BC Shipping News - October 2014

INSIDE: CANADA’S TRANSPORTATION SAFETY BOARD

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

Volume 4 Issue 8

www.bcshippingnews.com

NEWS October 2014

Industry Insight The Honourable Lisa Raitt Minister, Transport Canada

Women in Shipping

- Leaders’ Panel - Women on the Waterfront - Women in Naval Architecture

BC Ferries

Sailing through a major rejuvenation

OCT

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Container packing: New code packs heavy load of rules

EVERYDAY WE MOVE MOUNTAINS The British Columbia Maritime Employers Association (BCMEA) is the multi-employer waterfront organization, representing approximately 60 stevedores, container, bulk and break bulk terminal operators, ship owners and agents on Canada’s west coast, extending from Victoria north to the Alaska border.

A key objective of the BCMEA is to meet the needs of its membership by working collaboratively with its unions to ensure we have a representative workforce in the communities we serve. The BCMEA is dedicated to be responsive by understanding the unique circumstances and the shared needs of its members and the 5000 strong workforce that moves the goods off and on the ships in Canada’s largest ports. With this commitment to customer service, the BCMEA provides information, expertise and systems that improve the operational effectiveness of BCMEA members.

At its core, the BCMEA is a service provider of training, safety, recruitment, dispatch and labour relations for the waterfront employers in British Columbia, representing employer interests on regulatory issues in the areas of labour relations, pensions, legislative reform, Canada Labour Code, health and safety, human rights and employment equity.

We are proud of our history of inclusion and collaboration with the communities we serve.

www.bcmea.com 4 BC Shipping News October 2014

BC SHIPPING

Contents

NEWS

Cover Story

20 7 8 12

18

October 2014 Volume 4 Issue 8

36

Cargo logistics

38

Cargo logistics

41

Patrol vessels

42

Maritime safety

45

Legal affairs

47

Hull coatings

20 Ferries

Editor’s note

By Jane McIvor

BC Ferries Sailing through a major rejuvenation

By Ray Dykes

In brief

Industry traffic and news briefs

Industry insight

On the right track The Honourable Lisa Raitt, Minister, Transport Canada Given the number of free trade agreements in the works, the role of Minister of Transport Canada — to ensure access to markets — has never been so important.

History lesson A knotty past

By Lea Edgar

26 Ferries

Interferry Vancouver ferry forum on track for record attendance

By Len Roueche

28 30 33

Women in shipping Leaders’ panel Comments on women in shipping

Women in Naval Architecture The changing face of Robert Allan Ltd.

35

12

Women on the waterfront

Container packing New code packs heavy load of rules

By Colin Laughlan New patrol vessels for Port Metro Vancouver Making it better Canada’s Transportation Safety Board

By Jeffrey Smith Vessel registration in a time of restraint

By W. Gary Wharton Ferry hull coatings Long-term cost savings

By David Phillips

50 Technology

Reducing costs and carbon footprint The case of the M/V Tachek

By Tomas Havelka

Women in shipping Women of note in international shipping

By Syd Heal

Reverse logistics: An old concept with new relevance

By Ashli Komaryk

52 Technology

Making zero-emissions ports a possibility

By Nicolas Zart

41

Champions of change

By Colleen Savage

On the cover: The Coastal Renaissance (photo: BC Shipping News); above: Design rendering of LNG ferries for BC Ferries (image courtesy BC Ferries); right: Daigle Welding & Marine-designed and built patrol boats for Port Metro Vancouver (photo: BC Shipping News); left: Minister Lisa Raitt (photo courtesy Lisa Raitt’s constituency offfice).

October 2014 BC Shipping News 5

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October 2014 Volume 4/Issue 8

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Contributing Writers Robert Allan Kaity Arsoniadis-Stein Lorraine Cunningham Ray Dykes Lea Edgar Tammy Emerson Tomas Havelka Syd Heal Colin Laughlan Ashli Komaryk Deborah Marshall Yvette Myers David Phillips Lisa Raitt Len Roueche Marian Robson Colleen Savage Jeffrey Smith Gary Wharton Nicoals Zart Advertising and Subscriptions Jane McIvor Phone: 604-893-8800 / Email: jane@bcshippingnews.com Lesley McIvor (Advertising only) Phone: 604-893-8800 / Email: lesleymcivor@shaw.ca ANNUAL SUBSCRIPTION Canada Three Years $108.95 Cdn*

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6 BC Shipping News October 2014

EDITOR’S NOTE

Photos by Dave Roels, www.daveroels.com

Changing reality to myth

I

n addition to providing significant coverage of the activities of BC Ferries and a number of articles looking at technologies and products of relevance to the ferry industry in general, this issue of BC Shipping News takes on the theme of Women in Shipping.

This is out of the ordinary for me considering I’ve always believed that there should be no distinction or highlight of gender (race, creed, religion, etc.) in the workplace. The most qualified person should get the job, period.

However, there has been enough discusison in past issues of this magazine about the changing demographics of the shipping industry in context of a looming (nay, occurring) retirement surge and the need for industry to attract more labour, that the topic suddenly didn’t seem so out of the question.

To highlight changing demographics of the maritime industry, and to start down a path that aims to change the perception (albeit current reality) that shipping is a male-dominated industry,

we spend some time looking at the subject of women in shipping.

We’re very pleased to have the Honourable Lisa Raitt, Minister of Transport Canada, as our main Industry Insight interview for this month.

Minister Raitt’s leadership position is the first testament we explore as part of the changing reality of the demographics of the industry.

Minister Raitt’s interview is followed by a Leaders’ Panel who were given the task of providing insight into the subject of women in shipping. Their comments are echoed through articles that focus on sectors such as naval architecture and longshore work — both sectors being examples of non-traditional vocations for women that are seeing an upswing in the numbers choosing this direction for a career.

The women profiled in these articles share similar experiences and a recurring theme emerges. Much like their male counterparts, they speak of an attraction to this industry because of early interests in the sea and family traditions.

We also tasked Syd Heal with the job of writing about women of note in international shipping — and, while Syd touches on family connections as entry points into the industry, each woman profiled has gained a solid reputation that, regardless of gender, is impressive.

As mentioned, given the baby-boomer retirement surge and an industry that is undergoing significant growth, limiting the labour pool to just men is simply not a workable business model. There’s no doubt we’ll be seeing many more women in positions of leadership as time progresses.

I’d like to thank all of the women who participated in this issue of BC Shipping News — your insights and comments were invaluable. And I’d like to apologize to the many women within every sector of the industry that we weren’t able reach due to space and time constraints. But don’t worry, given the increasing importance of the roles women are playing, it won’t be long before there won’t be a need for a special focus on the topic.

— Jane McIvor

October 2014 BC Shipping News 7

INDUSTRY TRAFFIC Letter to the editor Dear Jane, Kaity Arsoniadis-Stein’s excellent piece on ‘Maritime Clusters’ (“Canada’s Golden Age: A Vision for A dynamic International Maritime Centre”) in the July/August

2014 issue reminded me how long the Vancouver/B.C. maritime sector had been looking at this. All the necessary critical mass is there for a port city ideally situated to really become an Asia-Pacific centre of maritime excellence.

However, there is one problem that has perhaps worsened rather than improved.

Unlike Canada’s shipping- and resourcedevelopment-friendly East Coast, British Columbia and Vancouver have generally been less appreciative of the importance and benefits of the maritime sector. In fact, the international shipping and maritime resource industries now regard B.C. and Vancouver as downright unfriendly!

This has only recently been re-confirmed by the voting chaos of the West Vancouver Council, which has received global publicity. In other words, Kaity and her many supporters have a fairly heavy task still to complete before this vision can be realized.

Best Regards Prof. Edgar Gold, CM, AM, QC Brisbane, Australia Something to say?

We’d like to hear about it.

Send your comments to jane@bcshippingnews.com.

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8 BC Shipping News October 2014

06/03/2014 19:26:33

NEWS BRIEFS Register Now for the 2014 Boating BC Conference

T

he 2014 Boating BC Conference will be held on November 27-28 at the River Rock Casino in Richmond, B.C. Join us for this two-day event featuring industry updates from Yvette Myers, Regional Director, Transport Canada, Marine, Pacific Region, and Matthew Michelson of GE Capital. This is Boating BC’s fourth annual conference and a premier opportunity to network with colleagues in the recreational boating and marine industry, and learn the latest industry trends and updates.

