?

Environment Minister Kent’s visit to Vancouver — by Georgia Papadimitriou

D E P A R T M E N T S

F E A T U R E S

Jeffrey J. Smith

6

News briefs/industry traffic

20

History lesson

22

Marine engineering

26

Terminals

News briefs

A poetic history of marine engineering — by Lisa Glandt Reap what you sow — by Martin Leduc B.C.’s LNG cup runneth over...big time — by Ray Dykes

29

Environment

44

Shipbuilding

46

Marine travel

48

Legal affairs

50 52 53

A “made in North America” effort —

by Captain Stephen Brown Shipbuilding Symposium provides update on NSPS It pays to have a marine travel strategy North America ECA: Questions remain — by James Vander Woude

Ferries

How to improve customer service —

by Serge Buy

Technology

New steering control system

Tugs

New ART 80-32 Class Rotor tugs from Robert Allan Ltd. May 2013 BC Shipping News 3

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May 2013 Volume 3/Issue 4 Publisher McIvor Communications Inc. President & Editor Jane McIvor Contributing Writers Captain Stephen Brown Ray Dykes Nigel S.Greenwood Georgia Papadimitriou K. Joseph Spears

Serge Buy Lisa Glandt Martin Leduc Jeffrey J. Smith James Vander Woude

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4 BC Shipping News May 2013

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Photos by Dave Roels, www.daveroels.com

EDITOR’S NOTE

A diversity of skills needed to get from port to port

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hotographer Dave Roels, while on assignment for BC Shipping News onboard BC Ferries’ Queen of Capilano, did a nice job of capturing the essence of this issue’s theme. Standing on the bridge of the Capilano, we have (left to right): Susan Alcock, Chief Officer; Blaine Armour, Deck Hand; Captain Joachim Ruether, MM, BSc, Senior Master, MV Queen of Capilano, Fleet Operations, Central Coast; and Ikbal Khan, Senior Chief Engineer. In one image, Dave shows us the diversity of skills that it takes to operate a ship — something we’ve tried to do through the articles you’ll read inside.

Starting with the Industry Insight featuring Jeffrey Smith — Chair of the Canadian Institute of Marine Member of:

Engineers, National Council — BCSN readers will get a unique perspective on many of the industry’s pressing issues.

Smith’s combination of disciplines, including marine engineering, naval training and law, plus his experience in local, national and international affairs, reminds me of that saying about the sum of all parts being greater than the whole.

And following our look at the profession of marine engineering (including a sobering opinion from Martin Leduc on the looming shortage of qualified engineers), Nigel Greenwood wraps up his series on passenger vessels with a focus on the evolution of maritime training and certification. With a background of incidents that, rightly or

wrongly, focus public attention on the competence of professional mariners, Greenwood highlights the efforts of the industry to improve operations — and proves by example that advanced techniques are making a difference in the safety of shipping.

But it is Lisa Glandt’s history lesson and a poem from 1923 that provides the best note on the symbiotic relationship required to get a ship safely and efficiently from port to port: “A ship now needs both captain And her jolly engineer, So cheerio and away we go For lands both far and near.”

I hope you enjoy reading these articles as much as I did.

— Jane McIvor

Local traffic...

Thanks to Tim Ellis of JT Ellis and Associates for submitting this photo of the Tokyo Marine tanker Pine Galaxy transiting the Second Narrows Rail Bridge with a tug escort. The Pine Galaxy is 147 metres in length with a 24-metre beam and a 8.4-metre draft. It has a deadweight tonnage of 19,997 tonnes and was built in 2004.

International Sailor’s Society Canada

Got a great photo? Send it to jane@bcshippingnews.com to be included in our new feature on ships visiting our local waters.

May 2013 BC Shipping News 5

industry traffic The Maritime calls for 2013 Beaver Medal nominations

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he Maritime Museum of British Columbia, called the Maritime for short, is inviting nominations for the Beaver Medal, an award that recognizes outstanding contributions to the marine sector. The deadline for nominations is May 15.

The Maritime encourages nominations for anyone who has contributed to British Columbia’s marine environment, including, but not limited to, science, technology, business, applications of maritime skills, nautical heritage and culture, and academia.

“This is the second year the Maritime is asking British Columbians to recommend someone whose work has made a major contribution to our province’s diverse maritime scene,” said Commodore Jan Drent (RCN Ret’d) who heads the Maritime’s medal project. “During a well-attended recognition ceremony last fall, we presented the Beaver Medal to maritime lawyer Peter Bernard, naval architect Robert Allen and marine industrialist Dennis Washington. We also recognized the Coho Ferry for its stalwart crossings between Port Angeles and Victoria made daily for 50 years.”

The gold-plated medal is struck from copper salvaged from the 19th century paddlewheel steamship S.S. Beaver, built in England in 1835 for the Hudson’s Bay Company. After rounding the treacherous Cape Horn, the Beaver reached the northwest coast where she served for 53 years. This iconic vessel pioneered commercial navigation on the B.C. coast as a floating trading post, hydrographic survey ship and towboat. She grounded near Vancouver in 1888 and after foundering, some of her machinery was recovered providing the metal for the Beaver Medal.

“To our knowledge, no other award encompasses all aspects of our coastal industry, history, technology, or practical application of skills,” said Jamie Webb, President of the Maritime’s Foundation. “What a fitting namesake — the Beaver — or Castor Canadensis.”

The Maritime encourages members of the public and industry to nominate a marine contributor for the Beaver Medal. Potential recipients will be selected by an awards committee that includes Captain Stephen Brown of the Chamber of Shipping of British

The Beaver Medal for outstanding contributions to the marine sector.

Columbia; Don Krusel, President & CEO, Prince Rupert Port Authority; and Captain Jamie Marshall, Vice President Operations, BC Ferries.

Marine writer Dr. Marianne Scott of Victoria, and Jan Drent, Past President of the BC Maritime Museum Society, are also members of the Awards Committee.

Further information please visit h t t p : // m m b c . b c . c a / a b o u t - 2 / s-s-beaver-medal.

New Seaspan team member

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Nigel S. Greenwood

MA, BSc, Master Mariner, FRIN, MNI Rear-Admiral, RCN (Ret’d)

www.greenwoodmaritime.com nsg@greenwoodmaritime.com / 250-507-8445 6 BC Shipping News May 2013

easpan ULC welcomes Jeff Taylor to the position of Manager, Communications and Public Relations. Jeff will be responsible for Seaspan’s strategic communications plan and its execution, and leading internal and external communications for all business units under the umbrella of the Seaspan brand.

Jeff’s experience includes positions with NATIONAL Public Relations and Kirk & Co. Consulting Ltd. as well as Corus Radio in Vancouver.

Jeff comes to Seaspan from Valley First, a division of First West Credit Union where he was Senior Manager, Comunications and Public Relations.

news briefs

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he North West and Canada Cruise Association is pleased to welcome Carly Wignes as its newest team member. Carly will fulfill the role of Co-ordinator — Communications and Administration.

Carly has a B.A and MA in Political Science (St. Francis Xavier University in Nova Scotia & University of Victoria respectively). She recently completed a Certificate in Journalism from Langara College, where, upon her graduation, she was the first person to receive the Read-Mercer Fellowship. She has worked as a freelance writer, as a resource for students with disabilities, a teaching assistant and a professional tutor.

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loyd’s Register has published a new guide: “Asbestos on ships”.

The guide was developed to help ship owners, operators and all stakeholders understand how to deal with asbestos on ships safely and to support compliance with maritime asbestos regulations.

Asbestos remains a problem in shipping. Despite better management and reduced production of asbestos, there remains considerable room for improvement, primarily to reduce the number of deaths. It is still estimated that more than 107,000 people die each year from mesothelioma, lung cancer and asbestosis — the three major asbestos-related diseases — as a result of occupational exposure.

The report’s author, Robin Townsend, Lloyd’s Register’s Regulatory Affairs Lead Specialist, says: “Far from being a problem of the past, asbestos is still produced in many countries and is still widely used, and it is present in many existing buildings and structures, including ships. Most countries still do not have effective prohibitions and global production is still over 40 per cent of peak values. It is imperative that we see further improvements in regulatory enforcement and a reduction in asbestos-related mortality.”

The guide takes a wider look at asbestos, exploring its history, composition and health effects to underline the vital importance of correct management. It also details asbestos-related regulation and suggests tools that can be used to achieve best practice in asbestos management.

Ships often have an increased risk of asbestos exposure. The use of asbestos in shipbuilding has been unusually high over the years and some of the most dangerous asbestos application methods have been particularly prevalent in ship construction.

A pdf version of the document can be downloaded from the Lloyd’s Register website: http://www.lr.org/ sectors/marine/documents/247294asbestos-on-ships.aspx.

NWCCA welcomes new team member

TH

Lloyd’s Register introduces new guide: “Asbestos on ships”

Westport Marina (Sidney): 250.656.5832

www.thundermarine.com May 2013 BC Shipping News 7

industry traffic West Coast participation in Green Marine continues to grow

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qaumish Terminals (SQT) is the latest in a growing number of West Coast participants who have joined with Green Marine, the voluntary program aimed at improving environmental performance and sustainability.

Squamish Terminals already stands out for its environmental stewardship by being regular participants in the Squamish Estuary Management Committee and hosting the annual Great Canadian Shoreline Cleanup in Squamish. “In the past couple of decades, SQT has played a key role in the preservation and enhancement of both Howe Sound marine life and of the estuary through its partnerships with local conservation groups,” said Ron Anderson, Squamish Terminals President & CEO.

Fraser Surrey Docks also recently joined Green Marine. “Fraser Surrey Docks’ commitment to responsible environmental management includes continual monitoring and updating of our risk assessment to ensure we employ the best environmental and safety practices at every step,” said Fraser Surrey Docks President & CEO, Jeff Scott. “We look forward to working with other Green Marine participants and to share their experience.”

Other West Coast ports and shipping companies already participating in Green Marine include Port Metro Vancouver, Prince Rupert Port Authority, Seaspan Marine Corporation, Island Tug & Barge and SMIT. And the Port of Seattle recently became the first American port on

the West Coast to participate. “Green Marine’s goal of continuous improvement is also at the core of our commitment towards sustainability,” says Port of Seattle CEO, Tay Yoshitani. In 2007, he communicated his vision for the future: to become the cleanest, greenest, most energy-efficient port in the nation. Building on existing programs, the port has since established a reputation as the Green Gateway — offering the lowest carbon footprint for cargo shipped by sea from Asia and then by rail to the Midwest.

The Port of Seattle is also working with Port Metro Vancouver and Port of Tacoma to address port-related contributions to air quality and climate change in the Georgia Basin Puget Sound air shed through the Northwest Port’s Clean Air Strategy.

Tervita awarded environmental remediation contract at Esquimalt Graving Dock

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ervita Corporation has been awarded the Esquimalt Graving Dock (EGD) Water Lot Remediation Project, valued at $38.6 million, by Public Works and Government Services Canada (PWGSC).

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8 BC Shipping News May 2013

The EGD has been used for the repair and maintenance of military and civilian vessels since 1927 and has contributed to sediment contamination in the seabed adjacent to the facility. This project will ensure that the water lot is

remediated to meet federal and provincial environmental standards.

“Tervita is proud to have been chosen to complete this important remediation project at the Esquimalt Graving Dock,” said Cameron McLean, Tervita environmental services president.

“Our range of services and expertise uniquely positions us to restore the environment to its original state and safely dispose of the contaminated materials.”

The project involves dredging, de-watering, and disposal of about 140,000 cubic metres of contaminated sediments. Fraser River Pile & Dredge (FRPD) has been sub-contracted to assist with the work.

The project is funded by the Federal Contaminated Sites Action Plan, coordinated by Environment Canada and the Treasury Board to provide funding to assess and remediate federal contaminated sites.

Work will start immediately to prepare Tervita’s facility and equipment for the dredging activities, which will begin in June 2013 and run until March 2014.

news briefs ClassNK Earns authorization from Romanian flag

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eading classification society ClassNK (Chairman and President: Noboru Ueda) has announced that it earned authorization from the Romanian Naval Authority (RNA) to carry out surveys on behalf of the Romanian Government.

This announcement was made following a visit by ClassNK Executive Vice President Dr. Takuya Yoneya to Constantza, Romania, in March, during which Dr. Yoneya signed the authorization agreement with Romanian Naval Authority General Director Andrian Mihei. The agreement allows ClassNK to perform surveys for SOLAS, MARPOL, Load Line and other international conventions, as well as perform audits and issue certificates to Romanian-flagged vessels on behalf of the Romanian Government.

Speaking on the occasion, Chairman and President Noboru Ueda said: “With the opening of our Constantza Office in November 2001, and the completion of the first NK-classed newbuildings in Romania in May 2012, our partnership with the Romanian maritime industry has steadily grown.”

“Following our authorization from BG Verkehr earlier this year, our authorization by the RNA make this the second EU flag state to grant recognition to ClassNK this year, and the fifth in the past two years, marking our continued growth within the EU maritime community.”

ClassNK Executive Vice President Dr. Yoneya (left) with Romanian Naval Authority General Director Andrian Mihei (right).

With the authorization from Romania, ClassNK is now authorized to perform surveys and audits on behalf of 15 Flag Administrations in the EU, and a total of 108 Flag Administrations throughout the world.

May 2013 BC Shipping News 9

INDUSTRY INSIGHT

The sum of all parts.

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ikipedia describes marine engineering as the discipline of applying engineering sciences, mostly mechanical and electrical engineering, to the development, design, operation and maintenance of watercraft propulsion and onboard systems. In other words, without marine engineers, we’d still be standing at the shore. Now, combine the disciplines of marine engineering with naval training and a masters of law degree; mix in a detailed knowledge of the West Coast, a fleet maintenance and major capital projects management job with BC Ferries and an appointment to the Pacific Regional Advisory Council on Oil Spill Response and you’ll start to understand why this Industry Insight with Jeffrey Smith, Chair of the Canadian Institute of Marine Engineers National Council, takes on such significance. As his bio (on page 15) indicates, Mr. Smith’s knowledge of the maritime industry is a culmination of local, national and international experience in a diverse array of disciplines. BC Shipping News was very pleased when Mr. Smith agreed to sit for an interview.

BCSN: Let’s start by looking at the profession of marine engineering — your perspective on trends, changes in technology and skills required to become a marine engineer.

JS: Before looking at technological trends, I think it’s important to 10 BC Shipping News May 2013

*

Jeffrey J. Smith, Chair, Canadian Institute of Marine Engineers, National Council

If I were to advise a young marine engineer, it would be to invest in college-level training...and not to attempt to acquire both experience and academic knowledge in a pure working environment.

reference the number of economic and regulatory factors that come to bear on marine engineering generally and how it’s practiced in Canada. There’s an increasing regard for international regulations through the International Maritime Organization — certificate times, crewing, etc. — that speaks to the current global economy and labour market.

While technology may change, the fundamentals do not — the basic principles of mechanical engineering that underpin our work are constant. We’re continually driven to know more on a theoretical level but on a more practical level, evolution takes place very slowly — things like concepts of ship powering or stability. On the other side of the ledger, there have been profound shifts when it comes to things like environmental technologies and clean fuels.

Marine engineers need a real appreciation of science and applied mathematics. It is possible for one to work progressively through certificates without the benefit of a formal academic requirement — the Royal Canadian

Navy is a good example of that — but it’s a long process to acquire higherlevel motor tickets — first and second class. If I were to advise a young marine engineer, it would be to invest in college-level training through one of our leading educational institutions and not to attempt to acquire both experience and academic knowledge in a pure working environment.

Beyond theory there is the applied science — thermodynamics, basic strength of materials principles, vessel stability, theories of prime mover and transmission — for which the classroom is no substitute. So it is a balance of experience at sea and theoretical knowledge which is most advantageous to obtain in an academic environment.

BCSN: What are some of the challenges in becoming a marine engineer?

JS: Quality sea time can be a challenge. The aspiring marine engineer has got to be prepared to be flexible both geographically and in choice of vessel. We’re not all going to work on cruise ships or tugs in B.C. waters. We have, in some respects, a limited market in Canada for the training and

INDUSTRY INSIGHT formation of marine engineers. There are significant opportunities offshore and there is always a strong demand for Canadian marine engineers overseas regardless of their experience level.