This year’s theme, Marketing Remix: Blending Traditional + Digital Strategies, will explore the changing digital landscape and its impact on consumer behavior. Thought leaders and highly acclaimed speakers will share insights showcasing how to raise your personal and business profile and increase sales through effective, strategic marketing. Attendees will learn the latest in social media and simple yet successful ways to build and manage professional networks.

Get inspired, educated and motivated

by Tony Chapman’s keynote Big Ideas & How to Use Them! A highly sought-after media personality and a serial entrepreneur, Tony established the well-known agency Capital C. He is renowned for helping organizations, large and small, calibrate their marketing and sales message to a big idea and amplifying it at every touch point.

Registration includes meals and an outstanding evening of entertainment with local improv group Rock, Paper Scissors.

The event is not limited to Boating BC Association members — everyone is welcome! To register or find out more, visit: www.boatingbc.ca/conference.

Nigel S. Greenwood

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

www.greenwoodmaritime.com nsg@greenwoodmaritime.com / 250-507-8445

October 2014 BC Shipping News 9

INDUSTRY TRAFFIC

In memoriam: Captain Nigel Butterfield, former Marine Surveyor and Super Cargo Captain

N

igel Butterfield, Marine Surveyor and Super Cargo Captain, passed away peacefully at Crossroads Hospice after a lengthy and courageous battle with cancer. Predeceased by his parents, Martin and Emily Butterfield, Nigel will be lovingly remembered by his wife Carol, his two daughters, Nicola and Rachel (Gary Gladue), his sister, Gillian (John Cornish) in Dorset, U.K., his sisterin-law Tina (Kevin Hunt) and their two sons, Steven (Shane) and Michael.

Nigel was born on November 8, 1945, in England and raised in Tanganyika and Kenya. He attended Warsash Maritime Academy in Southampton, U.K., where obtained his Master’s Foreign Going Certificate. He worked his way through the ranks to becoming Chief Officer on Clan Line vessels from Europe to South and East Africa in 1973.

He later served as Master for Land, Marine and Salvage vessels, Causeway Adventurer and Causeway Salvor out of

Cape Town and later out of Chile. Of notable interest was his heroic tow of the Swedish Passenger Ship, the Linblad Explorer, which had been caught on an ice flow in Antarctica.

Nigel, Carol, and their two daughters immigrated to Canada in 1987. Nigel worked for Herring Caleb Brett from 1987 to 1991 when he joined the BC Supercargoes Association.

Nigel retired in 2010 and spent his time working on his model railway, creating a beautiful garden, and volunteering in the community, most notably with Hyde Creek Watershed Society. Nigel touched many lives and will be greatly missed.

Cremation has taken place and his remains have been interned at the Port Coquitlam Cemetery. Donations to the Canadian Cancer Society (Advanced Prostate Cancer Centre) in his name woud be appreciated.

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NEWS BRIEFS ClassNK and Nakashima Propeller announce world’s first installation of a CFRP propeller on a merchant vessel

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eading classification society ClassNK (Chairman and President: Noboru Ueda) and Nakashima Propeller Co., Ltd have announced the world’s first installation of a carbon fibre reinforced plastic (CFRP) propeller on the main propulsion system of a merchant vessel. The CFRP propeller was installed on the Taiko Maru, a 499-GT chemical tanker owned by Sowa Kaiun YK by Marugame-based Koa industry Co., Ltd. in May. The CFRP propeller installed on the vessel was developed and produced

by Nakashima Propeller Co., Ltd. with support from ClassNK, which granted approval for the design and manufacturing process as well as research and funding support for the project.

Despite its ultra-lightweight composition, CFRP exhibits the same, if not superior strength, to the aluminum-bronze composite materials used in conventional propellers. Due to the light weight of the

propeller, however, propeller shafts can be manufactured with smaller diameters, contributing to a significant reduction in weight and fuel costs.

The sturdy yet thin blades of the CFRP designed by Nakashima Propeller Co. Ltd. have been designed with an increased diameter similar to the wings of a Boeing 787 aircraft. This should allow CFRP propellers to achieve even greater efficiency when employed for maritime use and the potential for further performance improvements continues to be explored via model-tank testing.

The Taiko Maru had already previously installed CFRP propellers in its side thrusters in 2012. Based on their successful performance, Sowa Kaiun YK made the decision to extend use of the technology to its main propulsion system, making the vessel the first in the world to use a CFRP for its main propulsion system.

During sea trials, the CFRP required

nine per cent less horsepower to operate compared to conventional aluminumbronze propellers, and expansion of their use on merchant vessels is expected to contribute to better fuel economy and greater efficiency in operations.

As part of its contribution to the project, ClassNK carried out rigorous fatigue testing and material testing to assess the basic mechanical properties of the propeller, as well as conducted static load testing on full-scale propeller blades to determine the adaptability for marine-use prior to approving the CFRP propeller for use as part of the merchant vessel’s main propulsion system.

ClassNK also carefully evaluated the manufacturing process and quality control systems and expert ClassNK surveyors further assessed mechanical properties and results of stress analysis tests for each component during the vessel’s construction, as well as verified the installation of the system during construction.

October 2014 BC Shipping News 11

INDUSTRY INSIGHT

On the right track.

The Honourable Lisa Raitt, Minister, Transport Canada

G

iven the number of free trade agreements in the works by today’s Conservative Government, the role of Minister of Transport has never been so important. From new initiatives, reviews and continual improvements to road, rail, port and air access, Minister Raitt has made great strides in creating a Canadian transportation system that will support this increased trade. And luckily for Canada’s shipping industry, her insights due to past experiences have proved invaluable in creating an efficient, safe and effective transportation hub for ports on the West Coast.

BCSN: I’ d like to start by getting a sense of your past experiences — most notably as president of Toronto Port Authority (TPA) — and how they have impacted your perspective on your current role as Minister of Transport Canada.

LR: I worked for the Toronto Port Authority in the summer of 1998 as a lawyer. In that role, I became very familiar with all of the laws, bylaws and governance regulations surrounding port operations. It was the following year, while I was in London on a scholarship to train at the Middle Temple in London, England, that the then President of the TPA called to ask for help in their transition from a harbour authority to a port authority. So my initial focus at the port was in the capacity as Corporate Secretary and General Counsel and my interests were in the laws and regulations, and the liabilities and risks related to port operations.

12 BC Shipping News October 2014

Photo courtesy of Transport Canada

“My role as Minister of Transport is about making sure that we balance the [free trade] agreements with opening the routes to the market so that people and businesses can take advantage of the additional opportunities.”

It wasn’t until I had been at the port for some time before I developed an interest and focus on the shipping side. It’s not as easy as people might think — getting businesses and shipping lines to use your port versus another port can be challenging and requires a lot of marketing.

While I focused a lot on internal/domestic issues around the harbour, I knew that, for our port to survive, we needed first to have the revenue, so we worked hard to build up that business.

When I got into the Ministry of Transport (I always wanted to be Minister of Transport, by the way — I thought it would be the best job ever and it is — I’m living the dream) it’s the trade piece now that’s different for me. When I ran the port, trade was a means to an end — I wanted more goods in my port, more efficient operations and a safe port. From the Minister of Transport point of view, I want more routes to send more goods, more efficient routes, more competition and better options for our producers. In terms of sales and marketing and expanding the market, although we’re working with the same principles we had at the port, it’s on a much bigger scale. It’s about making sure that we facilitate those trade

routes. So my tenure at the TPA has given me a really good perspective of what our job should be at Transport Canada.

BCSN: That ties in well with the number of free trade agreements achieved or being developed by the Conservative Government as well as the many infrastructure initiatives that have been undertaken.

LR: It does. At a recent event in Toronto, the Prime Minister made the observation that about 98 per cent of the free trade agreements that have been made in Canada over the years have been done by Conservative governments which makes a lot of sense — we view trade as a means to an end. My role as Minister of Transport is about making sure that we balance the agreements with opening the routes to the market so that people and businesses can take advantage of the additional opportunities. It’s important that we continue to talk to small businesses and business groups about building relationships around the world so that they’re finding their sources and working the markets across the world — whether it be the U.S., Europe, or Korea where we just did our first trade agreement within the Asia-Pacific market.

BCSN: The Asia-Pacific Gateway and Corridor Initiative has been quite

INDUSTRY INSIGHT Action Plan that was drafted in March 2014 and note that a great deal has been accomplished to address issues such as increases to the rates to be paid to truckers and measures to reduce wait times at the port.

Pivotal to this progress has been advisor Vince Ready. His recommendations in May on implementing key elements of the Joint Action Plan were accepted without hesitation by both our government as well as that of B.C., Port Metro Vancouver, and other partners. And more is to come.

Mr. Ready has continued to be engaged to ensure progress continues and that necessary steps are taken to achieve long-term stability at the port. More specifically, Mr. Ready will be asked to provide additional recommendations on further measures to address trucker remuneration including for off-dock container movements.

The Joint Action Plan was ambitious but we are committed to ensuring Canada’s busiest port and critical part of the Asia-Pacific Gateway is able to move marine containers efficiently and build on its global reputation for outstanding service to users.

BCSN: You recently announced a review of the Canada Transportation Act (CTA).

While it’s still early days, can you identify some of the priorities or some insight into what you’ d like to see addressed?

We’re setting the stage to grow your business.

Your business is looking to grow and Port Metro Vancouver is prepared to grow along with it.

Together with industry and government, we’re making major investments to further enhance our gateway infrastructure. We’re collaborating with supply chain partners to continuously improve service and deliver value to our customers. And we’re working with government and industry stakeholders to support development and investment.

The result: an ideal environment for your business growth.

Photo credit: BC Shipping News

successful here in addressing transportation /access issues.

LR: The APGCI initiative was launched in 2006 with the objective of establishing Canada’s Asia-Pacific Gateway and Corridor as the most efficient and reliable transportation network facilitating global supply chains between North America and Asia. You’re correct that it has been very successful in fulfilling a number of investment and policy measures that focus on boosting Canada’s trade with the AsiaPacific region. We’ve already seen results with increases in the Gateway’s share of North America-bound container imports from Asia and overall efficiency and reliability of the Gateway for Canadian and North American exports have increased as well.

Our Government has invested $1.4 billion in projects under the Asia-Pacific Gateway and Corridor Initiative in partnership with all four western provinces, municipalities and the private sector.

BCSN: I imagine you’ve been closely monitoring the issues related to trucking at Port Metro Vancouver.

LR: Absolutely. Our Government remains engaged with our provincial counterparts in B.C. to continue to collaborate and ensure the smooth flow of goods at Port Metro Vancouver. We’ve been pleased to see progress being made on the Joint

Minister Raitt stands with MP Wai Young (Vancouver South Riding) and Robin Silvester, President, Port Metro Vancouver, during the recent opening of the Powell Street Overpass.

October 2014 BC Shipping News 13

PMO Photo by Jason Ransom

INDUSTRY INSIGHT

Minister Raitt meets with Prime Minister Stephen Harper in Ottawa to showcase a home renovation project (2009).

LR: I’m more excited about this than anything else. I remember giving a presentation on behalf of some local ports the last time this was reviewed under then Minister David Collenette.

At that time, we didn’t have a de-regulated nature, private-sector rail or air industries and all of these free trade agreements. It’s important to make sure we’re always thinking about the future and not just looking at life in 2014. What will life look like in 10 years? Twenty years?

The CTA is the umbrella economic legislation for transportation services in Canada and the purpose of the review is to

14 BC Shipping News October 2014

ensure that the legislative environment remains current and upto-date as conditions change in the industry.

We have some impressive panel members on this committee and they’re going out to talk to Canadians involved in the transportation industry to get a good sense of their views. I’m honoured and grateful that David Emerson is serving as chair and I have no doubt that he’ll give us some wonderfully tempered and smart advice on the basis of what his panel members will tell him over the next 18 months. This is a great opportunity to engage all parts of the transportation sector.

BCSN: Are there any particular issues or specific items of focus for the review?

LR: No, it’s everything. I’ll give advice as to what I think should be looked at but it’s a complete and open review of the CTA and if there’s an issue that someone wants to talk about, we’re open to it. I’ll give you a good example, I’ve asked the panel to look at the interaction between urbanization, pedestrian density and the various modes of transportation, particularly when it comes to rail. I think this is the first time we’ve had an opportunity to look at this. It may not be a regulatory review under the CTA but it’s something we have to care about when it comes to moving our goods. It’s those kind of forward-looking directions that makes me excited about the CTA review.

While the review will focus initially on issues affecting the transportation of grain and all commodities by rail, it does encompass the whole Act, recognizing the importance for Canada to have a strong supply chain for all commodities. The panel will look at issues such as support for Canada’s international trade

and economic growth; leveraging gateways and corridors to support Canadian prosperity; and whether current governance and service delivery models, such as the Canadian Transportation Agency, the Canadian pilotage authorities, the St. Lawrence Seaway, and airport and port authorities, could be improved.

BCSN: Another key piece of legislation that you’ve developed is Bill C-3, Safeguarding Canada’s Seas and Skies Act. At the time of this interview, the Act was at the Third Reading stage — do you have an estimate of when it will be given Royal Assent? Could you further comment on your expectations of the impact this Act will have on marine operations?

LR: Bill C-3 is an important component of our Government’s plan to enhance the safety of shipping in Canadian waters and protect our marine environment. We expect our international trade to increase in coming years as demand for our natural resources grows and this will bring higher volumes of vessel traffic. The amendments to the Canada Shipping Act, 2001 that we are proposing would improve safety, enhance government oversight of industry, and increase our enforcement powers. We’ll continue to work toward passing the bill in a timely fashion.

BCSN: A number of recommendations have been made by the Tanker Safety Expert Panel. Could you comment on which recommendations will be implemented and is there a timeline?

LR: In May 2014, I announced measures to further strengthen Canada’s already robust tanker safety system. These measures act on recommendations by the independent Tanker Safety Expert Panel and build on other studies, as well as input received from provincial governments, Aboriginal groups and marine stakeholders from across Canada. These measures include: • modernizing Canada’s marine navigation system; • establishing new area response planning partnerships for each of the following regions that have current or projected high levels of tanker traffic: the southern portion of British Columbia; Saint John and the Bay of Fundy, New Brunswick; Port Hawkesbury, Nova Scotia; Gulf of St. Lawrence, Quebec; • supporting Aboriginal communities so that they can participate in marine emergency preparedness and response planning around their communities; October 2014 BC Shipping News 15

INDUSTRY INSIGHT We recognize the significant challenges and opportunities that innovation and technology present to the transportation sector in Canada and across the world...that’s one of the reasons we’ve launched a review of the Canada Transportation Act. • amending legislation to provide the use of alternate response measures such as the use of chemical dispersants and burning spilled oil during emergencies, and to clarify the Canadian Coast Guard’s authority to use and to authorize these measures when there is likely to be a net environmental benefit; • strengthening the polluter pay regime by introducing legislative and regulatory amendments that will enhance Canada’s domestic Ship-Source Oil Pollution Fund (SOPF).

BCSN: While Phase II of the Tanker Safety Expert Panel’s review is not due until November, do you have any early indications of their progress or some of the issues being identified that will translate into priorities for your Ministry?

LR: The Tanker Safety Expert Panel’s Phase II review focuses on ship-source oil

About Lisa Raitt

L

spills in the Arctic and ship-source incidents involving hazardous and noxious substances (HNS) nationally. The Panel has recently finished its engagement, after having met with about 100 stakeholders coast to coast to coast. These included representatives from the marine and chemical industries, First Nations and Inuit community leaders, international experts from the U.S., France, the U.K., Australia, Denmark and Norway, as well as representatives from federal, provincial and territorial departments. I am looking forward to receiving the report and the Panel’s views on how to improve the regime.

BCSN: Another key piece of legislation relevant to the shipping industry was the North American Emissions Control Area.

Reports indicate high compliance with the regulations to date. Are we on track

isa Raitt was first elected to the House of Commons in 2008 and then re-elected in 2011. Currently she serves as Canada’s Minister of Transport. Previously she was appointed Minister of Natural Resources in October 2008 and Minister of Labour in January 2010.

Prior to her election to the House of Commons, Lisa was the President and Chief Executive Officer of the Toronto Port Authority (TPA). She had previously served as the TPA’s general counsel and harbourmaster.

Lisa is a graduate of St. Francis Xavier University and holds a master of science degree from the University of Guelph. She earned her law degree from Osgoode Hall at York University.

As a lawyer, she specialized in the areas of intellectual property, commercial litigation and shipping arbitration.

Lisa is an active member of her community. She volunteered as a Halton canvasser and fundraiser for the Canadian National Institute for the Blind, and for her children’s hockey, soccer and gymnastics organizations. In 2002, she was invited to become a member of the Canadian chapter of the worldwide Young Presidents’ Organization.

Lisa lives in Moffat and is the mother Photo courtesy of Lisa Raitt’s constituency office of two boys.