BCSN: How does Canada’s training and education compare with other countries?

JS: The quality of our formal collegelevel institutions — Georgian College, BCIT, Rimouski, Canadian Coast Guard College — is second to none. The calibre of instruction and the very real interest and sophistication of the faculty in those institutions equips wouldbe marine engineers extremely well on a level equal with any other developed country — the U.K., the U.S., Australia, northern European states. And the quality of certificate regulation by Transport Canada is world-leading.

The requirements for competency and to qualify for credentials are very rigorous. In the uniform world of Standards of Training, Certification and Watchkeeping (STCW), there are few compromises in Canada. I think that record is borne out by the satisfaction, earning power and career track of Canadian marine engineers.

There’s a bit of a paradox — Canada, with the second longest coastline in the world, three oceans and a large dependence on maritime trade, is not a leading shipping nation. We’re well down in the order of tonnage but we’re world-leading when it comes to the quality of the profession.

BCSN: What is the ultimate job for a marine engineer?

JS: It will vary depending on an individual’s interest but my advice to any engineer is to experience the challenge and immense professional satisfaction of being a chief engineer. The nature of a vessel’s work, its size and power are almost immaterial when it comes to the responsibilities. You won’t get to be a chief engineer all your life though and at some point you’ll come ashore to work. That might mean management or a purely technical role. For some, it would be positions of senior responsibilities and for others it would be to move into an academic role.

But the ultimate job? I don’t know if I’d call it merely a job but I can say the ultimate challenge is participating in the design, standing by the

*

Jeff aboard an ex-Soviet Union heavy lift aircraft, an Antonov An-124 cargo plane in 2007 during a late-night delivery of Z-drives for BC Ferries.

Canada was never not going to replace its federal government fleets...by not building onshore or not building in Canada, yet the industry’s capacity had declined and fresh thinking was needed...

construction and initial commissioning, and putting into service a vessel with complex marine engineering and crewing requirements. If you speak to senior marine engineers who have had that privilege, they would say that’s the capstone on their career.

BCSN: Given the high-age demographics of the industry, are we keeping up with attracting new cadets to the profession?

JS: We are and we aren’t. At a very general level, Canadian society is challenged to make the case to young people that a career in trades or outside of a university education is desirable. That’s not uniform across Canada. The Atlantic provinces make that case better and have done so historically. It’s unfortunate — marine engineering offers a rich range of options to experience adventure and the compensation package that goes with that.

On the positive side, those who consider marine engineering and choose it, do so with a great deal of deliberation and we therefore get a

high quality of candidates through self-selection. They’ve investigated and entered into it with some degree of risk-taking or cost. We need to do more, though, to attract new engineers from non-traditional sectors and how slowly we’ve attracted and advanced women in marine engineering is something that bothers me. The numbers are not good — even now when there are no systemic barriers.

Women are in the Canadian Forces, the RCMP and other previously nontraditional fields, yet one of the last holdouts is marine engineering. This is a conversation about general trades training and shifting social norms for women in non-traditional employment and it behooves the industry in its own self-interest to animate the discussion. With the aging of our society, we’ve shifted away from the trades and in particular, trades that are physically demanding — going to sea is a challenge, being away from home is a challenge and being in a risky, highhazard environment is a challenge.

May 2013 BC Shipping News 11

INDUSTRY INSIGHT BCSN: Does CIMarE address this issue, for example through scholarships or campaigns?

JS: The CIMarE does a good job in providing scholarships through both its national branch and seven regional branches but we don’t specifically target women. Of our 670 members, less than five per cent are women. I don’t want to run afoul of my council colleagues but I feel strongly that it is in the interest of the young women, the vocation and the industry to offer specifically targeted scholarships but there are different schools of thought and that debate continues.

BCSN: Let’s turn our attention to current events. I’d like to get your perspective, as a marine engineer, lawyer and past naval officer, on the National Shipbuilding Procurement Strategy.

JS: For political and economic reasons, Canada was never not going to replace its federal government fleets — i.e., Canadian Coast Guard and Royal Canadian Navy fleets — by not building onshore in Canada, yet the industry’s capacity had declined and fresh thinking was needed on ways to sustain an industry for government shipbuilding. If I phrase it in those terms, then the other side of the coin is ‘what next’ or ‘what then of commercial shipbuilding and ship repair’?

Collectively, we need to turn our mind to that. Is it sufficient to have a sustainable, cost-effective and responsive (i.e. high quality) capability for government shipbuilding in Canada?

Certainly. Should we be content with that? Absolutely not.

We should take a lesson from the specialty or niche shipbuilding industry and when it comes to the technology of ship design and shipbuilding, there’s no reason why we can’t.

We’ve done excellent things in Newfoundland for offshore petroleum production and we can do great things for commercial shipping generally and in particular, activities in the Arctic Ocean. That’s the next part of this conversation that needs real animation. Politically, economically, strategically, it makes sense to build government vessels in Canada and we should do so in innovative ways that have regard for best practices in terms of shipbuilding, industrial standards and in particular, the sharing of technology information and common construction programs with other naval fleets.

In a pure view of global competitiveness, the problem is significantly one of labour costs and investment in Canadian shipyards to do innovative things with a high degree of

Jeff’s career included a tour of duty as Chief Engineer onboard HMCS Qu’appelle.

12 BC Shipping News May 2013

efficiency such as you see in specialty European yards — for example, Flensburger Schiffbau-Gesellschaft (FSG) in Germany that built the Coastal Class ferries or Fincantieri in Italy that builds naval warships and cruise ships. When it comes to standard commercial vessels — bulk carriers, for example, labour costs in overseas markets prohibit us from getting into that game but why can’t we build specialty or highly complex vessels – oil field service vessels, FPSO (floating production and storage offloading)-type vessels or uniquely powered vessels?

The NSPS is necessary for the sustainability of government fleets and there is good and enduring work to be done there - the sheer tonnage replacement requirements are, for lack of a better word, alarming. Just look at the age of the fleets and what we demand of those fleets in terms of business and policy models that are very much multi-tasked. CCG fleets, for example, are more than triple-tasked if you look at their operational missions – we want a stand-by search and rescue capacity and we want marine pollution response and ice breaking and navigational aids tendering, etc. The days of single-purpose vessels are gone.

For the RCN, we’re really behind on building a new joint support ship. Their hulls are more than 40 years old. We’ve

Jeff in the early years of his career.

INDUSTRY INSIGHT had a huge rate of return out of them but they are at retirement age and Canada, as a global actor, gets significant leverage out of its long range supply and logistics vessels. The ability to carry out naval requirements, to work more fully with other navies and conduct operations offshore has, in terms of our global posture, always been important and will be more so as the nature of conflict changes in the 21st century.

Looking at the ship repair component of the industry, the quality of work done by the various yards — for example, Esquimalt Graving Dock — is second to none for both construction and repair.

We have a high quality of ship repair in Canada that needs to shift to meet the advances of technology and needs a better capitalization plan. Hopefully, this will come out of the NSPS so the entire industry can benefit.

The NSPS announcement of umbrella agreements is now three years on and the program is not without its challenges. How do you move shipyards into a managerial frame of thinking that looks to the long term after a long period of episodic construction in a fragmented shipbuilding regime? The early concerns are correct but should have a bit of faith and wisdom. Comments from the Parliamentary Budget Officer early this year that indicated an underestimated cost for the NSPS need to be heard but I think those types of challenges can be met.

It’s important to make this point — NSPS is not the totality of the industry. There is very good breadand-butter-type money to be made on government ship repair — the Frigate Life Extension Program at Victoria Shipyards, for example. That’s complex work that belongs in a large, industrialized shipyard like Vicship, granted, but there is a range of government vessels that require work and I firmly believe the smaller yards can make money at it.

BCSN: And there’s also the Victoria Class submarines. From a marine engineer perspective, do you think the cost of modifying these, given their capability and life expectancy, is worth it?

JS: On the positive side, the Victoria Class submarines are a part of raising Canada’s shipbuilding and ship repair May 2013 BC Shipping News 13

INDUSTRY INSIGHT game, however, these vessels were not in the best shape and needed to be modified for Canada’s circumstances.

The unfortunate thing is the time it has taken to do so.

We’re a maritime nation that works in alliance with other nations and the submarines represent an important, basic capacity that we should be extremely reluctant to lose. A pause or hiatus in owning and operating submarines could prove disastrous. If you were to give up the Victoria Class

submarines, you may never, as a government policy, re-acquire submarines and that has, in my view, significant implications for the defence of Canada.

It is good to have complex submarines in Canada — it’s good for the skill sets, particularly in the quality management processes that we otherwise need for competitive and costefficient industries. Viewed in those terms, they’re a good thing. Are they proving expensive and time consuming to repair? Yes, but everyone will have a

Endurable Designs

designs@ral.ca

Dolphin Class 78 foot Hybrid Tug Carolyn Dorothy

14 BC Shipping News May 2013

different answer on what should have been done differently.

BCSN: Looking at the push toward environmental sustainability — things like methods of propulsion and clean air regulations — could you comment on how ship design and technology are meeting this challenge? Especially when it comes to satisfying government regulation.

JS: When we talk about environmental sustainability, regulatory imperative has tended to drive environmental protection but business innovation and cost imperatives increasingly have a role to play. To a certain extent, we’re driven to fuel efficiency by regulation although a great deal of the focus has been on fuel quality, in particular the reduction of NOx and SO2. It is in the industry’s best interests to pursue fuel efficiencies especially given the cost of fuel bunkering. A greener, healthier environment should be an industry imperative.

There is and always will be a push for regulation when it comes to the immediacy of environmental protection and Authorization human health but there is also the economic advantage of pursuing innovation whether driven by a desire for cost reduction or by regulatory imperative.

Recognizing that, the Jim:________________ industry and marine engineering — and marine engineers — are actually a part of the solution. Tonne for tonne, or dollar Mike:_______________ for dollar, of fuel burned, we’re part of the solution in moving the world’s freight around. The last thing we should do is have a truck on the highway when there are viable short sea Ken:________________ shipping opportunities. Why is a tractor trailer with a load of lumber going from a place in Quebec and literally following Rob:________________ the path of the St. Lawrence Seaway? What is it that we haven’t done towards short sea shipping that would allow lumber to move by shipping?

We’re prepared to tolerate a tractor trailer on the highway with not significantly different fuel consumption patterns to a much larger ship that could carry substantially more. I think we all agree human impact from land use far outstrips the impacts of shipping.

It’s all a part of how we view sustainability — environmental protection at the core — but sustainability overall, including financial sustainability.

INDUSTRY INSIGHT Are we pushed by regulation?

Absolutely. Is that a good thing? I think in the main it is. I think there are parts of our behaviour we would not address otherwise. Regulation is the stick and economic incentive is the carrot.

There’s a role for both to play.

Now, you asked if sustainability is being accounted for in ship design and powering. It certainly is. How we think about powering ships and the cost of power and maintenance are significant factors in that. There is also a third element to consider — that of the environmental life cycle of a ship. The IMO is developing a Green Passport Initiative which calls for the identification and tracking of materials used in the construction and maintenance of a ship. And there is the 2009 Hong Kong Convention on Shipbreaking which addresses concerns over chemicals and toxins and the ultimate disposal of the ship. Globally, we have a concern around the environmental impact of the end life of a ship. There are significant regulatory challenges to this though because there haven’t been economic incentives to take a cleaner approach.

Our industry is regulated through the nation-state construct and you always need to bring people back to this. You’re referring to the source and, with that, the legitimacy of the law.

The Green Passport, for example, isn’t a regulation in Canada yet, nevertheless, there’s a move toward the idea from soft regulators — i.e., classification societies. So it kind of exists but there are no legal compulsions yet. That’s a terrible over-simplification of how ships and ship management are regulated — there are a number of actors at the table. As a ship operator, my marine underwriter wants assurance and will point to the best practices recommended by my class society so I’m probably going to move toward it regardless of whether the state — i.e., Transport Canada — is engaging the issue.

The Green Passport is nothing more than a record of the materials going into the construction of the vessel and the materials added or modified during the vessel’s life for the ultimate purpose of disposal. There are some really good business outtakes from that — if

About Jeffrey Smith

J

effrey Smith became a marine engineer at age 16, qualifying as a sea cadet to take auxiliary vessels to sea. He then joined the Canadian Navy at age 17, attending Royal Roads Military College (as it then was).

Educated with a science degree, he completed his marine engineering officer training in record time, and was awarded the Peacock Canada sword of honour for top naval engineer officer in training. Jeffrey was appointed chief engineer of the steam turbine destroyer HMCS Qu’appelle, based in Esquimalt, the youngest such appointee in the Navy’s history. After serving at sea, and while waiting to do a sponsored master’s degree in engineering, he decided to leave the Navy and become a lawyer.

On graduating from the University of Victoria law school in 1996, he went into private practice, concentrating on fisheries, marine cargo and admiralty cases. In 1999, he was appointed counsel to the UN transitional government in East Timor to assist with the development of the new country’s seabed petroleum claims. In 2004, he joined BC Ferries, taking responsibility for fleet maintenance planning and doctrine, and major capital projects, and then, later, project management at the Deas Dock facility. From 2004 through 2009 Jeffrey was a member of the Pacific Regional Advisory Council on Oil Spill Response, a body appointed under the Canada Shipping Act to advise the federal government on marine spill preparedness on our West Coast.

In 2009, Jeffrey left BC Ferries to attend the prestigious Fletcher School of Law & Diplomacy in Boston, for a master of laws degree. His academic work resulted in his appointment as the principal legal advisor (general counsel or jurisconsult as it’s known in Europe) to the government-in-exile of Africa’s last colony, the Saharawi Arab Democratic Republic, which seeks self-determination for the Saharawi people.

His responsibilities span a number of areas of international law including Atlantic Ocean fisheries and natural resource exports from the territory. He is also the 201213 CIBC Fellow at the Faculty of Law in McGill University, where his research deals with Arctic marine and environmental issues. He is also a visiting law lecturer at The Norman Paterson School of International Affairs in Ottawa.

Jeffrey has been an elected member of the CIMarE National Council since 2007, serving Vancouver Branch until 2009 and Ottawa Branch since then. In turn, the National Council elected him its chair in 2009. Since then, he has led the Institute through a number of new initiatives, including the successful search for a new National Administrator, the re-invention of the annual Mari-Tech conference and tradeshow, the building of a new website, member engagement, member representation in government circles, and the creation of new recognition awards for people in the industry, most recently the CIMarE Medal of Excellence. He has a strong interest in serving members of the marine engineering profession and in the education and training of the next generation.

Jeffrey lives in Ottawa with his partner, Susan, and their dog Monty.

May 2013 BC Shipping News 15

INDUSTRY INSIGHT Online...Dave Roels’ Photo Essay Marine engineering: Photographer Dave Roels takes a trip with BC Ferries, visits the office of Robert Allan Ltd., rides along with thecrew of the Rising Sun and the Rt. Hon. Paul E. Martin to illustrate the many functions of a marine engineer.

Visit www.bcshippingnews.com/photo to see the results.

16 BC Shipping News May 2013

you assess the state of the vessel and what’s going into it, it informs how you’re operating and managing that vessel. The administrative burden that it represents is actually good for business — it drives record-keeping accuracy and you’re making decisions around that. Take BC Ferries for example.

When I worked there, I would advocate for the expensive hull coatings because it was good for the environment but it was also good for business because the ships looked better and maintenance costs were reduced.

It will be interesting to see what the NSPS fleets look to in terms of initiating the Green Passport for their new vessels. I suspect that class societies will bring it forward by design standard or documentation even without a Canadian regulation.

There’s a great deal of credibility within the IMO and that’s to be celebrated. We wouldn’t want Canada being globally competitive around shipping operations and making rules in isolation. There is the criticism that by having common rules and approaches, states can avoid responsibility for a period of time — I don’t believe that.