16 BC Shipping News October 2014

to implement the next level of compliance (to .1 per cent in 2015)? Further, many ship owners are turning to alternative fuels like LNG to satisfy emissions (among other benefits), do you foresee new regulations that will address the use of LNG as a fuel?

LR: You’re correct that we’re seeing high rates of compliance with the current requirement of one per cent sulphur content in fuel. Consultation with the fuel industry indicates that compliant fuel is available for the change to 0.1 per cent in January 2015.

Regarding alternative fuels, the International Maritime Organization (IMO) is developing a mandatory code that would regulate safety for both passenger and cargo ships using gases or other low-flashpoint fuels. As a member of the IMO, Canada is actively participating in these discussions. Once the code has been officially adopted by the IMO, Canada would adopt it as a signatory to the International Convention on the Safety of Life at Sea. Until then, applications for approval of LNG-powered vessels in Canada can be submitted to the Marine Technical Review Board which can grant safety equivalency based on existing international codes and rules of recognized classification societies.

BCSN: Looking at future trends — technology is moving fast when it comes to advances in shipping. Could you comment on how Transport Canada is positioned to ensure it keeps up with these trends?

LR: We recognize the significant challenges and opportunities that innovation and technology present to the transportation sector in Canada and across the world. In part and as mentioned earlier, that’s one of the reasons we’ve launched a review of the Canada Transportation Act. The review will examine the extent to which the national transportation system has the capacity and adaptability that will allow it, and its users, to respond effectively to evolving international and domestic conditions and markets. It will also give consideration to how technological innovation can contribute to improvements in transportation infrastructure and services.

In addition, Transport Canada, through its various programs and initiatives, strives to support transportation research and projects that lead to technological advances. For example, one area of interest is how to better exploit data. The rapid development of information and

INDUSTRY INSIGHT communications technologies (ICTs), and the explosion of ‘big data’ as a by-product of the growth of computing power and wireless communications that are emerging, will increasingly shape our transportation systems. The application of such technologies in the transport sector will help enable better data and information upon which more effective planning and decisions can be made, allowing transport operators to better deal with pressures (e.g., reducing congestion and enhancing safety) and to improve operational performance (e.g., increasing efficiency and productivity).

The value of data is growing in transportation, because it can help us to optimize our use of physical assets (ports, networks and planes/trains/ships) and human resources (skilled transportation workers). For example: real-time data supports short term/immediate operational decisions; planning data helps manage transportation systems more efficiently; and system and trend analysis informs policy making and infrastructure investment decisions. One of the key drivers that support the development of ‘big data’ is new technologies, which are decreasing the cost of data collection, storage, integration and dissemination.

BCSN: Last question: A big focus of this issue of BC Shipping News is on women in shipping. I understand you raised this topic at a recent Canadian Marine Advisory Committee meeting — could you elaborate on that message?

LR: I’ve been looking carefully at women in the transportation sector and unfortunately, if you do a poll of where women are and where the population rests, it’s mainly in the lower echelon positions within the systems — they’re the cooks, the cleaners, the attendants on the cruise ships. That’s slowly changing but is still a reality of where you’ll find the bulk of women.

There’s a lot that we can offer as women and there are a lot of young women out there who are interested in different fields that tie implicitly into trade. So, you see a lot of women out there who’ll say ‘I’m doing a masters in international trade’. I hope they have a concentration in trade logistics — because trade is

About Transport Canada

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ransport Canada is responsible for transportation policies and programs. It promotes safe, secure, efficient and environmentallyresponsible transportation.

Transport Canada reports to Parliament and Canadians through the minister of Transport. It works with its portfolio partners, other government departments and jurisdictions, and industry to ensure that all parts of Canada’s transportation system work well.

Specifically related to the maritime industry, Transport Canada promotes efficient marine transportation and safe, secure and sustainable marine practices; oversees marine infrastructure; regulates the safe transportation of dangerous goods by water; and helps protect the marine environment.

Transport Canada employs 4,700 people at its headquarters and in five regional offices across the country.

For more information, please visit: www.tc.gc.ca

Everybody is facing this cliff of not having qualified and competent people and they know that the pool of women is out there and that they can make a real difference and a real change. one thing — the concept of trade is very important but you have to actually deliver the market.

Women are great multi-taskers. We can see different routes and ways to move goods — maybe more innovatively than men.

We’re more willing to take a look at other opportunities rather than sticking to the tried and true. Everybody knows the Great Circle route; everybody knows the ways to move goods — but let’s take a look at the best way to move goods and the best way to motivate people to move goods and we have those strengths. I think those are important attributes.

BCSN: Are there any specific initiatives aimed at increasing the role of women, especially in the shipping and transport sector?

LR: In my role as Transport Minister, I have the ability to appoint more than 400 individuals to various ports and I think that’s a good place to start making changes. You put qualified women in positions like these and they can bring a different point of view and a different perspective to the table and I seek that out. Unfortunately in transportation, we do have this reputation that we’re a male-oriented industry so we’re challenging that legacy. With the appointments that I make within my department, I make sure first that I find the most qualified person for the role. Usually though, you’ll find more than one person and invariably, I will default to a woman to ensure that we have a gender balance on boards to bring a different perspective.

Studies have shown that having more women involved makes a lot of sense and I’m going to continue doing that — there’s nothing wrong with trying something new and bringing new talent to the table and I’ve encountered a lot of openness and support for making these kinds of appointments.

Everybody is facing this cliff of not having qualified and competent people and they know that the pool of women is out there and that they can make a real difference and a real change. Here in Canada, we certainly recognize the importance. More women graduate from university than men. More women are entering into professional roles than men. We should harness that power and make sure they have opportunities in all sectors of government and industry. BCSN

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HISTORY LESSON

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

N

o one knows when mankind first started tying knots. However, one can assume that for as long as we had ropes or cords, we tied knots.

Knots can be seen in many ancient works of art, including Greek and Roman pottery. Today, however, the art of knot tying is generally associated with sailors.

The practice is referred to as Marlinspike Seamanship which involves not only knot tying, but also splicing and working with cable and rope, as well as making decorative objects with rope. The craft gets its name from the tool used to splice rope — the marlinspike.

Although knots have both practical and decorative uses, throughout history they were thought of as having magical

A knotty past

By Lea Edgar Librarian/Archivist, Vancouver Maritime Museum

Although knots have both practical and decorative uses, throughout history they were thought of as having magical properties. properties. For example, some witches claimed they could tie up the wind with special knots. Sailors, being superstitious folk, would buy these charms and untie them when they were in the doldrums.

Often there were three knots on a cord and if they were untied in the correct order, the winds would gradually gain strength from moderate to full-on hurricane.

Monkey’s Fist

The knot that is my personal favourite is the Monkey’s Fist. Also called the

Monkey’s Paw, this knot is now considered mostly decorative and is definitely not on any sailor’s list of the most essential knots.

However, it can be both ornamental and useful. Originally, it was used as a weight at the end of a heaving line. It was often tied around a stone or a heavy ball making it easier to throw long distances. It can also be tied over a rubber ball, cork, or Styrofoam to allow it to float. The name likely originated from its appearance, which is somewhat like a clenched monkey’s paw. The Monkey’s Fist is also said to have been used as a weapon by sailors onshore. The cord would be tied around the wrist and could be swung much like a hard bar of soap at the end of a sock.

A Monkey’s Fist Knot. “Knot Monkey Fist”. CC BY-SA 3.0 via Wikimedia Commons.

Reef Knot

A knot that is considered essential is the Reef Knot, or Square Knot. Some believe this to be the most ancient knot. It is generally used to tie two ends of a single rope when reefing sails. It was well-known in ancient Greece and Rome where it was 18 BC Shipping News October 2014

VANCOUVER MARITIME MUSEUM often worked into the handles of vases. The Greeks called it the Hercules Knot because the beloved hero was credited with inventing it. Additionally, it was incorporated into a bride’s girdle in Greek and Roman times and the husband untied the knot on the wedding night. It is possibly the origin for the phrase “tying the knot.”

A Reef Knot. From “Knots, Splices and Rope Work” by A. Hyatt Verrill.

Thief Knot

According to knot-lore, a sea captain suspected his crew of stealing from his bread bag. One night, he tied the bag with the knot we now call a Thief Knot instead of the usual Reef Knot.