I think there may be issues of state capacity in taking up rule-making but that needs to be added to a number of complex overlays. You don’t go to sea in a commercial vessel — 500 tonnes or larger — unless you have a class society behind you and you don’t go to sea without insurance and without an underwriter and then there’s the overlay of port-state control. It’s a pretty constricted regulatory field around, at least, the safe operation of shipping.

BCSN: Looking at IMO regulations, are we moving fast enough?

JS: I’m an IMO cheerleader so have a bias but, for their environmental and safety management agendas, the consultation may be overstated. You see this in the tentative approach and the long time-lines to developing a Polar Code, for example. We have best practices and we certainly have structural requirements for ice-strengthened vessels. Then you bring in the overlay of classification societies, underwriters and national regulators and you’re operating with prudence but we’re not yet at a Polar Code as such. There are

INDUSTRY INSIGHT still questions about content of the Code — whether it will be of such general requirements, spanning the gamut from construction standards to operational measures, that it will be imperfect and won’t drive the necessary changes in ice-covered regions.

BCSN: One analyst joked that by the time we get the Code, they won’t need it because the ice will be gone.

JS: That was me! My whimsical rule is that for every three years the navy waits for the Arctic Offshore Patrol Ship it can drop a Polar Code class because it won’t need so much ice-strengthening.

Seriously though, the polar classes speak to more than mere ice in my view.

There remain other navigational risks — the lack of charts and crew experience, for example.

BCSN: What about the North American Emission Control Area?

JS: “Finally” would be my answer.

We’ve finally got a co-ordinated approach in North America and it’s a triumph. There was, in economic terms, something of a ‘prisoner’s dilemma’ over the past decade — who will make the choice to set aside self-interest which may lead to a loss of a market advantage. If Vancouver were to adopt regulations for emissions control ahead of Seattle, would that displace marine traffic? It’s a very justifiable and real fear which means you need to move in lockstep. No issue is simple but I think we’ve finally got it right.

We need to get on with completing the work of ECAs (or rather Sulphur Emission Control Areas as per the IMO) and develop an integrated pattern of emission control areas that considers the risk of emissions to human health.

Do you need an emission control area off the coast of Western Sahara Africa given the population, prevailing climate and wind patterns? Do you need an ECA in the Arctic? For certain shipping routes in the Arctic, you wouldn’t because an ECA doesn’t speak to greenhouse gases that contribute to global warming, it speaks to human health impacts. So maybe we’ve got a bit of a cost advantage and a human health advantage in promoting Arctic shipping if you think about it.

It’s interesting — no one wants to think we should expand into the Arctic but maybe a shorter route and a route

Not a drop of water in sight. As a marine engineer and lawyer, Jeff’s work takes him around the world.

*

...for every hour one spends on the file of overall transport risk on the coast of B.C., maybe five minutes to engage more global issues is perhaps warranted.

more remote to us is not a bad idea.

Having said that, social values come into play and there is a social construct that says the Arctic must be preserved but look at it from a holistic view: If we agree that we’re going to conduct trade and human affairs by sea and that it’s desirable to do so, including from an

environmental impact because it’s the most efficient carriage of goods, then necessarily you would look at shipping routes that reduce impact and I can’t help but think of a number of scenarios that take you into the Arctic.

The problem with ECA is economic.

Annex VI of the Maritime Pollution

May 2013 BC Shipping News 17

INDUSTRY INSIGHT

Jeff meets with the leader of the Polisario Front national liberation movement and government in exile for Western Sahara, Mohamed Abdelaziz. Jeff currently represents the group in their bid for an independent state.

Convention began to drive down sulphur content in regular shipboard bunker to 4.5 per cent. When you talk about SECAs under Annex VI, you tend to focus on low sulphur content of 1.5 per cent — what we have forgotten is that there’s a broad ranging trend to an overall limit that’s at 4.5 per cent. This means we’re regulating the progressive refining of marine fuels. It takes a while but that’s the shipping industry — course corrections are incremental

— they need to be. You can’t force such a major change overnight.

BCSN: How is Transport Canada doing keeping up with all of the regulations coming out of IMO? JS: Great people doing a tough job.

The nature of how government regulates shipping has changed. There is more self-regulation — there’s more competency in industry to self-regulate. There’s the rise of classification societies and they have a more mature, more efficient, more quality-inducing posture, particularly through the phenomenon of delegation of state regulatory functions. For example, look at what class societies are doing for government fleets – they’re bringing innovations, partly in design and partly in life cycle management issues.

The nice thing about using class societies is that there’s some market selection — the class societies have to be very sharp in their game because they know customers have a choice and I think that heightens their innovation and customer responsiveness.

That’s a part of the regulatory construct that is not well understood. I would love to teach marine engineering law and regulation at BCIT’s Marine Campus. I would teach about where the law comes from; how it works internationally (because we’re subject to it); and how we, as marine engineers, can use it. The whole of the work that a marine engineer does is imbued with legalities. I think if marine engineering cadets read this they’ll be horrified but it’s true — it speaks to that complex overlay of actors. You really want

BC SHIPPING

to equip marine engineers by teaching them ‘where does it come from and how do you look at it’. Who are all the actors and institutions when it comes to our business? If we look at each one and determine their main interest, a lot is learned at a very practical level.

BCSN: While you were here in British Columbia, you sat on the Pacific Regional Advisory Council on Oil Spill Response.

Could you provide your thoughts on the debate over increased tanker traffic?

JS: Regional Advisory Councils were created as part of a recommendation out of the Brander-Smith report and they are a good idea. There are five Advisory Councils across Canada , as well as one for the Arctic. My view however is that they should be more fully resourced and should include public discussion. There’s no way the Councils could be expert organizations, nor would we want them to be, but there is a role for them in fostering the conversation about what marine spill response and prevention looks like and how the public is engaged on the issue. In a perfect world, the Advisory Council would have a robust budget for travel and public consultations. That is certainly needed on the West Coast where there are some strong emotions around the issue of increased oil tanker traffic.

Having said that, we have a very robust and sophisticated regulatory regime beyond mere response and prevention.

BCSN: While on the Council — did you feel that the response capabilities we had at that time were adequate?

JS: Yes. I believe that the 10,000tonne spill requirement is appropriate

NEWS

Commercial Marine News for Canada’s West Coast.

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T: 604-893-8800 / E: jane@bcshippingnews.com or visit: www.bcshippingnews.com 18 BC Shipping News May 2013

INDUSTRY INSIGHT and acceptable if it is properly exercised and co-ordinated among the various agencies involved. You can name any figure you like but it will still be dependent on the subtleties of interagency co-operation and the sophistication of the standing capacity such as you see with the Western Canada Marine Response Corporation. It’s a matter of nuance, but coupled with the other subtle things around prevention, competency, regulation and some aspects of enforcement, it’s not a bad track record by comparative standards to any other industry.

It comes down to a question of where you want to put your preventive dollar. It’s easy from an external

regulatory standpoint to acquire a number of measures and impose those costs on the shipper but that isn’t a sensible approach to regulation. What about more of a public construct that would include a change in vessel traffic management regulations, aids to navigation or other investments in infrastructure? If we don’t want oil going out of Kitimat, are we prepared to export our commodity by building a pipeline over land to the safer embarkation and shipping point that is Prince Rupert, and, if so, who’s going to bear that cost?

The west of North America has put social values on some aspects of the environment and resource uses and you

have to weigh the risks versus the benefits. If we’re not prepared to tolerate risk, then we don’t get to have an industrialized society with all of its associated benefits. As citizens in a particular place and time, we have an obligation to our immediate environment but, for every hour one spends on the file of overall transport risk on the coast of B.C., maybe five minutes to engage more global issues is perhaps warranted. It’s a question of simple balance and perspective. Outright avoidance will just cause the commodity to go somewhere else because we’re not in the era of leaving it in the ground. All you’re doing is geographically moving the potential impact. BCSN

About the Canadian Institute of Marine Engineers

T

he Canadian Institute of Marine Engineering (CIMarE) was created in 1976 to advance and promote the science and practice of marine engineering, naval engineering, naval architecture, and other associated professions. Membership in the CIMarE allows marine engineers and those in Canada’s marine technology industry to meet, correspond and exchange information and ideas.

In addition to the National Council, CIMarE has seven branches across Canada, including Newfoundland & Labrador, Atlantic, St. Lawrence, Ottawa, Great Lakes, Vancouver and Vancouver Island. Each branch provides a forum for members to network, learn from collective experiences as well as the opportu-

nity for professional development through technical presentations.

CIMarE helps to foster the next generation of marine engineers by offering greatly reduced student membership rates as well as scholarships and awards provided through the various educational institutions.

CIMarE hosts an annual technical conference, Mari-Tech, where new research papers are presented, key note speakers address the current issues and panel discussions promote lively debates. There is also a large exhibit hall where companies supporting the marine field can display their products.

This year’s Mari-Tech (June 25 to 27) takes place in Halifax, Nova Scotia, where over 200 delegates will meet to discuss topics related to design and operation innovation, human resource development, and procurement/quality management.

Starting this year, CIMarE has announced a new award: The Canadian Institute of Marine Engineering Medal of Excellence. This honour recognizes an

individual’s outstanding contribution to marine engineering in Canada, including technical innovation, sea-going service, substantial leadership in the industry or the teaching of marine engineering. The Medal is the hallmark of achievement in Canada’s marine engineering profession.

The award of the Medal of Excellence is not restricted to members of the Institute. All persons who may have made a meritorious, substantial and lasting contribution to marine engineering in Canada, through the operation of vessels at sea, the management and work of marine transportation enterprises and shipyards, the design of vessels, the promotion of safety of life at sea, government regulation, or the pursuit of excellence in the marine engineering field are eligible for the award.

Nominations are now being accepted (until May 31, 2013). For more details, please visit CIMarE’s national website (www.cimare.ca).

Learn more about CIMarE: National website: www.cimare.ca Contact information for each Branch can be found on the national site. In addition, information about the Vancouver Branch can be found at: www.cimarevancouver.ca Mari-Tech 2013: www.mari-tech.org.

May 2013 BC Shipping News 19

HISTORY LESSON

A poetic history of marine engineering

By Lisa Glandt

Librarian/Archivist, Vancouver Maritime Museum

A

dmittedly, I did not know what to write for this month’s column. Usually I am inspired by a research query, new donation, or the discovery of a tucked away gem in our archival collection. So I searched my library database to see what types of publications we had on the subject of “marine engineering” to start my background research. Turns out we have quite a few actually — 182 publications that include marine engineering dictionaries, histories, manuals, handbooks, exams, and biographies from Canada, the United States, Great Britain and Japan.

Some of these titles include Reed’s Useful Hints to Sea-Going Engineers: and How to Repair and Avoid “Breakdowns” — published in 1921 but with intentions still valid today! Not only does the 452-page publication contain

20 BC Shipping News May 2013

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“…the need for engineer officers of the highest professional attainments has never been greater...”

VANCOUVER MARITIME MUSEUM detailed analyses for engineers, it has some employment counselling for parents: “It is often noticed in a seaport town that when parents have two sons, one considered brilliant and the other rather dull, the bright specimen must be made “something in an office,” such as shipbroker’s, while the dullard can be made a Marine Engineer, where in the opinion of his progenitors, brains didn’t matter much. There never was a bigger mistake. That there is a tremendous field for brainy Engineers, with a sea-training, is proved by the innumerable lucrative posts that such men hold all over the world.”

Another favourite I found was Up Funnel, Down Screw: The Story of the Naval Engineer written by a Commander of the British Royal Navy in 1955. The foreword of the book contains this rousing script: “…the need for engineer officers of the highest professional attainments has never been greater; it is matched by the need for mutual understanding and respect between those who fight the ship and deck and

those who fight her below. We are all first and foremost naval officers who have our own peculiar contribution to make to the Navy in which we all serve together…”

The Library collection also holds 17 different periodicals related to marine engineering including some issues that date back to 1905. We have a small set of bound journals from the National Association of Marine Engineers of Canada. The May 1951 issue contains a poem titled “Down Below” that was written and originally published in the Victoria Times newspaper in 1923. The author, simply listed as “G.G.” dedicates the poem to all Marine Engineers. After reading through it, I was struck that perhaps this poem is my “gem” - from it you can learn a lot about the history of marine engineering and the important role that these engineers held and continue to have in maritime history.

Lisa Glandt has been the Librarian/ Archivist for the Vancouver Maritime Museum since 2007. She started volunteering at the museum in 1999 sharing maritime

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

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stories with school children and now she preserves the stories. She can be contacted at archives@vancouvermaritimemuseum. com.

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Untitled-1 1

May 2013 BC Shipping2/7/2013 News1:14:42 21 PM

Reap what you sow

By Martin Leduc

I

’ve had the unique opportunity to be intertwined in many aspects of the marine industry in Canada.

Whether in my professional life, working on ships across the nation, or through my hobby marine engineering website, www.dieselduck.net, I get to see many different perspectives, one of which I would like to share regarding the formal training of marine engineers in Western Canada in context of the global shortage of such professionals.

Since the early 1990s, our training institutions in Western Canada and industry partners have produced three Transport Canada-certificated First Class Marine Engineers.

In the early 1990s, Pacific Marine Training Institute (PMTI) in North Vancouver, B.C., shelved the Marine Engineering Apprenticeship program due to a lack of interest. It wasn’t until several years later — in 1996 — that the school started training marine engineers again under the provincially controlled Apprenticeship Program. I was fortunate enough to be included in this program’s intake.

Of the 16 apprentices who signed up (in September 1996), only two of us continue to work at sea although neither of us have reached the First Class certificate level. The Apprenticeship Program did not provide the Transport Canada exam exemptions that the current cadet program enjoys, making progression through the ranks challenging.

By 1997, the provincial government had disbanded many apprenticeship programs, including marine engineering. At the same time, BCIT, which had recently taken over PMTI in North

22 BC Shipping News May 2013

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Since the early 1990s, our training institutions in Western Canada and industry partners have produced three Transport Canada-certificated First Class Marine Engineers.

Vancouver (now referred to as the BCIT Marine Campus), began working on a new cadet-training scheme based on the International Shipping Federation’s program. The training was subsidized by the province’s education budget, through BCIT, with students paying their own tuition, much like other post-secondary education institutes in the province. The shipboard phases, a crucial component of the training package, was the responsibility of the student, co-ordinated through BCIT’s cadet co-ordinator under the post-secondary education model of a “co-op”.

In 1998, BCIT introduced the new Marine Engineering (and Nautical, or, Deck) Cadet Programs. This is a fouryear program with a substantive “hands on” component — one full year of training in the mechanic shop and three sea phases — combined with a major dose of theoretical learning and capped off with all of the mandated safety training — a “neat and tidy” package encompassing all of the required training built into one program.

Overall, the new cadet program is very well presented as a single training package. Responsibilities are much clearer for the student who deals directly with BCIT — i.e., there is no training supervisor at the government or company level and Transport Canada only comes in a supportive and oversight capacity.

The first intake (September 1998) saw 16 engineering cadets sign up. Of

those, four finished all the required phases and reached convocation; another four completed the requirements at a later time. Of that first Engineering Cadet class, I understand there is only one person who has achieved a First Class Certificate (however, a second person is one exam away from reaching the same level). Both are still sailing but one is looking at coming ashore shortly. Three other classmates are still sailing on commercial ships albeit in junior engineer roles.

The second Engineering Cadet intake at BCIT occurred in September 1999.

This time, 12 cadets appeared on the first day. Like all marine engineering programs, that number dwindles down quickly and only seven completed the program. Of those seven, only one has recently achieved a First Class Certificate but is moving ashore in a related industry position. Three others are reported to be working ashore; the remaining three are working on commercial ships — two in Canada and the other overseas.

In the subsequent classes, I believe there is only one more Engineering Cadet who has reached First Class Certification, however he is working ashore.

BCIT is refining its program all the time. The 2012 Marine Engineering graduating class was the first to see all those who started the program complete it. This is an outstanding achievement. I theorize we will also be able to

MARINE ENGINEERS expect improvement on the figures of attaining senior certificate levels as well.

BCIT is the only institution in Western Canada that produces formally trained marine engineers, and is one of the leading institutions of its kind in Canada. With this in mind, one can quickly appreciate the precipitous situation that ship operators, and the industry as a whole, are facing.