His theory was that the thief would tie the bag back up with a Reef Knot, proving someone was stealing his bread. Although our story does not reveal if the captain’s plan was successful, the knot is useful for securing any kind of bag. However, it is not a strong knot and will fail under tension quite easily, making it fairly useless as anything other than a trick knot.

than the name implies. The Turk’s Head knot was first mentioned in print in the book “Peter Simple” published in 1833.

This knot is formed from an ordinary clove hitch and is generally tied around cylindrical objects. For example, it can be used to mark the king spoke of a ship’s wheel (when upright, the knot marks the rudder in central position). The Turk’s Head is also known for its highly decorative uses. In fact, it was frequently sketched by Leonardo da Vinci who had a fascination with intricate knot-work. These knots can also be seen on many bracelets worn today.

Knots hold a fascination for many people. They can be symbolic for steadfastly binding two things together—be it people or rope. It is symbolism paired with practicality that makes this craft so appealing. An ancient survival skill and a work of art, knot-work will undoubtedly continue on as a symbol of the sea, a practice in patience and dexterity, as well as a thing of beauty.

Turk’s Head

So called because it resembled a turban, the Turk’s Head name may have been applied after the 15th century when the Ottoman Empire rose in power. However, the knot is likely much older

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Three examples of the Turk’s Head Knot. From “Knots, Splices and Rope Work”

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FERRIES BC Ferries:

Photos by Dave Roels, www.daveroels.com

Sailing through a major rejuvenation

By Ray Dykes

Three new dual-fuel ferries,...a breakthrough cable ferry..., and a marked

O

ver the last decade, B.C. Ferries has put itself under the microscope for intense self-examinations with the aim of coming up with a much more efficient service. Three new liquefied natural gas/diesel-powered intermediate-sized ferries are being built in a Polish shipyard; a breakthrough cable ferry is being built by Seaspan locally; and a marked change in safety culture with surprisingly good results head the list of changes in the rejuvenation.

As the operator of one of the largest, busiest ferry fleets in the world — 35 vessels, 19.7 million passengers and 7.6 million vehicles, and 500 sailings a day in the latest fiscal ending March 31, 2014 — this 1960 creation of the British Columbia

change in safety culture with surprisingly good results head the list of changes.

Provincial Government has had a rocky relationship with those it is legislated to carry over 24 routes.

Is it really the biggest or busiest in the world? Washington State Ferries to the south — the largest ferry system in the United States with 22 ferries and 22 million total riders — could claim to be bigger, but then it combines vehicles and passengers as total riders. In fact, WSF carried just over 10 million vehicles and about 12.5 million passengers in 2013

and that would make it smaller in fleet size and in total ridership. But, the “who’s the biggest” game is hard to win as a Turkish ferry fleet numbers 75 vessels.

Humble beginnings

From two vessels and a loose designation as “part of the provincial highways system” back in 1960, BC Ferries has been repeatedly subject to political interference at the whim of government in Victoria.

No wonder a former ferries CEO referred

Photo courtesy BC Ferries

20 BC Shipping News October 2014

FERRIES to the fleet as “a little playground or toy” for countless politicians.

Sometimes, that wasn’t a bad thing as it reflected user concerns relayed through politicians about a ferry system that couldn’t operate without millions of dollars in Federal and Provincial Government subsidies (but then again, government subsidies are the norm for ferry fleets around the world). Other times it was a muddle of messages and two steps forward and three back such as the venture into locally-built fast ferries in the 1990s where three ill-suited vessels were built for $460 million and eventually sold off for a paltry $20 million in 2003.

The basis of operations actually changed in April 2003 when, after another “intense examination” by the Provincial Government and BC Ferries Board of Directors, the corporation was officially re-launched as a new, independent commercial company and renamed British Columbia Ferry Services Inc. complete with a new logo.

The idea was for BC Ferries to be run as more of a commercial operation, subject to the oversight of a Commissioner

and a more hands-off provincial Cabinet Minister.

Turning point

The sinking of the Queen of the North in March 2006 — the only vessel lost in over 50 years of service — was a turning point for BC Ferries. That tragedy, which saw the loss of two lives and a recently-refitted vessel, was instrumental in changing many things in the company culture.

Sure, passenger and vehicle counts have been steadily dropping over the past 10 years or so — the best performance came in 2005 at 22 million passengers and 8.5 million vehicles — but some of the blame can fairly be aimed at the worldwide economic swoon that rattled the globe back then.

“Our economy hasn’t robustly recovered and neither has BC Ferries,” says Executive Vice President and Chief Financial Officer Rob Clarke. Trying to figure out the actual bottom line for the latest year is a puzzle in itself, but Clarke says the “real” figure for the latest fiscal was $17.9 million profit.

Unfortunately, he adds, “BC Ferries is operating under old and tired business systems, which we now have a major initiative underway to update.” And that brings us to today and a flurry of ferry action.

All in a name

Perhaps a hint of the rejuvenation and of better years to come came with the naming of the three Coastal Class vessels built in a German shipyard in 20072008 — Renaissance, Inspiration and Celebration. Who knows if the switch to LNG power could inspire a renaissance and that will be reason for celebration.

The three new intermediate-class, double-ended LNG vessels being built at the Remontowa Shipbuilding S.A. yard in Gdansk, Poland in a $165 million contract are not of BC Ferries design, according to Mark Wilson, Vice President of Engineering in Victoria.

“We defined the performance requirements and the shipyard designed to that based on others operating successfully in Europe,” says Wilson. The new LNG ferries will be 105 metres long, be able to

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FERRIES

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Other benefits

Cutting-steel: BC Ferries and Seaspan execs mark the start of construction of the new cable ferry. Left to right: Brian Carter (President, Seaspan Shipyards), Mark Wilson (VP, Engineering, BC Ferries), Mike Corrigan (President & CEO, BC Ferries), Jonathan Whitworth (President, Seaspan ULC) and Donald Hayes (Chair of BC Ferries Board of Directors). handle 145 vehicles and 600 passengers, and have a top speed of 15.5 knots.

No one is using LNG ferries in North America as yet, but in Norway, the fuel type has amassed over one million operating hours and a decade of success.

No matter what, BC Ferries won’t be the pioneer on this continent when the first LNG ferries are delivered in August and October 2016 with the third in February 2017. That honour will have already been claimed by the Societe des traversiers du Quebec (STQ), which is having three LNG ferries built now with the first due to be delivered from an Italian shipyard early next year.

Huge savings

There’s no doubting that BC Ferries management are excited by the prospects of the dual fuel and the impressive fuel savings the vessels are expected to deliver in a contract that will top $250 million once financing and project management costs have been factored in. The first LNG ferry will replace the 1965 vintage Queen of Burnaby on the Little River (Comox) to Powell River run. The second will send the 50-yearold Queen of Nanaimo into retirement from Gulf Islands service. The third LNG ferry will be kept in reserve for peak and shoulder season relief on the Gulf Islands run and for replacement use when vessels are out for scheduled refits or suffer breakdowns.

22 BC Shipping News October 2014

The Queen of Burnaby consumes about $3 million of fuel a year and, with over 50 per cent savings from that vessel alone through the switch to LNG, there’s no wonder that BC Ferries CFO Clarke is a happy man looking at what this could do to the $126-million total fuel bill in future years. His joy will magnify, especially if other vessels in the fleet are also converted.

BC Ferries Vice President of Fleet Operations Captain Jamie Marshall says approvals are now being sought to convert the two Spirit Class vessels, the Spirit of Vancouver Island (1994-built) and the Spirit of British Columbia (1993). These locallybuilt ferries have a yearly combined fuel bill of $24 million which could see savings of $12 million at least if they run on LNG. Marshall says the LNG fleet will mean new technology for BC Ferries in operating and bunkering and he’s busy working on what training will be required. Crews are expected to take several months to complete all the specialized training and familiarization required.

But it won’t be a leap into the dark as Marshall insists, “we are not reinventing the wheel. Norway is an advanced LNG ferry operator and we are taking advantage of their experience.”

With the press of a button, the dual-fuel LNG vessel fleet will be able to switch to diesel, but the intention is to run them almost exclusively on liquefied natural gas, which will be delivered to ferry terminals by truck the same as diesel is today.

Engineering VP Wilson says there are other benefits, including more efficient loading times; reducing the number of vessel classes (BCF wants to cut the 17 classes down to five) with future builds likely to see standardized bridges and equipment layouts, allowing more flexibility in scheduling.

And not the least of considerations, LNG is a “greener” and much cleaner fuel, giving BC Ferries some huge strides forward environmentally, reducing carbon emissions by about 25 per cent, SOx (sulphur oxides) by almost 100 per cent, and NOx (nitrogen oxides) by 85 per cent, which “translates into much cleaner exhaust emissions than diesel fuel.”

The LNG price advantage over diesel is also “highly favourable” and the market is expected to stay stable over the medium term with suppliers developing expanded supply outlets across North America. It doesn’t hurt, either, that LNG suppliers are offering “substantial monetary incentives” to transport businesses as “early adopters.”

Cable ferry

The contract awarded to Seaspan’s Vancouver Shipyards for a cable ferry to take over the Denman Island — Buckley Bay run off Vancouver Island is a breakthrough of another kind and will bring “better fare affordability and about $2 million a year in savings over conventional ferries,” says Wilson. That could be about $80 million in savings over its expected 40-year life.

Seaspan made the final cut in the LNG contract, but once it was awarded the cable ferry job, pulled out of the bigger project because of its commitment to the massive workload ahead under the federal National Shipbuilding Procurement Strategy (NSPS) where it has been contracted to build non-combat vessels and offshore fisheries and science vessels in what is seen as 30 years of work valued in the billions of dollars.

The $15 million contract will see Seaspan build a 78.5-metre cable ferry capable of carrying 50 vehicles and 150 passengers at a service speed of 7.5 knots.

After extensive crew training and familiarization, the vessel is expected to be in service in the summer of 2015.

The cable ferry comes with its own set of advantages over a current conventional ferry — labour costs are about half; maintenance costs will be significantly less;

FERRIES fuel costs will be about half; the technology is well proven (there are about 65 in service across Canada); and the environmental benefits range from zero discharge to no propeller turbulence and reduced fuel consumption.

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Big business

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Over the past 15 years, BC Ferries has spent about $1 billion at local shipyards on refits, repairs, mid-life upgrades and other life extension projects. A big chunk of change is spent each year on large refurbishment projects — usually to the tune of $45 million a year — and some of that work is done in local shipyards outside the company’s own Fleet Maintenance Unit, the former Deas Pacific Marine in Richmond.

The last ferry built locally was the Island Sky which was completed by Vancouver Shipyards in a $45.5 million contract in 2008.

But, many a local shipyard is anxiously awaiting the vessel maintenance and repair schedule each year, which BC Ferries describes as “big business.” This past year was one of the heftiest for spending on the fleet with $108 million in all including a massive $39 million on vessel maintenance alone among 169 projects.

In the past decade, the company has done five C-class mid-life upgrades, a life extension to the Queen of New Westminster, two Q-class mid-life upgrades and a host of other capital projects totalling about $498 million.

Over the past five years, the Queens of Burnaby and Chilliwack, Quadra Queen II and Tachek have benefitted from life extension projects, while a $3 million, three-quarter-life upgrade was completed this past fiscal year on the Kwuna.

Another $40 million was spent on capital projects and $22 million in maintenance work at the various BC Ferries terminals.

And each year up to 25 of the 35 vessels in the fleet are up for annual re-certification or Classification Special Survey at a cost of between $1 million to $6 million each. And 10 of the minor vessels need a Transport Canada survey every four years while nine intermediate vessels are hauled into drydock and refit every five years at a cost of up to $4 million a vessel.

Over the next decade, BC Ferries expects to conduct major upgrades rather than replace 11 vessels. In fiscal 2015, BC Ferries is investing $19 million in major vessel overhauls and inspections including

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FERRIES BCF does promote its 91.5 per cent on time performance record, fleet reliability rating of 99.7 per cent and customer satisfaction rating of 87 per cent, but all is for nothing without a strong safety record.

BCF does promote its 91.5 per cent on time performance record, fleet reliability rating of 99.7 per cent and customer satisfaction rating of 87 per cent, but all is for nothing without a strong safety record.

Thanks to lessons learned from the Queen of the North, BC Ferries has changed its safety culture and particularly navigation safety and crew bridge operations.

With 500 sailings a day, there are lots of opportunities for things to go wrong.

“We needed to change the safety culture in our organization,” said Marshall.

Management engaged the employees (there are 4,500 across the system) and in a series of town hall meetings asked them what was wrong and how they could help Safety advances fix things. Some 500 came on their own Although few passengers know it, all time to those meetings and came up with SCA0056A Ad - BC Shipping the News.pdf 1 in 9/2/2014 12:35:20 PMcalls “4,000 to 5,000 gold would no doubt appreciate advances what Marshall safety made by BC Ferries in recent years. dust safety nuggets.” From those good a three-quarter-life upgrade on the Queen of Oak Bay and a mid-life upgrade on the Queen of Capilano. In all, some $227 million (including interest during construction) will be spent on infrastructure including $194 million on vessel and terminal capital expenditures.

The company will need deep pockets as capital expenditures over the next five years will jump from an average of $112 million a year to about $275 million on replacement of “aged minor and intermediate-sized vessels and make significant improvements at our terminals serving the major routes.” Yes, this is definitely big business.

24 BC Shipping News October 2014

ideas, four pillars of safety were developed which led to 90 action plans.

SailSafe, a joint initiative between BC Ferries and the BC Ferry & Marine Workers Union, was introduced. The results have been impressive. Back in 2007, BC Ferries was averaging over one employee time-loss injury every day — as well as several thousand in all each year including minor cuts and scrapes. By last year, this poor injury record had been cut to about 150 time-loss injuries and days lost were slashed by 60 per cent.

Programs such as ALERT (All Learning Events Reported Today) where employees look out for each other and report any safety concerns, near misses, or hazardous situations; and risk management training to increase awareness of hazard identification and risk identification have led to a growing group of SailSafe ambassadors who now number over 426 and are extra eyes and ears throughout the fleet.

Safety pays

Not only is there a safer workplace and passenger experience today, but the focus on safety is saving significant dollars as well.

FERRIES BC Ferries recently achieved WorkSafe BC’s Certificate of Recognition which zeroes in on injury prevention and employee wellness. As a result, in June BCF received a rebate of over $600,000 from WorkSafe BC, plus the company will realize another $500,000 in premium savings this year.

BC Ferries also won the Latitude Productions UK International Safety Award for motivating and inspiring its employees to reach for world-class safety performance; and its Bridge Simulation Training Program won it the Lloyds List North American Safety Award in the training category for improvements in navigation safety.

Marshall talks about “raising the bar” when it comes to safety and its Transport Canada certified crew are required to go through SEA familiarization, a standardized education assessment, which 70 per cent have completed so far, including all deck positions. This is sustained with MLS (Marine Learning Systems) where dedicated trainers now number over 300 and will eventually tally 400 employees willing to train others as well as do their own full-time job.

Marshall is not sure the level of employee safety alertness could have been achieved 10 years ago and is convinced that through SailSafe and its initiatives, “safety does pay.”

The challenges

The environment of permanently cutting approximately 6900 round trip sailings from minor and northern routes, which represents eight per cent of total sailings; the seeming inevitability of higher fares every year (up another four per cent from April 1, 2014); the concern over slumping passenger and vehicle counts; criticism of the company beefing up its non-traditional revenue sources such as its commercial services division and controversial drop trailer service which reached its 100,000 milestone this fiscal; all must wear on the morale at BC Ferries.

Couple these factors with others you can’t always control such as the Canadian dollar, global economic woes, the weather, rising fuel costs, concerns over global security, changing demographics, varying disposable income levels, vessels being called to assist in emergencies (18 marine rescues and 80 ambulance runs in

the latest year), and you have a typical day in the life of BC Ferries.

But, it seems the company has truly embraced a new attitude or culture, one that sees the value of reducing the average age of the fleet by increasing the number of new builds; has put a high price on safety; and introduced a new level of accountability and pride — all while meeting the challenge of running 500 sailings a day in an amazing revival.

Perhaps Mike Corrigan, President & CEO, put it best in the company’s Annual Report: “We understand the vital role we play in maintaining the quality of life of people who live, work and play in British Columbia, so we will stay focused on what we do best and what we can control — serving our customers, maintaining a safe, reliable and efficient fleet, and in the process, provide a high quality customer experience, be a place where employees can build a meaningful career and be a company worthy of the public’s trust.”

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.

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Vancouver ferry forum on track for record attendance

By Len Roueche, CEO, Interferry

W

hen I set about writing this column in early September, all the signs were that Interferry’s 39th annual conference — which takes place in Vancouver from October 4 to 8 — is going to be the biggest in the event’s history.