It’s safe to say that it takes 10 years following the successful completion of a Marine Engineering Cadet program before a small percentage of those who graduate achieve a First Class Certificate from Transport Canada. If a certificated seafarer is a “product” that your operation needs, you will need a 14-year lead time to order one. Never mind the complications of actually getting young people interested in ship life and its numerous challenges.

In Western Canada, all levels of certificated marine engineers are required on a wide variety of vessels. BC Ferries and the Canadian Merchant Service

Guild (the union representing a large number of marine officers for Seaspan, SMIT, Fraser River Pile and Dredge, Canadian Coast Guard, NTCL, and numerous other operators), are the primary employers of marine engineers.

Additionally, there is a need for engineers for independent vessel operations such as tugs and fishing vessels given engine sizes of 4,000 to 6,000 hp. It is easy to see that there is a significant need for certificate engineering officers who are willing to sail. A need, I propose to you, that the current situation in training and industry is not able to support.

With this in mind, I would suggest ship operators have an immediate threat to their ability to operate their fleets. They are lacking certificated people in required roles onboard, no matter what level of experience they may have. The long-term threat, however, is the lack of experienced people ashore. With the way professional seafarers are currently treated by shore side, I suspect the shortage of

experience ashore, is really the biggest of the threats to ship operators.

As a friend of mine often says, “it is what is it is”. It’s plain to see, from my perspective, that there needs to be some radical new ideas from owners, unions and governments — at home and abroad. The status quo is clearly not a sustainable model, fortunately or not, the situation in Western Canada is not an isolated case; I am observing it in numerous jurisdictions. Puzzling to me is the appearance of a “laissezfaire” attitude by industry, especially in Canada, which leads me to ask, what is the end game?

Martin Leduc has held a Transport Canada Marine Engineer Certificate since 1999, working on numerous types and sizes of commercial ships, primarily in Canada. He is better known in some circles by his hobby website, www.dieselduck. net, which explores the numerous facets of being a professional marine engineer in today’s world. He lives in Nanaimo, with his wife and three young sons. He can be reached at martin@dieselduck.net.

EXAMINATION FOR

MARINE PILOT FAMILIARIZATION PROGRAM

Examinations for Apprentice Marine Pilots will be conducted by the Pacific Pilotage Authority, in February 2014, to establish a list of applicants eligible to become Apprentice Pilots in Areas 2, 3, 4 and 5 (COASTAL WATERS) of the Pacific Pilotage Region.

Each applicant must be a Canadian citizen and be willing to undergo a medical examination to determine mental and physical fitness to perform the duties of a Pilot.

For information on Certification and Sea-time requirements, please refer to the Pacific Pilotage Regulations Sections 4 and 5. These regulations can be found on our webpage: www.ppa.gc.ca (under Corporate Information).

Applicants who believe they are qualified should submit a written request for an application form prior to 1530 hrs on Friday, June 7, 2013 to:

The Pacific Pilotage Authority is accepting Expressions of Interest from qualified mariners interested in participating in a Marine Pilot Familiarization Program prior to examination as apprentice pilots. This program will run from August 2013 to August 2015.

APPRENTICE MARINE PILOTS – COASTAL

Examination - President and CEO Pacific Pilotage Authority 1000 - 1130 West Pender Street Vancouver, BC V6E 4A4 An information session on “BECOMING A COAST PILOT” will be held at the offices of the Pacific Pilotage Authority on Wednesday, May 29, 2013 at 1000 hrs. Anyone considering this exciting vocation should attend this free session to get an understanding of the process.

Applicants must be Canadian citizens and willing to undergo a medical examination. For information on Certification and Sea-time requirements please refer to the Pacific Pilotage Regulations, Sections 4 and 5. The regulations can be found on our webpage: www.ppa.gc.ca under Corporate Information.

Qualified applicants who are interested in this program should apply in writing prior to 1530 hrs on Friday, May 17, 2013 to: Director, Marine Operations Pacific Pilotage Authority 1000 - 1130 West Pender Street Vancouver, BC V6E 4A4 Email: famprogram@ppa.gc.ca

May 2013 BC Shipping News 23

shipping New board announced for Chamber of Shipping of B.C.

24 BC Shipping News May 2013

Photo credit: BC Shipping News

T

he Chamber of Shipping of British Columbia elected a new board at their Annual General Meeting earlier this spring. Following the AGM, the new board re-appointed Bruce Rothdram as Chair and Dave Hill as Vice Chair and Treasurer. The full list of directors includes: • Bruce Rothdram, Empire Shipping Agency • Dave Hill, Compass Marine Services • Dave Bedwell, China Ocean Shipping Canada • Richard Chappell, Westwood Shipping Lines • Kim Christensen, ACGI Shipping • Terry Koke, Grieg Star Shipping • Marc Fellis, Westward Shipping • Peter Bernard, Bernard Marine Consulting • Scott Galloway

Left to right: Bruce Rothdram, Richard Chappell, Marc Fellis, Terry Koke, Dave Bedwell, Dave Hill, Kim Christensen, Scott Galloway. (Missing: Peter Bernard.)

shipping Environment Minister Kent’s visit to Vancouver:

Shipping sector at a turning point?

By Georgia Papadimitriou, MBA Policy and Business Analyst, International Ship-Owners Alliance of Canada

A

week before the announcement of the World-Class Tanker Safety Measures, Canada’s Minister of the Environment, The Honourable Peter Kent, came to the West Coast city of Vancouver to deliver a speech to the Vancouver Board of Trade. Speaking to an audience of more than 70 people, the Minister said that the Federal Government is determined “to balance environmental priorities with Canada’s economic agenda”.

Minister Kent, who adopts the government’s priority to create sustainable jobs, said that “the best way forward for Canada is to encourage investment and enterprise while, at the same time, holding it to the highest — and most transparent — environmental standards in the world”.

In his speech, Minister Kent highlighted that “the last thing any business needs is more uncertainty in the mix” and that his government has “taken such a pragmatic and transparent approach to crafting world-class environmental standards”.

Throughout Minister Kent’s speech, the government’s determination to create a balance between environmental standards and the economy by bringing Canada’s economic agenda to the same high standards as its environmental agenda, was more than evident.

The recent revision of the Canadian Environmental Assessment Act was a step towards this direction as the changes made to the Act would allow for the development and extraction of natural resources in a responsible as well as timely manner.

Prior to his speech at the Vancouver Board of Trade, Minister Kent met with The International ShipOwners Alliance of Canada and the International Maritime Centre to discuss legislative barriers that are impeding economic growth in the shipping industry. ISAC and IMC stressed the importance of attracting shipping

Kaity Arsoniadis-Stein, President and Secretary-General, ISAC; Environment Minister Peter Kent; and Georgia Papadimitriou, Policy and Business Analyst, ISAC. headquarters and offices to Canada in order to create more Canadian jobs.

Minister Kent agreed to take the issues raised to cabinet.

These recent developments are very positive indications of the government’s

efforts to achieve a fair balance between the environment and the economy. After all, it is necessary to have an environmentally conscious industry in order to grow a vibrant sustainable shipping sector.

com m ercia l a nd ma ritime law on ca na da 's we s t coa s t.

W. Gary Wharton Mark W. Hilton Katherine A. Arnold David S. Jarrett

Nevin L. Fishman David K. Jones Catherine A. Hofmann Mark Tinmouth

Peter Swanson Neo J. Tuytel Connie Risi

associate counsel:

Lorna Pawluk

Joan Rush

Thomas S. Hawkins Tom Beasley Paul D. Mooney

Peter G. Bernard, QC (retired) tel: 6 0 4 .6 81 . 1 700 fax: 604. 681 . 1 788 emergency response: 604. 681 . 1 700 address: 1500–570 Granville Street, Vancouver, BC, Canada, V6C 3P1 website: www.bernardpartners.com

May 2013 BC Shipping News 25

B.C.’s LNG cup runneth over...big time

By Ray Dykes

T

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The industry is meant to become a huge windfall for the provincial coffers and B.C. Premier Christie Clark announced in February more than $100 million worth of new royalties and taxes from the LNG industry

and that’s the U.S., where our sales have been declining along with natural gas prices. In fact, Canada’s sales to the U.S. have dropped by 16 per cent over the past five years and that country is now becoming our major rival in the LNG export stakes rather than our sole buyer.

However, by 2015, Canada hopes to breakthrough to new global markets

Source: www.shipspotting.com/Ian Thomas

he lineup for potential LNG terminals in British Columbia is impressive...and some may even end up being built.

There are at least three LNG terminal proposals current for Kitimat and another two storming along for the Port of Prince Rupert, all based on sales to a hungry Asian market and the ample shale gas reserves here on the West Coast. Even more LNG proposals could follow, but it is difficult to see all being built, some in the industry say.

LNG is the world’s cleanest burning hydrocarbon and it has been around for quite a while as an energy source as the first LNG plant began operation in the United States in 1917.

Canada only has one buyer in the global LNG export business right now

Soon to be seen on the West Coast? Tugs assist with the Al Mayeda, an LNG carrier of membrane design.

26 BC Shipping News May 2013

led by British Columbia and a surge of LNG exports, and eventually we could become a significant player on the global scene.

Currently, world markets are dominated by Qatar and Australia after early development was led by Algeria, Malaysia and Indonesia. According to a recent Ernst & Young report, as many as 25 countries — many of which have no current capacity — will account for up to 30 per cent of the world’s LNG in the next wave of development.

Canada is among that third wave and there’s no doubting that British Columbia does have its advantages. The cost of shipping a unit of LNG to Japan — the world’s largest importer — is estimated to be US$1.50 lower than from the U.S. Gulf Coast, for example, because of cheaper transportation costs and Canada’s colder climate, which means less energy consumption during the liquefaction process.

Kitimat and Prince Rupert are a clear day’s sailing closer to Japan than other West Coast ports giving them a distinct advantage over U.S. exporters. But, so far there is no infrastructure in place, although work has finally started on at least one project.

The industry is meant to become a huge windfall for the provincial coffers and B.C. Premier Christie Clark announced in February more than $100 million worth of new royalties and taxes from the LNG industry — later offset by a list of incentives in construction rebates and the like — while still insisting we’ll be okay, and comparing our province with Australia, where she said costs are a third higher.

However, Australia has a jump start over B.C. with three LNG plants in production and several more in the works, including the huge $52 billion Gorgon LNG complex offshore in West Australia, which is now over 55 per cent complete and expected to ship its first LNG in 2015. Gorgon is just one of about $190 billion of LNG projects already under construction in Australia.

Not surprisingly, some industry experts feel the fervour over the value of the developing LNG export sector by the B.C. Government and others has been “too optimistic” in what the International Energy Agency (IEA) has called the “golden age” for natural gas.

But, just maybe the optimism isn’t misplaced after all. The Chairwoman of Shell Australia, Ann Pickard, whose company has a 25 per cent stake in the massive Gorgon project, said late in February: “I think the world’s going to be able to take all the gas we can throw at it — U.S., East Africa, Australia, Canadian — I think the world can take it all.”

Much depends on the natural gas prices paid by Asian countries, which are now depressed in North America.

Japan is spearheading a move away from the relationship with oil (Japan pays one-seventh the value of oil under a special formula) and could end up with a hybrid approach boosted by its clout as the world’s No. 1 importer of LNG. Most of Japan’s nuclear plants have been closed following meltdowns after the 2011 earthquake and tsunami and the country now depends on natural gas for 40 per cent of its energy supply.

South Korea, China, India and others are also looking for a new pricing formula and along with countries such as the Philippines, which pays about

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LNG terminals With more than 650 million tonnes of LNG capacity in the planning stages around the world, there will be some losers, maybe even in British Columbia.

$11 per unit now, is counting on international competition to drive prices down. Other Asian buyers continue to pay between US$14-18 per million BTU of LNG, while Europe pays from US$10-12 and North America currently coughs up a paltry US$3.

No wonder exporting LNG for higher prices has been such a stimulus for project growth. It has been reported that Canadian exporters will need about $14-15, but competition is expected to be tough and history has shown that LNG projects frequently fail through cost escalations and the tough market. With more than 650 million tonnes of LNG capacity in the planning stages around the world, there will be some losers, maybe even in British Columbia.

“We have a multitude of LNG export projects here in B.C.,” says Anders Ekvall, a Vice President with Royal Dutch Shell PLC in Canada with responsibility for LNG and involved in two of the current B.C. projects with partners.

“Only a small subset are expected to prevail.”

Those at the starting gate in British Columbia so far include: Kitimat Kitimat LNG ($4.5 billion) — Apache Canada Ltd. and Chevron Canada Ltd. will build the Pacific Trail Pipeline from the Liard and Horn River

basins. Chevron will operate the LNG plant and terminal and Apache will run the upstream assets. Planned capacity is 700 million cubic feet of natural gas per day or five million tonnes per year.

Clearing and grading is underway at Bish Cove, the KLNG plant site.

Douglas Channel Energy Partnership — Using the existing capacity of the Pacific Northern Gas Ltd. pipeline, a small-scale natural gas liquefaction facility is proposed on the west side of Douglas Channel, south of Moon Bay. The target is for 900,000 tonnes of LNG per year. Douglas Channel Gas Service will build and operate the terminal facility for the partnership which received an export permit in February 2012.

LNG Canada ($12 billion) — Shell Canada Ltd., Korea Gas Corporation, Mitsubishi Corporation and PetroChina Company Ltd. are behind this proposal which will see the construction of LNG liquefaction and storage facilities, a marine terminal, and an interconnecting low temperature LNG transfer pipeline. TransCanada Corporation has been chosen to design, build, own and operate the $4 billion Coastal GasLink pipeline to transport the natural gas from the Montney gas fields.

BCLNG Export Co-operative LLC — A small scale LNG plant mounted on a barge which will be floated to Kitimat and positioned over a pad on shore. The

May 2013 BC Shipping News 27

LNG terminals co-operative is a 50-50 deal with the Haisla First Nation.

Prince Rupert BG Group — One of the big players in the LNG world, the BG Group is at the feasibility stage in this joint venture with Spectra Energy. The project will use a site on Ridley Island for LNG shipments through a dedicated two-berth terminal. Field studies are underway and there is unlikely to be a startup before 2015. A $90 million road, rail, and utility corridor is being built by the port and this will provide shared-use infrastructure for the new LNG terminal and other new facilities.

Pacific Northwest LNG ($9 – 11 billion) — Calgary’s Progress Energy Canada was recently bought by Malaysia’s state-owned energy company Petronas for $5.2 billion. The partners have selected TransCanada to build and operate a new LNG pipeline from the Fort St. John area to Prince Rupert for a proposed new LNG plant to be built on Lelu Island south of Ridley Island in the Port of Prince Rupert.

The facility would produce 12 million tonnes of LNG a year initially and could go as high as 18 million tonnes. Japan Petroleum Exploration (Japex) recently took a 10 per cent interest in the shale field holdings and in the LNG plant. A two-berth terminal is expected to be

28 BC Shipping News May 2013

built. If the project proceeds it could be in operation by 2018.

And there could be other partners and other LNG projects in the pipeline, so to speak. Prince Rupert Port Authority Vice President of Trade Development & Public Affairs Shaun Stevenson says the authority chose the proponents with the strongest capabilities to advance the LNG projects, but there’s still “lots of opportunity” and each project site had multiple players interested.

“There remain other proponents who seek sites in and around the Prince Rupert area,” he adds.

The Provincial Government has even offered a potential LNG plant site north of Prince Rupert and called for bids that closed mid-March. The site was the former Grassy Point project that failed in the 1980s for Dome Petroleum.

In all the fervour to build LNG plants and terminals, the one most likely to win the race to exports is the smallest.

Kitimat Mayor Joanne Monaghan predicts the BCLNG barge-mounted LNG plant is leading the way and BCLNG Export Co-operative Director Tom Tatham agrees.

“Ours is a smaller project than the others with no significant new pipelines needed,” he says. “I expect we will be in production by mid-2015.” BCLNG will have a liquefaction processing plant built on a standard Panamax-size

barge moved to its site in the Douglas Channel. There, the barge will be mounted on a pad on dry land.