Professional pride encourages me to think this is due to the association’s ever-growing influence in the corridors of power that regulate vital safety and environmental issues. Our gathering always provides invaluable updates on these matters. In addition, we also survey the host of commercial opportunities and technical innovations that can benefit our industry, so it’s little wonder that top-level executives from all over the world want to share all this knowledge.

On the other hand — bearing in mind that I’m Canadian and live on Vancouver Island – national pride tempts me to suggest that the level of interest in Vancouver 2014 has a lot to do with the global appeal of the attractions on my doorstep! The two-day conference is obviously the working centrepiece of the occasion,

Interferry CEO Len Roueche suggests that content and location provide the perfect combination for the trade association’s imminent annual conference. but there is no denying the added incentive of our accompanying social program. This year’s enticements include a golf tournament, whale-watching and networking receptions in some of our coolest venues – not to mention the option of a three-day postevent tour based in Victoria.

Suffice it to say that our formula of business with pleasure now seems destined to surpass all previous milestones in the event’s evolution. Delegate registrations to the end of August totalled 208, the best yet for the time of year. Busy shipping professionals are notoriously slow to register for even the most important

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FERRIES trade events, so we look like being well on track to exceed our all-time record of 311 delegates who attended the 2010 conference in New York. Furthermore, interest from would-be event sponsors has been overwhelming — so much so that we have had to create new sponsorship categories to meet demand.

Ultimately, of course, the success of this year’s event will be judged on quality not quantity. So far as the business end is concerned, much rests on engaging the interest of delegates in a way that allows them not only to listen to fellow experts but also to engage with them in fully interactive exchanges of information and opinion. In recent years, supplementing the regular Q&A sessions at the end of presentations, we have introduced a facility enabling delegates to text questions or comments for instant large-screen display.

Beyond this, conventional presentations are increasingly giving way to highly popular panel debates, which have generated fascinating discussions both on the panels and from the floor. Our Vancouver program will feature three major panel sessions, including one where British Colombia Transport Minister Todd Stone will join a debate on subsidies and governance at state-owned operators. The pros and cons will also be discussed by recently retired Washington State Ferries director David Moseley and ferry company CEO’s from Croatia and Denmark.

Another panel will explore the human side of safety. Panellists include Darren Johnston, Safety & Security Director at conference host BC Ferries, who will outline the company’s SailSafe project — a groundbreaking joint initiative with the BC Ferry Marine Workers’ Union — and John Garner, fleet director of U.K.-based P&O Ferries. He will be explaining Maritime Resource Management training, which likewise aims to improve safety culture by focusing on crew attitudes and responses.

Our third panel considers the viability of the ro-pax concept and its future in passenger shipping, with input from Sweden, France, the Philippines and the U.S. Clearly, there is more than a little international flavour to our deliberations! That only serves to increase my pride in the fact that Vancouver will provide the platform for such a meaningful exchange of global knowledge and experience. With all the challenges and opportunities facing the industry, it’s certainly the right time. And it’s definitely the right place. I can’t wait...

Located at Vancouver Waterfront and Roberts Bank

www.flyingangel.ca

October 2014 BC Shipping News 27

WOMEN IN SHIPPING Leaders’ panel — comments on women in shipping

W

e wanted to try something different for this issue of BC Shipping News. We asked six notable leaders in the shipping industry (who just happen to be women) to provide a couple of paragraphs on the topic of Women in Shipping. While we gave suggestions on how to shape their submission — e.g., focus on their experiences as a woman in a male-dominated industry; provide advice for young women coming into the industry; comment on the role women play in shipping (past, present, future) — it was up to them to highlight whatever they felt was most worthy to say. Here are the results...

Kaity Arsoniadis-Stein LLB, LLM, President & Secretary-General, International Ship-Owners Alliance of Canada

Yvette Myers, Regional Director of Marine Safety & Security, Transport Canada – Pacific Region

Isn’t it disappointing that even today we continue to discuss gender stereotypes and that some industries still remain relatively closed off to women?

In Canada, our federal government has given importance to this issue and has assigned a Ministry to the Status of Women, which actively promotes equality for women and their increased representation in leadership and decision-making roles. Shipping is certainly a male-dominated profession, but I believe that in the last 15 years there has been tacit acceptance of women in senior executive positions.

Certainly we can be inspired by success stories such as that of Angeliki Frangou, today’s Aristotle Onassis of shipping. A woman who, by the age of 45, created four shipping and logistics companies under the Navios Group valued at over $4 Billion. She defies stereotypes and is blind to gender, race and religion stating that if you don’t see limitations then the future is ahead of you.

Lorraine Cunningham, ICD.D, FEA, Cunningham Group / Chair, Pacific Pilotage Authority

I have extensive business and management experience as well as a broad knowledge of the West Coast marine transportation industry. In addition to my duties at the Cunningham Group, I am presently the Chair of the Pacific Pilotage Authority, a Federal Crown; a board member of TransLink; and the Chair of the BC Chapter of Worlds President Organization.

I grew up with six brothers and have always been surrounded by men throughout my life both at work and at home, so working in a male dominated industry feels normal for me. As I watch more women entering into the maritime field I am excited for them because it is dynamic, ever changing and full of possibilities! I am very grateful for the small role I play within this industry as it continues to provide me with opportunities to sit on a variety of Boards and meet many bright, talented and fascinating people that I continue to learn from!

28 BC Shipping News October 2014

My maritime career started as a teenager when I became involved in the Sea Cadets, followed by attending the Canadian Coast Guard College. The attraction to the industry was not so much an interest in ships, but rather in helping Canadians as a public servant.

From sailing aboard various CCG vessels to being Transport Canada’s Regional Director for Marine Safety and Security, I am fortunate to work in a field where I can contribute and make a difference. I have experienced fantastic opportunities and enjoy the complexities of the maritime world while working with interesting, dedicated people. No two days are alike.

I encourage more women to consider a maritime career due to the broad scope of challenging and rewarding jobs available. Words of advice: in this traditionally male-dominated industry, I believe we gain acceptance by staying true to our values. Success comes by being authentic and following your passion.

WOMEN IN SHIPPING Tammy Emerson, Senior Account Executive, W&O

For my entire professional life, I have worked in traditionally male-dominated spheres. During my 23-year tenure in the U.S. Navy and in my current position as Senior Account Executive at W&O, I have always been one of very few women working in my field. Many times the men were surprised to see me, a woman, walking up on a ship to do a job. As a woman in this industry, you have to be tough, hard working and willing to get your hands dirty. My advice to young women is to not be afraid to join this industry — it’s exciting, challenging and rewarding. There are such a wide variety of job opportunities in the maritime world that allow an individual, male or female, to find their niche. And now more than ever, the industry is primed for women to come in and make their mark.

Marian Robson, Senior Associate, Global Public Affairs

I have been very fortunate throughout my career to have been involved in several aspects of the maritime industry in Canada.

As the western member of the National Harbours Board, I worked closely with the ports of Vancouver and Prince Rupert.

I grew very fond of Prince Rupert as we worked on the development of Ridley Island, first with the grain terminal, then with coal at Ridley Island Terminal (RTI).

I served on the Board of Directors of RTI and recall the frequent on-site visits and conference calls as the terminal was constructed and brought into operation.

I was appointed as the first Chair of the Vancouver Port Corporation in the early 1980s after parliament passed the new port legislation. One of the highlights of my term was leading a port mission to the Sister Ports Conference in Yokohama. Our port team participated actively in the conference, then spent a week in Tokyo calling on important port customers, such as Mitsubishi. As might be expected, the Japanese were somewhat startled to welcome a port delegation led by a large red-headed woman!

During my 10-year term as Chair and CEO of the Canadian Transportation Agency, I had the pleasure of being involved in many issues related to marine pilotage. As a quasi-judicial tribunal, the Agency was responsible for investigating and rendering a decision on complaints against increases in pilotage authority tarrifs. This led to hearings by a panel of members in different parts of the country.

In 1998, the Minister of Transport asked the Agency to conduct a review of the pilotage system in Canada and report on the findings within a year. Items to be reviewed included the pilot certification process for masters and offices; training and licensing requirements for pilots; compulsory pilotage area designations; dispute resolution mechanisms; and measures related to financial self-sufficiency. I chaired a panel with three other members, and with staff, we held two national meetings and several meetings with interested parties in the four pilotage areas across the country. Our report contained over 20 recommendations, all of which were implemented. This experience was one of the highlights of my time at the Agency. I developed a deep respect for the invaluable work our marine pilots perform in the safe navigation of domestic and international shipping. With our public pilotage authorities managing the system, I have concluded that Canada has one of the best marine pilotage systems in the world.