Tatham expects to ship 10 to 12 cargoes a year and, with the specialized LNG carriers handling from 135,000 to 170,000 cubic metres these days, that could result in around one million cubic metres shipped a year. So far, 50 per cent of the output has been contracted to Chinese buyers and the rest is still the subject of negotiations.

Mayor Monaghan almost couldn’t be happier these days…except for a new wrinkle on the horizon. The Federal Government has made noises that the days of Kitimat being a private port might be numbered. It could just be a move for the Federal Government to exercise tighter control over navigation in the Douglas Channel.

The mayor learned of the possible new Kitimat Port Authority from television and neither she nor her council has been consulted. “I am very upset, my council is upset and the administration and people in town are upset they weren’t consulted.”

It promises to be a thrill a minute ride to LNG export startup . . . one way or another.

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

ENVIRONMENT A “made in North America” effort to raise awareness and performance

By Captain Stephen Brown President, Chamber of Shipping of British Columbia

T

he decision by Green Marine to bring GreenTech 2013 to Vancouver is very timely and we were pleased to have an opportunity to provide program support in the lead up to this year’s conference. Since formation in 2007, Green Marine has grown rapidly as a ”made in North America” effort to raise marine environmental awareness and performance. If we set back the clock by 25 years, environmental issues in the marine industry occupied very little of our time or attention. However, just as 9/11 changed the world, so did Exxon Valdez in 1989, at

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The availability of an “off the shelf” program with all manner of checks and balances to provide transparency and credibility is a master-stroke.

least for the marine industry and for those who regulate us.

We are seeing increased community attention being paid to port expansion projects across North America and to plans for development of Arctic resources. It is something of an irony that Canada’s West Coast faces opposition

to the development of new, or expansion of, existing oil export terminals whilst the U.S. West Coast faces stiff opposition to the development of coal export terminals. The common thread in both cases is the belief of project opponents that the export of energy resources from North America is a contributory factor to global climate change.

The marine industry should not be judgmental on issues of global climate change or what products any nation may choose to import or export.

However, what the marine industry can do is to ensure that we have our own house in order. There are several tools in the box to help us to do this, not least the work of the International Maritime Organization’s (IMO) Marine Environmental Protection Committee (MEPC) which is mandated to deliver co-ordinated and sustainable policies for implementation within practical guidelines. The IMO also importantly ensures a level economic playing field for ship owners.

So far as ports and terminals are concerned, governing legislation in North America has been largely state or provincially driven. There are exceptions of course, and the management of most May 2013 BC Shipping News 29

Gr Marine Ad 3_Layout 1 3/6/13 9:59 PM Page 1

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30 BC Shipping News May 2013

major ports now includes personnel having direct responsibility for managing the port’s environmental footprint with oversight in most cases being at board level. Port Metro Vancouver’s EcoAction Program which incentivizes performance beyond compliance is a leading example of what a well-considered initiative can achieve.

Of course not all ports have the capacity or even see the need to develop in-house programs and this is where Green Marine has been so successful.

The availability of an “off the shelf” program with all manner of checks and balances to provide transparency and credibility is a master-stroke.

On March 18, 2013, the Government of Canada announced Bill C-57, the Safeguarding Canada’s Seas and Skies Act. In support of the Act’s objectives, a three-man expert panel has been established to review tanker safety procedures and the associated legislation governing all aspects of oil spill response and preparedness. At the same time, the BC Government has been independently pursuing its own research into oil spill preparedness in both the land and marine environments.

The conservation movement has branded these initiatives as “Green Washing” but in reality, nothing could be further from the truth. Indeed, the government’s decision to move forward on these fronts enjoys the strong support of the marine industry which treats seriously any practical measure designed to preserve and potentially enhance the marine environment.

This is another reason why Green Marine is proving to be such a success.

The organization’s participants know full well when they sign up that they are making a considerable commitment in time and resources and that their performance will be measured and publicized.

The need to build or at least preserve our social licence is a new situation in which to find ourselves. Green Marine’s membership comprises ports, terminals, ship owners and shipyards, all of whom are dependent on social licence to function. Most of our ports are adjacent to, or even within, residential areas, many of which are host

environment Photo credit: Joonas Kortelainen, www.shipspotting.com

to vocal elements of opposition to port growth. It is therefore increasingly vital that ports and terminals establish their own tool-box of measures to gain public confidence and Green Marine fits the bill nicely.

GreenTech provides an opportunity to showcase the latest and greatest in environmental technologies and for industry to assess their effectiveness. It is no secret that ship builders world-wide are falling over themselves to design and build ever more fuelefficient vessels. This, in combination with slow steaming in most sectors, is dramatically reducing all aspects of marine industry air emissions.

The prospect for LNG to emerge as a primary fuel in the marine industry is also capturing the imagination.

Visionary governments are making investments in LNG bunkering infrastructure and owners in short sea trades are leading the charge in embracing LNG as a long-term option in meeting the demands of Emissions Control Areas and the longer-term global standards of allowable sulphur content in fuel. Here again, Green Marine has shown itself to be capable of amending the program to accommodate whatever new demands or technologies might come our way.

Having had the opportunity to attend the GreenTech conference in Chicago in 2011 and in Quebec City in 2012, I very much look forward to

Viking Grace, the world’s first large hybrid LNG fuelled cruise ferry – note LNG storage on stern (classed by Lloyd’s Register).

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GreenTech provides an opportunity to showcase the latest and greatest in environmental technologies and for industry to assess their effectiveness.

this year’s conference in our home city.

Green Marine can be assured of our strong support in ensuring a successful outcome and equally, we will do everything in our power to ensure the success of Green Marine’s new West Coast Committee which will be a hub for the growing western membership base.

Stephen Brown joined the Chamber of Shipping of British Columbia in September 2008. He currently sits on several committees and boards representing the interests of the B.C. shipping community. He can be reached at stephen@cosbc.ca. For more information on the Chamber, please visit: www.cosbc.ca.

GreenTech 2013 is just around the corner

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reen Marine’s 6th annual conference on green technologies and innovation for marine transportation promises two days of presentations, panel discussions and networking opportunities. GreenTech 2013 will take place at the Hyatt Regency, starting May 29th.

Andreas Chrysostomou, who chairs the Marine Environment Protection Committee (MPEC) at the International Maritime Organization (IMO), will be the keynote speaker. The conference will basically follow the structure that attendees have praised over the past five years. Topics of broader interest –such as perspectives on sustainability in the maritime industry or LNG projects- will be addressed in general sessions, after which parallel sessions will be held for representatives of port authorities and terminal facili-

ties in one conference room, and for the delegates from shipping companies in another. The program is now online.

Last year’s conference in Quebec City was the most successful to date with 160 participants and a record 18 exhibition booths. More exhibitors have already booked a space for this year’s conference and there are just a few booths left. The opening reception will be held in the exhibition room following a harbor tour sponsored by Port Metro Vancouver. Finally, GreenTech would not be complete without the presentation of the Green Marine certificates to all of the companies participating in the environmental program.

To find out more about GreenTech 2013, or to register, visit: http://www.green-marine.org/annual-conference.

May 2013 BC Shipping News 31

Canada’s pollution prevention and response regime:

Time for a reboot

By K. Joseph Spears

O

n March 18, 2013, the Government of Canada held a press conference to announce that it was enacting new steps to ensure that Canada has a “ world class tanker safety system”. At the same time, the Enbridge Northern Gateway Project Joint Review Panel was sitting in Prince Rupert to hear testimony on marine pollution response. Earlier this year, British Columbia Premier Christie Clark announced that one of British Columbia’s terms for supporting pipeline development in the province required that a “world-class oil spill response plan” be put in place.

Minister of Transport Denis Lebel and Minister of Natural Resources Joe Oliver echoed those words during the press conference which included news that the Safeguarding Canada’s Seas and Skies Act had been introduced into Parliament earlier that day. Both federal ministers made it clear during the press conference that the Government of Canada was committed to protecting both the safety of Canadians and the environment. No development would proceed unless rigorous environmental protection measures were in place.

“Canada is taking further action to ensure that the world tanker fleet is safely shipping oil and liquefied natural gas through Canada’s waterways before any new energy export facilities become operational.” The message was similar to that provided by former Minister Jim Prentice during his speech to the Vancouver Board of Trade last spring: “Ottawa has sole jurisdiction over our territorial waters.

So it must take the lead in developing 32 BC Shipping News May 2013

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Both federal ministers made it clear during the press conference that the Government of Canada was committed to protecting both the safety of Canadians and the environment.

a management regime that will take into account the rewards as well as the environmental risks of increased West Coast tanker traffic. Legislation will be required. So too will contingency plans for unforeseen eventualities.”

Tankers in Canadian waters is not a new activity and can be traced back to the turn of the century with the first bulk tanker of petroleum products sailing through Vancouver Harbour.

The former Imperial Ioco oil refinery at Port Moody Harbour commenced operation in 1919. Over much of the last century, Canada had a deepsea fleet of marine tankers. Many of the oil nationals maintained their own fleets for global trade and for supplying refineries that serviced the Canadian market. However, these fleets waned for a number of economic reasons. Today, most tankers in Canadian waters are foreign-flagged.

Given the requirement for west coast tidal access to open up new Asian markets for the oilsands exports, the issue of marine tanker traffic has risen to the top of public consciousness through a very vocal and organized campaign to ban all proposed (and presumably existing) tanker traffic.

Over the last four years, there have been various private members’ bills submitted to Parliament advocating a complete tanker ban on the West

Coast. A complete tanker ban is seen by many commentators and groups as the only way to alleviate marine risks arising from the bulk transport of oil in Canadian waters.

To say this is a politically charged situation is an understatement. Coastal First Nations in British Columbia, who oppose the Northern Gateway project and who have pulled out of the NEB hearings, released a poignant video on the 24th anniversary of the Exxon Valdez (March 24) talking about the risks that tankers pose to the pristine British Columbian coastline complete with Paul Simon’s “Sounds of Silence”. It is against this backdrop that the government initiatives need to be considered.

Dialogue on this important environmental and economic issue is critical.

Most do not realize that the majority of oil consumed by Canadians is imported by marine tankers to the eastern half of the country. This marine trade has been free of a major tanker oil spill since 1979 when the British tanker M/T Kurdistan spilled 7,000 tonnes of oil into the Cabot Strait which then washed ashore along a 550mile stretch of the Nova Scotia coast.

In the last 30 years, Canada has had a very solid safety record with respect to major marine tanker spills which, incidentally, have decreased globally to zero in recent years. Canada’s oil pollution

tanker safety response capability was subject to a September 2010 report entitled “Oils Spills” by the Sustainable Development Commissioner of the Office of the Auditor General of Canada. This report called into question the government’s ability to respond to a major oil spill. The Government of Canada took notice of the report and struck an Deputy Ministers’ Inter-departmental Committee on Marine Pollution to implement a response to some of the Auditor General’s concerns.

While the current pollution response regime has served Canada well, it is time to look at this with fresh eyes given the changing oil pollution risks generated by new marine activities as noted by the Government of Canada in response to the Auditor General’s report. In addition to the new Act, the government announced eight new measures to strengthen Canada’s tanker safety program. These measures include: • Increased tanker inspections with a first-visit inspection and then annually.

Left to right: MP Andrew Saxton, Minister of Natural Resources Joe Oliver, Minister of Transportation Denis Lebel, Captain Gordon Houston and Robin Silvester, President & CEO, Port Metro Vancouver, during a press conference to announce new initatives.

May 2013 BC Shipping News 33

tanker safety

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Perhaps the most significant element of the government’s announcement to create a world-class response regime however, is the establishment of a Tanker Safety Expert Panel.

• The National Aerial Surveillance Program (NASP) will be expanded.

This is an existing program using Canadian-built Dash-8 aircraft which has been highly successful for marine surveillance.

• The Canadian Coast Guard will implement an Incident Command System which will allow it to respond more effectively and integrate its operations with key response partners.

• The existing pilotage program will be examined as will the present requirements for tug escorts in confined waters.

• More ports will be designated as public ports, starting with Kitimat, which is the West Coast terminus of the proposed Northern Gateway pipeline.

34 BC Shipping News May 2013

• There will be increased scientific research on non-conventional petroleum products, including diluted bitumen, to enhance the understanding of these substances and how they behave when spilled in the marine environment.

• The Canadian Coast Guard will ensure that a system of aids to navigation comprised of buoys, lights and other devices to warn of obstructions and mark the location of preferred shipping routes is installed and maintained.

• The Canadian Coast Guard will develop options for enhancing Canada’s current navigation system including aids to navigation and hydrographic charts, by the fall 2013.

In total, these initiatives are estimated to cost $130 million over five years.

Perhaps the most significant element of the government’s announcement to create a world-class response regime however, is the establishment of a Tanker Safety Expert Panel.

The Panel is chaired by Captain Gordon Houston, former President & CEO of Vancouver Fraser Port authority. Captain Houston is a master mariner and has been involved in all aspects of pollution counter-measures from a strong operational and management perspective. Two other committee members are equally qualified to provide an expert review of Canada’s spill response regime: Mr. Richards Gaudreau, a maritime lawyer from Québec City who has practiced law since 1969 and has a wealth of experience in marine regulatory issues; and Dr. Michael Sinclair, a former director of the Bedford Institute of Oceanography. Dr. Sinclair holds a PhD in Oceanography and has held various positions bridging the disciplines of research, resource management and marine ecosystems. His most recent posting was as President of the International Council for the Exploration of the Sea (ICES), an international organization which co-ordinates research and provides scientific advice on marine issues for countries bordering the North Atlantic.

The Panel provides a well-balanced approach with a depth of technical expertise. They will conduct a panCanadian, evidence-based review and assessment of Canada’s tanker safety system to make recommendations to the Government for a “world-class” tanker safety system. The review will have two components: 1) focus on the system currently in place south of 60o North latitude; and 2) focus on requirements needed for the Arctic as well as a national review of the requirements for hazardous and noxious substances, including liquefied natural gas.

The panel will submit a report by November 15, 2013, for the first phase of the review following public consultations, research and analysis. The second report, dealing with the Arctic as well as hazardous and noxious substances

tanker safety will be submitted by September 2014. A full-time Secretariat will be established within Transport Canada to support the Panel’s mandate.

The last panel to review Canada’s tanker safety system was commissioned following the 1989 Exxon Valdez incident. The resulting Brander-Smith report led to a series of recommendations which constitute the basis of the current national marine oil spill preparedness and response system. This new panel will focus on a number of elements:

work ahead of it and the Government of Canada is to be congratulated for addressing this issue and selecting and appointing a world-class panel. Short of drastic alterations to maritime trade, Canada’s ability to constantly maintain world-class standards for spill prevention and response is imperative to meet the criticisms from non-government environmental groups. I am confident this world-class Panel will ask the hard questions and make recommendations that will strengthen Canada’s ocean governance. Canada’s economic

Current capacity Is the current regulated response capacity of 10,000 tonnes a world-class standard and what would be the costs and benefits of changing this requirement? Does the current regime meet today’s needs in the event of a worstcase scenario? And what elements of the current regime could be improved to make it “world-class”?

Model How effective is the system’s structure, including its private-public model, funding and fee arrangements, and the placement of response assets? Are the preparedness requirements for ports, ship owners, oil-handling facilities and Response Organizations adequate? What role should the Canadian Coast Guard take during the response to an oil spill?

Coverage Is there a need to extend the current system to other substances and create a new cost-effective preparedness and response system in the North? How should a world-class oil spill preparedness and response regime be funded? Is the current fee structure fair, reasonable and transparent and does it meet the current regime’s requirements?

With a strong composition of members and a clear mandate on its goals, Canada’s spill prevention and response regime has been given a reboot by the Government of Canada. There is no doubt that the strength of the panel members — both in expertise and character — will ensure an independent and unbiased examination of all aspects of oil pollution prevention and response.

Issues with respect to tanker traffic in British Columbia are not going away anytime soon. The Panel has important

future and the protection of British Columbia’s coastline depend on getting this right. With Captain Gordon Houston at the helm, there is no doubt that a solid course will be steered.

Joe Spears is Maritime counsel at Straith Litigation Chambers and is a principal at the Horseshoe Bay Marine Group and has been involved in pollution issues for the last 30 years. His father Ken went to sea on Imperial Oil Tankers in 1945.In 1979 he was involved in the tanker M/T Kursdistan oil spill response. He can be reached at kjs@oceanlawcanda.ca.

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1-800-661-3983 email navcommsales@cmcelectronics.ca www.cmcmarineelectronics.ca May 2013 BC Shipping News 35

36 BC Shipping News May 2013

PASSENGER VESSELS

Safer seas...aiming for greater competence.

By Nigel S. Greenwood

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Greenwood Maritime Solutions Ltd. “We have a problem…” (?)

I

This article will examine the evolution of maritime training and certification schemes to show how recent efforts to improve the competence of mariners will provide for a safer carriage of both precious and dangerous cargoes.

or lack of skill. Leading from this study, a great deal of effort is underway in many Maritime Education and Training (MET) institutions to constantly improve training. The goal is greater competence and not just certified knowledge.

This article will examine the evolution of maritime training and certification schemes to show how recent efforts to improve the competence of mariners will provide for a safer carriage of both precious and dangerous cargoes.

From apprenticeship to production line Traditionally, the production of seamen officers was a lengthy and arduous process. The standard recipe was to take a male child of impressionable age (12-16) and subject them to the primal rigours of the midshipmen’s gunroom or the apprentice’s half-deck. Those who survived the violence of the enemy or the weather (or even their shipmates) would learn some boat-work and navigation between punitive trips to the masthead. After two to six years, further self-study, cramming schools and finally written and oral examinations,

Photo source: www.gcaptain.com

n the past few years a number of marine accidents have, rightly or wrongly, focused public attention on the competence of professional mariners. Here in the Pacific Northwest, it is easy to see why this is a topic of common concern: each summer season the B.C. coast is host to about 1.3 million cruising travellers as approximately 30 of the world’s largest cruise ships sail our waters. And the current climate of popular debate surrounding the prospect of exporting oil through the Pacific Gateway is focused on the dire environmental effects should a tanker go aground on the north coast.

Indeed, much of the discussion presumes, to a large degree, that accident is the inevitable consequence of unavoidable human error. In this matter, statistical study sides with intuition; a 2012 report by the Standard Group of maritime insurers found that of 85 claims over $1M in the previous five years, more than 50 per cent were caused by watch-keeper fault rather than technical failures. Many publicly prominent examples — Exxon Valdes, Queen of the North, Costa Concordia — seem to bear this out.

But even if the implicit premise of human fallibility is accepted, one need not accept as a corollary that nothing can be done. In fact, in maritime jurisdictions around the world, talented professionals are examining the record to determine if the causes can be more specifically categorized as negligence, ignorance (unfamiliarity, perhaps)

How does this happen? The M/V Springbo & M/T Gas Roman on approach to the mega-port of Singapore in 2003. they would be certified as Lieutenant or Second Mate. This process yielded qualified junior officers with significant sea experience by the time of their 18th birthdays.

May 2013 BC Shipping News 37

passenger vessels

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about 90. Over a four-year course leading to a BSc in Marine Transportation, the cadets undertake summer cruises, both in the academy’s 500-ft training ship Golden Bear and with commercial shipping partners. This allows them to accumulate sufficient sea-time to attempt the US Coast Guard certification examination for Third Mate before their academic graduation. Canadian maritime colleges such as Memorial University’s Marine Institute in St John’s (MUN-MI), or BCIT’s Marine Campus in North Vancouver, use comparable models of officer development. The stringency of this combined academic/practical challenge is indicated by a 25-30 per cent attrition between joining and certification, a loss rate common to all similar training establishments.

Today, there are over 145 recognized maritime colleges in the world. Of these, 35 are in the Philippines, reflecting the increasing representation of that nation in producing the world’s professional seafarers. of post-secondary education in their specific technical-operational domain.

Today, there are over 145 recognized maritime colleges in the world. Of these, 35 are in the Philippines, reflecting the increasing representation of that nation in producing the world’s professional seafarers. Many nautical colleges are in fact full-fledged polytechnic universities, offering undergraduate and post-graduate degree programs as well as cadet-training schemes leading to certification. At the high end of maritime training agencies is the World Maritime University in Malmo, Sweden. It offers exclusively post-graduate degrees and diplomas at MSc/PhD levels in Maritime Law, Logistics, Education, Environment, Management and other related academic disciplines.

The problem of marrying sophisticated technical knowledge with practical competence leads many nautical colleges/academies to offer a co-op program. California Maritime Academy’s (CMA) template is representative of mid-sized, well-founded maritime colleges in the developed world. CMA’s body of 300 deck-officer cadets is assembled from an annual intake of

Photo source: www.shipspotting.com

The process of examination was itself in some cases quite subjective.

Standard texts, while containing an uncommon degree of mathematical detail, favoured rote learning: standard questions accompanied by stock answers to be memorized. The oral examination which concluded the process was a torturous rite of passage: Joseph Conrad wrote of his own experience in these terms: “It lasted for hours, for hours…And still the passionless process went on...‘This ancient person,’ I said to myself, terrified, ‘is so near his grave he must have lost all sense of time’…He began by trying to make me talk nonsense.”

In the mid-19th century, the growth of maritime trade created a need for more deliberate means of producing reliably-trained officers. Competing maritime interests in London and Liverpool founded floating schools such as the training ships HMS Conway and HMS Worcester to feed the officer ranks of the merchant marine and the Royal Naval Reserve. Similar initiatives were undertaken in other countries. Over time, most of these schools migrated ashore to “stone frigates” and became more formalized as centres

The modern training-ship: California Maritime Academy’s TS Golden Bear.

38 BC Shipping News May 2013

Standardization…safe for whose waters?

With the early 20th century adoption of measures to improve the safety of ships and seafarers, it was not long before the idea of standardized training and certification was raised. Among the objectives of the International Maritime Consultative Organization (established in 1948, now the IMO) was the goal “to encourage and facilitate the general adoption of the highest practicable standards in matters concerning maritime safety, efficiency of navigation and prevention and control of marine pollution from ships”.

The IMO’s first Convention on the Standards for Training and Certification of Watch-keepers (STCW) was agreed in 1978, followed by amendments in 1995 and, most recently, in 2010. While the earliest STCW convention had established a more consistent basis for reciprocal recognition and equivalence of Masters’ and Mates’ qualifications, the 1995 amendments added technical rigour and improved the IMO’s capability to force compliance. This compliance usually took the form of coercion by shame of exclusion from the “White List” of fully compliant nations, and more frequently targeted port inspections. The 2010 (Manila) amendments further updated the Convention with respect to modern navigational equipment, advanced

passenger vessels learning methods (e.g., web-based nationally-adopted (STCW-compliant) training), hours of work/rest, sub- certification regulations.

All of this sounds quite impressive stance abuse, special requirements for tanker and LNG crews, and polar oper- in terms of structure, best-practice collaboration and co-operative developations, among other changes.

An outcome of the increasing inter- ment. However, it is not fool-proof, national collaboration and growing or rather: fraud-proof. A 2001 report bureaucratic strength of the IMO commissioned by the IMO polled 97 has been the development of “model maritime administrations, of whom courses”. These documents, 63 of 56 responded. Of these, 82 per cent which have been published under IMO reported instances of forgery of cerimprimatur, detail recommended syl- tificates in the previous five years with labi for a number of watch-keeping an astounding 12,000 cases out of activities or specialist employments 12,635 being reported by a single mariunder the purview of STCW. Among time administration! An indication those published, but under review to of the continuing scope of the probaccord with the Manila Amendments, lem is found in the 2010 IMO report are those dealing with Master, Chief on this subject which details 48 pages Mate, and Officer in Charge of the of reported fraudulent certificates in Navigational Watch (OICNW). Of 2009.

Clearly, there is always a degree of course, these model courses are for voluntary adoption by interested parties, incentive which attaches to a seemnot formally prescribed; each national ingly quick route around a lengthy and maritime administration is respon- demanding process. A more insidious risk is that the training meets the letsible to audit and approve, within their SCA0019A Ad - BC Shipping News.pdf 1 10/19/2012 8:30:34 AM jurisdiction, nautical courses taught to ter of the IMO standard, yet comes

nowhere near assuring the competence to conduct a watch in a busy seaway, potentially under challenging meteorological conditions. The term “diploma mill” is commonly used to describe such “least-compliance” approaches, some of which teach strictly to the multiplechoice exams. But many others are looking to meet or roundly exceed convention standards. The more conscientious, leading maritime educational institutions are now making advanced use of “virtual reality” techniques to conduct real “performance checks” on their certification candidates.

Almost as good as the real thing… or perhaps better!

Simulation has been available to the maritime industry almost as long as radar has been in common usage at sea. Here in Canada, both the Royal Canadian Navy and Canadian Coast Guard employed radar simulators for “Blind Pilotage” and collision avoidance practice by the mid-1970s. Sure,

May 2013 BC Shipping News 39

passenger vessels the effects were rudimentary (the steel gash bucket clanging down the hallway was not a signal that you’d forgotten to take the garbage out) but the advantage was that the exercise could be pursued beyond the point of prudent recovery in order to make the (failed) lesson clear.

In the Navy, the combination of radar and sonar inputs to a fully mocked-up Operations Room enabled the development of truly complex scenarios for large watch-team development and assessment.

The rapid development of computing and audio-visual technology in the 1980s quickly led to the propagation of much more advanced simulators throughout the aeronautical and maritime worlds. Using a variety of methods, including both projection and use of flat-panel plasma displays, a very realistic bridge with 220 or even up to 360-degree visibility could be replicated. Early efforts to generate (properly uncomfortable) sea-going realism included the use of aeronautical simulator platforms for a “full motion”

40 BC Shipping News May 2013

experience. With increasing computing power and visual fidelity, this is not now strictly necessary; on a fixed base with a visual horizon which moves to reflect ship heave, roll, pitch, yaw, sway and surge, those with weak stomachs are quickly identified! Ship movement due to manoeuvres, wind/ sea and swell, or even collision, are well-modelled through complex hydrodynamic algorithms.

The sophistication of marine simulators was both enabled and driven by the increasing technology on ships’ bridges. The profusion of Automated Radar Plotting Aids (ARPA) in the 1980s and Electronic Chart Display and Information Systems (ECDIS) in the 1990s meant that more training had to be focused on developing familiarity with myriad equipment functions. Marine simulators became the right place both to teach the “buttonology” but also to subject certification candidates to real-time pressures of combined navigational and collisionavoidance risks. Lately, with ARPA/

ECDIS displays, which are increasingly software controlled (i.e., not constrained by physical controls on the cabinet), simulation has gone one step further. Different displays within the bridge module can now be reconfigured to “emulate” the specific radar/ARPA sets fitted to the particular ship-model in use.

A large measure of this simulation capability can now also be taken to the desk-top. At each station of the RCN’s “Naval Part Task Trainer” (NPTT), the student faces two large flat-panel monitors and a laptop. On one display, the candidate sees the view from the bridge windows and a readily-reconfigurable selection of steering/throttle and bridge controls. On the other flatpanel, she sees the radar/ARPA display and controls. And on the laptop is shown the associated ECDIS display.

All of these are linked to allow students to follow a programmed course in navigational/ collision-avoidance problems of increasing complexity or to work in their own time for greater

passenger vessels

Specialist training and development To this point, we have been covering the route to initial certification.

Simulation also plays a critical role in continuing proficiency training, vessel familiarity training, and development of advanced manoeuvring practices.

Navies, with special requirements for ship-handling in company, move beyond single-bridge mentoring. At the RCN’s NABS (Naval Advanced Bridge Simulator) in Victoria, six separate bridge modules can be run either independently or in a “linked” status in the same database. This enables fleet manoeuvres to be exercised in a way that is not only subject to the rapidity of changes to the ordered formation — or the whims of the instructor — but also dependent on the sometimes unpredictable responses of the other participating ships (now that’s reality!).

Simulation can also be tailored to specific needs. For example, pilotapprentices and masters from around the world have, since the 1980s, made use of the relatively low-tech but still enormously instructive manned models at Port Revel in Grenoble, France.

Here, the “simulation” is as real as it gets: the 10 floating model ships in inventory are carefully scaled and can be configured to replicate the tonnage, controls and powering arrangements of 20 different cruise ships, tankers, LNG carriers and container ships from 38,000 to 400,000 dwt. Added to this are four tug models which represent the range of powers and capabilities available in the world’s major ports.

Photo credit: BC Shipping News

familiarity with the functions of the bridge systems.

The role of simulation is now wellestablished and almost indispensible to the development of watch-keeping competence. In fact, California Maritime Academy blends simulation and reality to an unusual degree: onboard their training ship Golden Bear, they have a fully outfitted navigational lab and simulator. This re-affirms that developing competence is not only about logging “time on the plates” but requires careful objective observation and mentoring through constructive challenges.

Almost as good as the real thing...Kongsberg’s Simulation Centre at the BCIT Marine Campus in North Vancouver.

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The role of simulation is now well-established and almost indispensible to the development of watch-keeping competence.

BC Coast Pilots’ apprentices use Port Revel as well as similar facilities in the UK and Poland but also regularly attend computer-simulation training.

One institute which specializes in pilot training, among other programs, is the Maritime Institute of Technology and Graduate Studies/ Pacific Maritime Institute (MITGS-PMI) in Seattle.

This facility offers linked tug (two) and escorted vessel bridge modules such that pilots can practice their manoeuvres with qualified and experienced tugmasters handling the escorts.

A similar capability exists in North Vancouver at BCIT’s Marine Campus simulator. LANTEC Marine Inc., who have provided simulator operation and mentorship in the RCN’s eastcoast simulator for the past 15 years, is using this system in co-operation with Seaspan Ferries, Seaspan Marine, and SMIT Marine Canada to blur the distinctions between training and port development. Their work with prospective masters helps to develop confidence and skill in ship-handling when career employment might not have afforded the opportunity to do

this for real before assuming command responsibility. A side-benefit is the inculcation of a spirit of life-long learning and mentorship, so that Masters will actively nurture command potential in their subordinates.

Where this extends into experimentation and development is a project in co-operation with BC Coast Pilots and Port Metro Vancouver. In this case, LANTEC has applied the best available expertise to safely explore the bounds of vessel management in this tight harbour. Using experienced tug masters and BC Coast Pilots, they have been able to determine the best tether-lengths and responsive manoeuvres as a matter of observed fact and not just subjective evidence. This work has been crucial in demonstrating the safety of handling larger ships with closer lateral and under-keel clearances.

Globalized professionalism Clearly, maritime training does not end with certification, either at the Mate or Master level. More and more, the maritime industry is embracing continuing proficiency training and May 2013 BC Shipping News 41

passenger vessels

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...shipping companies all over the world are developing programs to ensure that their certified crews are fit for purpose.

education, in addition to the statutory requirements for periodic licence renewal. While the IMO represents the forum for agreement on international conventions, other bodies, such as the Nautical Institute, are representative of the effort to constitute a professional “college” representing highest ideals of competence, education and ethical practice in the maritime domain. Indeed, these hallmarks of a profession underline that the vocation of a shipmaster is not just a trade.

Individually, shipping companies all over the world are developing programs to ensure that their certified crews are fit for purpose. Some of these are world-class in their potential to enhance not only their own operations but also to contribute to the globalized professionalism of the maritime industry. One such example close to home is the BC Ferries’ Standardized Education and Assessment (SEA) program.

The SEA program is a web-based online system which leads each new employee, or those stepping up a level of certification and employment, through a graduated program including fleet-wide fundamentals, specific vessel and route familiarization, onboard job shadowing and multi-modal assessment to obtain “clearance” for a given position and ship. BC Ferries SEA Trainers have access to the full suite of SEA resources through their trainer accounts. The system is also partially accessible to all non-trainers and the general public (see http://learning.bcferries.com). The system includes a career progression component aimed at supporting the development of employees to their next level within the company.

SEA is also dovetailed with two other training initiatives of BCF: the BCF Academy, which provides training resources and support to individuals and teams, and BOSS (Bridge

Operations Skills and Systems), which provides BCF-specific training and assessment for whole bridge teams, using BCF’s three visual bridge simulators. Jeff Joyce, BCF’s Director of Fleet Operations and formerly the Director of Operational Training, acknowledges that while SEA has been under development for some time, the Queen of the North sinking added more urgent incentive to have a well-founded, repeatable and auditable system of developing and maintaining crew competence.

A Vancouver company, Marine Learning Systems has been a key collaborator with BCF in the design and development of SEA as a world-class company-level training system. Its wider applicability is obvious and has already generated considerable interest. MLS’ President and CEO Murray Goldberg has also provided an additional service which is openly accessible to mariners: www.maritimementors.com applies the protocols of an “academic social site” to the problem of matching developing mariners with suitable mentors.

Applicants can specify their certificate level, ship type, trading route and other specifics to find an appropriate match to advise them on professional challenges or career paths.

A number of other organizations and initiatives speak to the desire to raise the lowest common denominator of maritime training. The International Association of Maritime Universities (IAMU) includes 53 high-end nautical colleges and academies among its members, all of whom pledge cooperation toward the common goal of developing a “standardized Undergraduate Curricula and an International Certification System for Competency”. Another such organization is the Global Maritime Education and Training Association (GlobalMET) which was formed in 1995 to pursue similar objectives. GlobalMET currently collates the efforts of 18 MET institutions in the Asia-Pacific region.

A recent addition to the list of organizations activating for more competence-based training in the maritime domain is Project Sea Drive. This is a global discussion group of active mariners and educational professionals, largely members of the Nautical Institute, who see some urgency to the need to rid the seas of those who may still obtain their tickets through “diploma mills.”

Conclusion The history of maritime education and certification has been one of constant evolution and improvement. While ships continue to run into each other and charted navigational dangers, it appears that further improvement is still necessary.

That this is happening, not just here but all over the world, is good news. Indeed, advanced techniques make competencebased education and training ever more accessible.

The better news, perhaps, is that both the need and the solution have considerable traction here in the Pacific Northwest. With greater, continued attention to the issue of competence at the beginning and throughout a nautical career, we are in a better place to acknowledge that the risk to our environment here on the coast is finite, but manageable.

Nigel Greenwood is a retired Rear-Admiral of the RCN. He consults at GreenwoodMaritime.com and is a part-time mentor in the RCN’s navigation simulator in Victoria. He is an Executive Director with Project Sea Drive.

42 BC Shipping News May 2013

passenger vessels Notable industry leaders scheduled to speak at the Nautical Institute Conference

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he Nautical Institute (BC Branch) is pleased to announce the following speakers as confirmed for the NIBC 2013 Conference: Stephen Payne, PhD, OBE, FRINA Dr. Payne was formerly the VP/Chief Naval Architect with Carnival Corporate Shipbuilding.During his career he has been responsible for many cruise ship innovations. He was the Designer and Director of Project Management for Cunard’s flagship Queen Mary 2. He is the keynote speaker and will address the conference on Passenger Vessel Safety generally, as well as speaking to the Queen Mary 2 project David K. Jones Mr. Jones is a partner with Bernard & Partners, Barristers and Solicitors.

His legal practices focus on maritime issues and he frequently writes for BC Shipping News on such matters. He will speak on the “History of Passenger Vessel Misadventures from Titanic to Costa Concordia” John Dickinson Mr. Dickinson has been the Nautical Institute’s Head of Delegation to the IMO for the past three years. Previously he was the Manager of [Maritime] Licensing in New Zealand. He will speak to “ IMO and SOLAS; What it has done for Passenger Vessel Safety?”

John Hicks Mr. Hicks is the Vice President of Lloyd’s Register Passenger Ships Group.

A Naval Architect, he was previously the Principal Surveyor, Passenger Safety with Lloyd’s. He will address: “Class Society Contribution to Passenger Vessel Safety”

Captain John Wright, FNI Captain Wright is the Managing Director of Wrightway Training Ltd., whose clients include Carnival Corporation and BC Ferries. He will speak to “SailSafe — A collaborative workforce management system” Doug Houghton Mr. Houghton is the President of Current Corporation which manufactures advanced day and night-vision camera systems for marine surveillance applications worldwide. Current Corporation is the NIBC Conference’s Platinum Sponsor. He will speak to the safety applications of his systems.

Elizabeth Steele Ms. Steele is the Operations and Marketing Manager for the popular Victoria-based whale-watching company, Prince of Whales. She will use her specialist expertise to address the safety issues of “Small Open Passenger Vessels”

Bruce Paterson Mr. Paterson is the Fleet Technical Director, BC Ferries. He will address “Naval Architecture — How Designs are Changing in the Future”

Panel session Issues of major ferry operators will be covered by a panel of regional experts addressing the question “How do mass passenger ferries deal with safety?”: • Captain Jamie Marshall, Vice President Operations, BC Ferries • Captain George Capacci, Deputy Chief Operations and Construction, Washington State Ferries • Captain Elmer Grasser, Port Captain Black Ball Line (MV Coho)

Trevor Bailey Mr. Bailey is the Managing Director of Seatag Safety Systems, which produces award-winning mobile solutions to achieve fast, accurate accountability for personnel during an emergency. He will speak to “Accountability Start to Finish”

Beth Gedney Ms. Gedney is the Director Safety, Security and Risk Management, for the Passenger Vessel Association, a Virginia-based organization whose diverse membership carries 200 million passengers per year. She will address

the harbour and dinner-cruise sector of the industry.

Captain Michael Inman Captain Inman USCG (Ret’d) is VP Safety and Environmental Management Systems, Holland America Line/ Seabourn. He will take a look forward to new and improved safety and passenger control in large passenger vessels.

Rear-Admiral Bill Truelove, OMM, CD Rear-Admiral Truelove is the Commander Maritime Forces Pacific.

In this role he is responsible for command of maritime SAR activities in his region from Washington to Alaska.

He will speak to the Regional SAR Commanders perspective on mass-casualty preparedness in this area.

The conference chairmen • Captain David (Duke) Snider, FNI, is a Vice President of the Nautical Institute, and is the Regional Director Fleet, Western Region, Canadian Coast Guard.

• Captain Chris Frappell, MNI, is NIBC’s Chairman, and a Marine Superintendant with BC Ferries • Rear-Admiral Nigel Greenwood, RCN (Ret’d), MNI is a consultant with Greenwood Maritime Solutions Ltd. Registration details This year’s Nautical Institute (BC Branch) Conference focuses on: Passenger Vessel Safety: What is the industry doing to ensure continuous improvement?

The conference takes place on May 9 and 10, 2013 at the Marriott Inner Harbour in downtown Victoria, B.C. To register, please visit: www.nibcconference2013.com.

May 2013 BC Shipping News 43

shipbuilding

Shipbuilding Symposium provides update on NSPS

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Noting that last year’s Summit focused on the “what”, Yelich told close to 500 attendees from 360 companies that this Symposium would provide the “how”.

announced construction engineering contracts.

A representative from the Canadian Controlled Goods Program and Industrial Security Program reviewed the various requirements for security clearance and how these would apply to NSPS projects. Attendees were also given tips on how to navigate through the registration process with both programs.

Marcel Laroche, Marine Manager of Western Canada for Lloyd’s Register, gave a brief overview of the role of a classification society followed by details on how companies can best prepare themselves in anticipation of meeting class standards.

In addition to hearing from Tier One suppliers (Thales Canada, Imtech, Lockheed Martin and GE Canada),

both Vancouver Shipyards and Irving Shipbuilding representatives gave updates on the status of the newbuilds as well as steps taken to modernize their respective shipyards.

Photo credit: Ray Dosanj

ollowing up from last year’s Western Canada Shipbuilding Summit, Western Economic Diversification Canada (WD) hosted a Shipbuilding Symposium to provide an update on progress with the National Shipbuilding Procurement Strategy. “Today’s Symposium, which is an integral part of Western Canada’s Shipbuilding Action Plan, is just one of the many ways we are connecting small and medium-sized enterprises with new business opportunities,” said the Honourable Lynne Yelich, Minister of State for WD. “Through events like these, we are providing businesses with the information they need to take advantage of key opportunities in the shipbuilding industry.”

Noting that last year’s Summit focused on the “what”, Yelich told close to 500 attendees that this Symposium would provide the “how”. And presentations did just that, starting with an update from the NSPS Secretariat on contractual developments with both Vancouver Shipyards (VSY) and Irving Shipbuilding Inc. including recently

The Honourable Lynne Yelich, Minister of State for Western Economic Diversification Canada, addresses attendees at the Western Canada Shipbuilding Summit in April.

44 BC Shipping News May 2013

Vancouver Shipyards Gerald Esau, Program Manager, Vancouver Shipyards, reported that the company has started design work under the Construction Engineering Contract for the Canadian Coast Guard’s Offshore Fisheries Science Vessel (OFSV), the first in the series of vessels to be built (to be followed by two Joint Supply Ships, one Offshore Oceanographic Science Vessel and one polar icebreaker).

The three OFSV’s will be built to spefications of 55 metres in length with a 16-metre beam and a draft of 6.1 metres. The vessels will have a maximum speed of 13 knots and a range of 6,000 nautical miles. They will be designed to operate in the Atlantic, Pacific and Arctic Oceans and built to conduct fishing and acoustic surveys of fish and invertebrates and collect physical, chemical and biological oceanographic data to monitor changes in the marine ecosystem.

This initial contract will take a total of 10 months to complete and lead to a build contract in early 2014. The work will be completed in three phases: 1. Initial Design Phase — key elements of the design will be matured and an initial cost model developed.

2. Functional Design Phase — the design for spaces and systems will be completed, equipment identified, suppliers engaged and regulatory approval for the design obtained.

3. Production Design Phase — a detailed 3D model of the ship will be

shipbuilding

Irving Shipbuilding Michael McAloon, Vice President, Industrial Regional Benefits Program, Irving Shipbuilding reported that the Arctic Offshore Patrol Ship (AOPS) would be the first series of vessels to be built. In all, six to eight ships will be ordered with construction starting in 2015. Irving will also be starting on the Canadian Surface Combatants (up to 15 vessels) in 2020.

The AOPS will be 97 metres in length with a beam of 19 metres and a 5.7-metre draft. It will have a mission endurance of 120 days and able to accommodate a crew of 45. There will be some weapons systems on the vessel but they won’t be near the level of capabilities and sophistication that will be involved with the CSC series. The AOPS will be a multifaceted type of vessel used for both RCMP and RCN activities. The vessel will have a helicopter launch pad as well as a deck cargo area capable of carrying up to six containers.

Photo courtesy of Seaspan Marine

started to define final requirements for material and layout of spaces and systems.

In addition to the construction engineering contract, a future contract will allow the completion of the 3D model, procurement of long lead time equipment prior to the start of the build of the ships, and development of manufacturing information to a production ready state.

Work on the OFSV construction engineering contract is being performed by an experienced team of engineers, program managers and supply chain specialists who, collectively, have over 1,000 years of ship design and construction experience. Recognized industry leaders and experts in design from STX Canada Marine, Imtech Canada, Thales Canada and Computer Sciences Canada are bolstering the internal team at VSY and now work onsite at the shipyard to facilitate a seamless process from design to construction.

Vancouver Shipyards is currently undergoing a $200 million shipyard modernization program. The new facilities will include seven fabrication, construction and painting shops, as well as a 300-tonne gantry crane.

Concept design for the Offshore Fisheries Science Vessel (OFSV) — the first to be built at Vancouver Shipyards under the Non-Combat contract of the NSPS. McAloon provided an overview of the modernization program, noting that over the next 30 months, $300 million would be invested in new buildings and technology for the Halifax yard. He expects the Irving workforce to grow by 1,500 over the next eight years.

Tier One suppliers As mentioned earlier, key suppliers have been selected to assist both yards. Presentations at the Symposium

included Thales Canada, Imtech, Lockheed Martin and GE Canada. Each gave attendees a solid overview of their involvement in the projects, provided valuable advice and insight into how to engage in the procurement process, and encouraged companies to prepare themselves to be able to offer their services as sub-contractors — e.g., making sure products are already classed, registering with online supplier registries and attending seminars and networking events like the Symposium.

May 2013 BC Shipping News 45

marine travel

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It pays to have a marine travel strategy

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ne of the key logistical components of any global business is the ability to move its workers around the world quickly, efficiently and within budget. For the marine and energy sectors, travel providers who specialize in these niche markets often provide solutions not found through conventional travel agents. Using the example of ATP Instone (ATPI) — a leading global travel provider to the marine and energy sector that specializes in moving ships’ crew, offshore workers, support staff, oil and gas experts, consultants and managers all over the world — BC Shipping News takes a look at how having a solid travelplanning strategy can impact on a company’s ability to meet deadlines and provide better service while improving its bottom-line on a spreadsheet.

“We operate in every major shipping and oil and gas location worldwide,” said Louise Kawaler, ATPI’s Director for

46 BC Shipping News May 2013

“The scope of knowledge required...goes well beyond simply issuing an air ticket. You need a knowledge of the area, an understanding of...marine or offshore carriage regulations, crewing policies, and even baggage restrictions.

Canada. “We have 47 wholly owned locations in 28 countries, all using the same systems and programs. We’re able to offer clients a seamless, multinational service wherever they need to go.”

Noting that marine and offshore travel can often be unpredictable — volatile political environments, visa requirements and forces of nature — ATPI’s network of local marine travel specialists know the industry and its needs and, just as importantly, have first-hand knowledge of the destination. “Marine logistics require detailed forward planning,” said Kawaler.

“Our focus is on pre-empting possible disruptions, handling complicated one-way fares and multiple bookings while keeping an eye on last minute changes.”

ATPI’s client list reads like a who’s who of the marine and oil and gas sectors. “We basically become an extension of our client’s organization,” said Kawaler. “They appreciate our flexible service and quick response, and our highly-trained team works very closely with administrators and managers to help them get their staff where they need to be.”

marine travel Given the complexities involved in marine travel, ATPI puts all staff through a rigorous, multi-month training process. “The scope of knowledge required by a travel specialist goes well beyond simply issuing an air ticket.

You need a knowledge of the area, an understanding of various contracts that relate to marine or offshore carriage regulations, crewing policies, and even baggage restrictions. We also make sure that each one of our team are experts in getting the most out of our proprietary global systems to the benefit of the client.”

By proprietary global systems, Kawaler was referring to ATPI’s sophisticated management reporting tools.

The systems provide information like the location of crew, their itineraries and associated costs and allows the ATPI travel specialist to recommend more efficient and, often, more costeffective routes.

But, as with most administrative decisions, cost usually becomes the driving factor for decisions. This is where the benefit of a global marine travel provider is most evident. With direct contracts with major airlines and regional carriers as well as being part of the larger ATPI Group (the umbrella travel management company for all ATPI brands), ATP Instone has access to over seven million fares with 110 different airlines. “We are one of the few companies with a genuinely worldwide airfare database that also displays availability,” notes Kawaler. “This buying power is key to being able to provide the lowest fares as well as flexibility for ticketing time limits, refunds and changes.”

Kawaler goes on to explain that ATPI clients have access to a flexibility that can’t be found using conventional travel services. Airline penalties can be avoided in cases where the booking is last minute or requires an unexpected change. Seats initially retrieved can be placed back into the inventory pool to be resold, allowing carriers to realize the optimum revenue for a flight.

“Fares are priced one-way, mitigating any advanced, minimum or maximum rules and city pairs can be mixed and matched by any carrier to suit a specific timetable without incurring any added

costs. Changes may be frequent and unexpected where interruption in travel to a vessel or rig is required.

Marine and offshore specialty fares, seat inventory and rules differ from regular travel agencies and, in addition, some international carriers will allow extra baggage for marine travellers.”

Also, if assistance en-route is required, ATPI marine travel specialists are in constant contact with a dedicated “airline” marine team — professionals provided by international air carriers as part of the contract with ATPI. In order to access marine travel benefits a company must meet certain criteria. Eligible companies would include vessel owners and their crew; supply and service providers; and shipyard and ship repair companies to name just a few. To find out if a company is eligible, Kawaler suggests they contact her at ATPI to review a quick checklist.

ATP Instone recently celebrated over 90 years in servicing niche markets.

They have achieved global ISO 9001:2008 accreditation and are re co g n i z e d as one of the world’s leading travel maagement compa n ies.

R e pre s e nt ing Canada Louise Kawaler and the West Coast, Louise Kawaler has been ATPI’s Director for Canada since 2005. She introduced the niche market of marine travel to Canada and has been instrumental in educating local marine businesses on ways to improve their travel budgets.

To find out more about how your company can access marine travel benefits, contact Louise at: Louise.Kawaler@atpi.com.

BCSN

May 2013 BC Shipping News 47

The North American Emission Control Area: Questions remain

By James Vander Woude

A Vancouver Lawyer with Bernard & Partners

major recent initiative of the International Maritime Organization (IMO) relating to air emissions from ships is set to spark a major reduction in marine engine emissions when the Canadian regulations to implement the international standards enter into force.

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MARPOL Annex VI The IMO is a United Nations agency dedicated to worldwide safety and security of shipping and the prevention of marine pollution. In October 2008, the member states of the IMO agreed to address air emissions from ships by amending Annex VI of the International Convention for the Prevention of Pollution from Ships (MARPOL) to adopt new global standards for nitric oxide and nitrogen dioxide (NOx) and sulphur oxide (SOx) fuel controls.

On July 13, 2009, the governments of Canada, France and the United States of America made a joint submission to the IMO that an area extending 200 miles off the Canadian and American east and west coasts below the 60th parallel be designated as an Emissions Control Area (ECA). Hawaii, the Great Lakes and the St. Lawrence River, including the Gulf of St. Lawrence, are included.

In March 2010, the IMO amended MARPOL to create the North American Emission Control Area (NA-ECA) with stringent environmental standards for NOx and SOx emissions. Sulphur Emission Control Areas (SECAs) also exist in the Baltic Sea and the North Sea to regulate SOx emissions.

The new standards: SOx Fuel contains sulphur, which, when burned in an engine, produces sulphur oxides.

In an ECA, ships must use fuel which contains a maximum of one per cent sulphur, measured by weight, dropping to a maximum of 0.1 per cent by 2015.

This standard can be met either by switching to cleaner fuel while steaming in an ECA, or by alternative methods such as equipping vessels with environmentally-enhancing technologies like exhaust gas cleaning devices or “scrubbers”.

The global maximum (outside of an ECA) for sulphur content in fuel is 3.5 per cent as of 2012, dropping to 0.5 per cent by 2020. This reduction is subject to a study planned for release in 2018 on the availability of low-sulphur fuel.

There is a proviso to push back the date from 2020 to 2025 if necessary.

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48 BC Shipping News May 2013

As the NA-ECA is now law in the U.S., such ships are technically required to meet ECA standards when in American waters.

The international standards came into effect on August 1, 2012. The NA-ECA is currently being enforced in the U.S. but, as of April 1, 2013, it has yet to be implemented in Canada.

The Regulations Amending the Vessel Pollution and Dangerous Chemicals Regulations to the Canada Shipping Act, 2001 (the “Regulations”) will give the new standards, including the NA-ECA, force of law in Canada when published in Part II of the Canada Gazette.

The new standards: NOx NOx is produced by the combustion of nitrogen which is contained in air.

Until 2011, ships had to meet the Tier 1 standard for NOx emissions which allowed a range of 9.8 to 17 g/kWh depending on engine speed (rpms). In 2011, the Tier 2 standard was adopted globally, representing a 20 per cent reduction from the Tier 1 standard.

The Tier 2 standard applies to ships built after January 1, 2011.

From 2016 onward, the Tier 3 standard for NOx emissions will be enforced in ECAs. This is an 80 per cent reduction below Tier 1 standards and is expected to be met through optimized engine designs and directly treating the exhaust gas.

Financial and Health Benefits According to Transport Canada, the NA-ECA is expected to yield significant financial and health benefits.

Transport Canada estimates that, over the period 2013 to 2032, the cost to Canadian vessel owners and operators will be $634 million, while monetized health benefits are estimated to be $9.87 billion, for a net estimated benefit of $9.22 billion (all amounts present value over analysis period).

The Americans also expect implementation of the NA-ECA to yield dramatic benefits. The United States Environmental Protection Agency (EPA)

legal affairs

Canadian Implementation Given the estimated benefits of the NA-ECA, why hasn’t Canada implemented it yet? As mentioned, the NA-ECA has been enforced in the USA since August 1, 2012. The Regulations that will implement the NA-ECA in Canada were originally published in the Canada Gazette Part I on July 21, 2012 for a 75-day comment period and were expected to be implemented by the end of 2012.

In its Ship Safety Bulletin of July 13, 2012, Transport Canada said that the delay in implementation was to allow “significant additional discussions with the domestic maritime industry”.

Interim Measures Until the Regulations come into force, Transport Canada cannot enforce the standards of the NA-ECA, however they set out interim measures to address air emissions in their Ship Safety Bulletin of July 13, 2012. The Bulletin applies to all Canadian ships, or any ship in Canadian jurisdiction over 400 gross tonnage.

The Bulletin states that, in the interim, Marine Safety Inspectors will issue, endorse and examine International Air Pollution Prevention Certificates for Canadian vessels over 400 gross tonnage; examine bunker delivery notes to determine sulphur content of fuel; and verbally advise Masters whose ships are found to contain fuel with sulphur content of greater than one per cent that the new standards will soon be in force.

An interesting question regards vessels destined for Canadian ports, like Vancouver, that must briefly travel through the American waters like the Juan de Fuca Strait to reach their destination. As the NA-ECA is now law in the U.S., such ships are technically required to meet ECA standards when in American waters. According to the Chamber of Shipping of British Columbia website, the U.S. government has provided no definitive answer to this question. The Chamber recommends that ships en route to Canada which must transit through U.S. waters should, at the least, document in the ship’s log the time of entry into U.S. waters and the specifications of the fuel burned.

Compliant low-sulphur fuel Once the NA-ECA is enforceable in Canada, it will be important for ship owners to have already arranged access to compliant fuel as there may be limited availability for some time to come. According to the MARPOL Annex VI Regulation 18.2, while a vessel is not required to deviate from its planned route to obtain compliant fuel, it will be required to change berth or anchorage in port if that is what it takes to obtain compliant fuel.

Under the new Regulations, if compliant fuel cannot be found, the ship’s master must notify the Minister and the

competent authority of the port of destination (if that port is not in Canada) of the following: • vessel’s name and IMO ship ID number; • vessel’s port of origin and destination; • details of attempts to obtain compliant fuel, including names and address of suppliers contacted and date of contact; • sulphur content of fuel obtained; and • measures that will be taken, as soon as is feasible, to obtain compliant fuel.

Penalties for non-compliance Once in force, violation of the new Regulations will be an offence under the Canada Shipping Act, 2001, and punishable by fines up to $1 million or imprisonment up to 18 months.

Another possible penalty is detention of the ship under section 222 of the Act. Conclusion Clearly all ship owners and operators should become intimately familiar with the new Regulations and be taking steps to ensure a smooth transition when the new Regulations become law. The proposed Regulations may be viewed at the Government of Canada’s Canada Gazette website at: www. gazette.gc.ca.

James Vander Woude is a lawyer with Bernard & Partners and can be reached at vanderwoude@bernardpartners.com.

WÄRTSILÄ® is a registered trademark.

estimates that the cost of implementing the ECA in the USA will total about $3.2 billion by 2020 compared with an estimated $47 - $110 billion in health care-related savings. The economic impact of compliance is estimated to be relatively small: a route that includes about 1,700 nautical miles through an ECA is estimated to increase operating costs by about three per cent, or an extra $18 to transport a 20-foot container.

PREVENTING THE UNEXPECTED: SOLVING PROBLEMS BEFORE THEY CAUSE PROBLEMS.

wartsila.com May 2013 BC Shipping News 49

ferries How to improve customer service in the marine transport sector Serge Buy, CEO, Canadian Ferry Operators Association

C

ustomers. We all have them.

Whether you run a large shipping company, a cruise ship or a ferry, we all serve customers in one way, shape or form.

Ensuring that our customers have a positive experience may seem like an inconvenience sometimes, but it can be paid back in spades. Customers who enjoy their time on board are more likely to return and refer others, all leading to the growth of your business.

We know that this can be a complicated issue for businesses to address.

That’s why at this year’s Canadian Ferry Operators Association (CFOA) 2013 Conference we are bringing in experts who have experience in the marine industry to discuss these important topics.

This year’s sessions are: • How to Make the Most of Existing Customers • How to Better Serve our Customers on Board • Marketing our Services to New Clients Making the most of existing customers is tied directly to diversifying sources of revenue. There are many sources available, including providing internet connections, movies, access

50 BC Shipping News May 2013

to vending machines, or any number of other services available to passengers while they’re onboard. No longer should the sale of a ticket be considered the only source of revenue to ferries.

Some companies have taken a leading role in this while others are still considering their options. In these sessions, we will have experts discussing the possibilities and ferry operators talking about their experiences.

There’s a simple way to enhance your customers’ experience: provide them a good service, not just by getting in and out on time, but also by giving them a number of options that will make them enjoy their time onboard. This extends even to the time before they get on board. The way customers can purchase their tickets, your communications (including social media), the training of the staff and the organization of the services onboard: all these play an important part in pleasing your customers. CFOA’s conference will have experts discussing ways to enhance customer experiences.

This includes the use of social media.

Other experts will be on hand to discuss new ferries and the way they’re built specifically to enhance customers’ experience.

Getting new customers should be one of the main goals of any business, and this includes ferry operation. In order to remain competitive and profitable, ferries need to find new clients to serve. During this session, you will hear from marketing experts to help you increase and maintain your market share.

These sessions will help conference delegates learn how their company can improve their customer service and increase their profits.

By attending this year’s conference, delegates will also: • Learn from and participate in industry-specific workshops geared toward improving customer relations and your business’ bottom line • Network with colleagues and industry leaders • Share best practices with other ferry operators • Get updated on ferry issues in Canada and how they affect you • Browse the exhibitor showcase to meet potential suppliers We encourage you to join us at the CFOA 2013 Conference, as well as find out more about CFOA by visiting www.cfoa.ca.

Certified System

BCshipping_may2013_out.pdf 1 2013-03-28 09:35:12

MC

ISO 9001 ISO 14001: Pointe-Claire

May 2013 BC Shipping News 51

technology New steering control system designed by Jastram Engineering

J

astram Engineering is completing the design of its new Digital Steering Controller. The DCA 100 is a state of the art, computer-based steering control system intended for use with small–to-mid-size vessels.

It acts as an interface between all of the steering control stations and the steering hydraulics, closing the control loop for Full Follow Up (FFU) steering controls.

As a full-blown steering controller is perfectly suited for large vessels, there was a need for a simpler steering control system, easier to install and adjust, on smaller vessels. The DCA fits these requirements, while maintaining the same accuracy and robustness as its larger brother. As opposed to older analog designs, DCA 100 digital features include a modular design for customization (i.e., number of steering stations, interface with autopilot and automatic controls), as well as the ease of setup and commissioning. All steering data are entered through a keypad with intuitive and real-time values (rudder speed, type of steering hydraulics, etc.).

Jastram’s design goal with the DCA 100 was to achieve the right balance between a technologically advanced and a customer-friendly product in a small package.

The DCA 100 can be used for both commercial vessels and yachts up to 150 feet in length, and is suitable for all Class.

Schematic showing the DCA interface.

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Call: 250-722-2290

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52 BC Shipping News May 2013

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tugs ART 80-32 Class Rotor tugs designed by Robert Allan Ltd. to be built at Damen Shipyards

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n a significant industry milestone, two new ART 80-32 class Rotor®tugs, the first vessels designed for KST B.V. under the recent Agreement naming Robert Allan Ltd. as the exclusive designer of Rotor®tugs, are to be built by the Damen Shipyards group for owners Elizabeth Ltd. This is the first time that the Damen Group will build a design from Robert Allan Ltd., and it is fitting that such a milestone event should be for this discerning Dutch owner. Kotug has provided significant input into the requirements for this design, and Robert Allan Ltd., has developed a unique, customized design optimized for their operations.

These new tugs will incorporate the patented triple Z-Drive Rotor®tug concept, featuring enhanced omni-directional manoeuvrability, and the benefits of a fully redundant and precise propulsion machinery configuration. The Rotor®tugs concept offers increased security for ship-handling and escort towing, as well as enhanced crew safety.

The new tugs are 32m long x 12.6 metres beam, with an installed power of 3 x 1765kW, delivering an expected Bollard Pull of 80 tonnes. The hull form has been developed from Robert Allan Ltd.’s RAstar series of high performance escort tugs. The unique sponsoned shape has been adapted to suit the Rotor®tug concept, and provides enhanced stability, sea-keeping and escort performance far superior to any wall-sided alternative.

The ART 80-32 tugs will also feature a hybrid propulsion system designed and supplied by Aspin, Kemp and Associates. This innovative propulsion system integrates electrical and mechanical energy, and manages it in a way to provide optimal operational modes, resulting in significant environmental and economic savings.

The first of the new Rotor®tug is scheduled for delivery in early 2014.

For more information please visit: www.ral.ca.

The ART 80-32 Class Rotor tug — the latest design from Robert Allan Ltd.

Located at Vancouver Waterfront and Roberts Bank

www.flyingangel.ca May 2013 BC Shipping News 53

A RETROSPECTIVE VIEW OF THE TUG BOAT INDUSTRY

Tugboat Industry Conference

May 23 to MAY 25, 2013 - Victoria conference centre Victoria, British Columbia To register, visit: www.comc.cc Or call: 604.687.9677

Sponsored by the Council of Marine Carriers

54 BC Shipping News May 2013

ADVERTISERS

ABS Americas.......................................................................................................... 13 BC Shipping News................................................................................................... 18 Bernard & Partners.................................................................................................. 25 Bracewell Marine Group............................................................................................. 8 Caldwell & Co............................................................................................................ 7 Canada’s Pacific Gateways (Prince Rupert Port Authority)........................................ 21 Canadian Ferry Operators Association...................................................................... 50 Capilano Maritime Design Ltd..................................................................................... 6 Chamber of Shipping of British Columbia.................................................................. 29 ClassNK..................................................................................................................... 9 CMC Electronics...................................................................................................... 35 Corix Water Products............................................................................................... 47 Council of Marine Carriers Tugboat Industry Conference........................................... 54 Dave Roels Photography............................................................................................ 7 DNV......................................................................................................................... 34 DP World................................................................................................................. 52 Gateway Shipping and Transport.............................................................................. 27 GreenTech 2013...................................................................................................... IBC Greenwood Maritime Solutions Ltd............................................................................. 6 International Sailors’ Society Canada........................................................................ 42 Jastram Engineering Ltd........................................................................................... 51 John Horton, Marine Artist....................................................................................... 21 King Bros. Limited...................................................................................................... 8 Lloyd’s Register....................................................................................................... 24 MAN Diesel & Turbo.................................................................................................BC Mercy Ships............................................................................................................. 46 Mission to Seafarers................................................................................................ 53 Nanaimo Port Authority............................................................................................ 28 Nautical Institute BC Branch (Passenger Vessel Safety 2013).................................... 36 Pacific Pilotage Authority Canada............................................................................. 23 Q3 Marine Training Solutions.................................................................................... 40 Robert Allan Ltd....................................................................................................... 14 Rolls-Royce Canada Ltd........................................................................................... 17 Seaspan.................................................................................................................. 30 Siemens PLM Software............................................................................................ 54 Sika......................................................................................................................... 51 SKC Engineering...................................................................................................... 45 Survitec Group......................................................................................................... 39 Thunderbird Yacht Sales............................................................................................. 7 Vancouver Maritime Museum.................................................................................. IFC W&O Supply............................................................................................................ 33 Wärtsila................................................................................................................... 49

GreenTech 2013 Green Marine annual conference Green technoloGies and innovation for marine transportation

May 29, 30 & 31, 2013 hyatt regency

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For more information and to register: www.green-marine.org/annual-conference 418 649-6004 greentech@green-marine.org

A speciAl ThAnks To our Gold sponsors

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