Deborah Marshall, Executive Director, Public Affairs, BC Ferries

The marine profession is a dynamic industry with plenty of opportunity for anyone looking for a challenging career. Over the next 10 years, the marine industry will offer excellent employment opportunities for both young women and men. While women have traditionally made up about 50 per cent of our workforce at BC Ferries, we are seeing more female employees moving into male dominated positions in the deck, engineering and trades departments.

I’ve seen a great deal of change over the years that I have been in the marine transportation sector, with more and more women holding management and executive positions.

Professional advancement opportunities for women are available for those who want to make an impact in a growing industry. There are women in key leadership positions in many areas of our business including operators, regulators, and manufacturers. I enjoy the fact that maritime industry is steeped in tradition, yet it embraces technological and environmental advances. There are many facets of shipping and many career prospects for the next generation.

October 2014 BC Shipping News 29

WOMEN IN SHIPPING

Women of note in international shipping

By Syd Heal

M

30 BC Shipping News October 2014

...women were making news as chief engineers and one or two captains were known to be in service certainly on Russian ships, who, along with Scandinavians, led the way in employing women aboard... regards led the way in gaining entrance on a bigger scale to the professions, probably headed by law and medicine. This was the start of positive moves towards piercing the glass ceiling led by example of Britain’s first and arguably one of the best of its prime ministers in Margaret Thatcher.

My own background has always been associated with the maritime industries starting with a marine insurance firm. I was to spend 20 years in the marine insurance business in the U.K. and Vancouver. I remember the time

when the first woman ship owner was noted in the office. A slip came in noting that our London office had taken a line on a T2-tanker owned by Mrs. Olga Konow, widow of Magnus Konow, who were believed by us to be White Russians residing in Norway. At that time, women were making news as chief engineers and one or two captains were known to be in service certainly on Russian ships, who, along with Scandinavians, led the way in employing women aboard from wireless operators/pursers to stewards and the catering department.

Photo: BC Shipping News

ost of us have heard of the ‘Glass Ceiling’, a term now popular in women’s rights circles when expressing frustration over the limitations that hobble women in the job market and the long-held limitations on promotion into the executive ranks of industry. A great deal of that has changed very noticeably mostly in the last 10 years in industry, with women CEOs being prominent in the auto industry, retail and who would have ever thought it possible that a lady would grace the highest office of our own Royal Bank, the biggest of the Canadian banks.

Wind the clock back to 1939. I’m not sure how it had been for Canadian women but undoubtedly it was very much like Britain when I was 14 and taking a lot of interest in the social world around me.

British women had enjoyed the vote since the early 1920s, but beyond that the status of feminine ambitions had not made huge progress in the 20 years of emancipation.

The politicians announced that women would be needed in war work, but this time it would be different to 1919 when women were let go without apology to make way for the returning soldiers. By 1943, when I joined the navy, there was abundant evidence of the importance of women in the armed services and holding down responsible jobs in the lower levels of armed services management.

Much greater emphasis was being placed on education with various government schemes being made available to improve education for all citizens as well as ex-servicemen. In the early years following the war, several new universities were announced as population figures started to grow despite large scale emigration from the U.K. to the former dominions and the U.S. University women in some

The Grieg family: Elisabeth Grieg, Chair, Grieg Group; Benedicte Willumsen Grieg (neice of sisters Elisabeth and Camilla); and Camilla Grieg, CEO, Grieg Group.

WOMEN IN SHIPPING What about the shore-side women in marine employment?

Women maritime lawyers and accountants were trailblazers in making their mark in mid-tier management in shipping companies often filling the role of corporate secretaries and treasurers. As they became familiar with the peculiarities of shipping and broke down prejudices, and as big management and largeowning groups formed within the shipping industry, many female names started to appear in other departments such as chartering, engineering and naval architecture.

The fastest progress was made in the smaller maritime countries with large merchant marines. This would put countries like Greece, Norway, Denmark, Sweden and Holland to the fore.

By the fourth quarter of the last century, many steamship lines that had been household names had been swept away in massive mergers and a whole new breed of ship owners with less conservative ideas took over. Old hang ups about separation of the sexes slowly disappeared, “equal pay for equal work” was well established as a slogan but far from fully achieved in trade union circles and with this grew the demand for equal opportunity, as women started to appear in boardrooms as officers and directors usually coming in through the law and accountancy departments until they became more fully established in fields such as chartering managers and sometimes doing their bosses work for them.

To turn to some specific examples of the successful executive who has made it into the highest ranks of the shipping industry, I cite Kate Blankenship, an accountant by training who received her Masters of Science at the Norwegian University of Science & Technology. She is 49 years of age and by most standards in her prime. Centred on the New York shipping market, she soon caught the attention of Norwegian shipping magnate in-themaking, John Fredriksen, a man busy building one of the largest privately-owned shipping groups in the world and certainly the largest fleets of tankers. Fredriksen, in addition to being a master tactician, knew his own limitations and employed the best professionals he could find for his companies.

Blankenship is currently listed by several internet sites as a director on 21 boards from a number of industries with most being Fredriksen-controlled companies. She is CEO of Golden State Petroleum Transport. Her Fredriksen directorships include Frontline, Golden Ocean, Ship Finance International, Knightsbridge Tankers, Smedvig ASA, Eastern Drilling, Golar LNG, and Seadrill, the last name being a leader in the ultradeepsea drilling business with the biggest fleet of operating and ‘on order’ drill rigs. Mrs. Blankenship now resides in Bermuda where most of Fredriksen’s companies are registered.

The Norwegians and Danes are leaders among national companies that have appointed women as directors and senior executives. One prominent company is A/S Norden, based in Denmark which now has women employees running major departments, possibly more than most and succeeding to directorships, but as most Scandinavian companies have grown from small beginnings as family concerns, it is not surprising that directors are often the daughters of the previous generation who have not had sons to succeed them. Except perhaps in Greece, daughters are not commonly treated as inevitable successors to their fathers.

This brings us back to John Fredriksen’s empire. Fredriksen, a widower, is the father of just two daughters, Cecilie and Kathrin.

Both work in their father’s companies and also sit on the boards of several of his most important companies and are believed to

Cecilie and Kathrin Fredriksen with their father, John. be the heirs to his fortune. There have been no announcements as to their particular strengths or interests and virtually nothing about their private lives. Both are glamourous, but glamour does not run shipping groups so it’s an open question as to how management will pass on when Fredriksen leaves this world.

A situation with some similarities existed at Grieg Star Shipping, well known in Vancouver and Squamish with their largest-in-the-world fleet of open hatch style bulk carriers. The Star fleet had started in Bergen in 1961 founded by Per Waaler who later sold out to a consortium that included Joachim Grieg, then head of a powerful ship brokerage within the Norwegian market with such contemporaries as R.M. Platou and Fernley & Eger. Later, Grieg separated from their partners and fellow investor and Bergen ship owner, the old and much respected historic firm of Westfal-Larsen. The two partners each contributed a similar number of vessels each being registered to one or other of the contributing partners (in Westfal-Larsen’s case, through its Singapore subsidiary Masterbulk). Known simply as Star Shipping, it was always a far-sighted quality operation that participated in the B.C. forest products export trade from its beginning, and along with its principal competitor, Gearbulk, made certain the Norwegian owners had the lion’s share of the traffic.

Angeliki Frangou, CEO of the Navios Group October 2014 BC Shipping News 31

4

WOMEN IN SHIPPING To exemplify the farsightedness of Star Shipping in those earlier years, in the latter part of the last century the unique story of great expansion at the Port of Squamish should also be remembered.

Publication BC Svein Shipping News was At that time, Captain Stokke working in senior management at Star Issue 2014 and the idea came toSeptember him through contact with the logging Size firm of CattermolePage Trethewey, owners Full of strategic delta Deadline waterfront land that Squamish would August 6, 2014 make an ideal load-out port for forest products otherwise destined for Vancouver on the Pacific Great Eastern

Railway as B.C. Rail was then known.

Such products would funnel from the central B.C. lumber industry centred around Prince George. The result was the formation Features of Squamish Terminals as a joint venture of Star Shipping and Careers Ad Cattermole.

The split between the Grieg interests and Westfal-Larsen took the shipping world by considerable surprise. A coldly terse announcement was published in the shipping press signed by Elizabeth Grieg that seemed to hint at a palace revolution. Masterbulk was departing

rs of arine Design 84 Yeaand Diversity in M g n i t bra tion Cele Innova

1930-2014

design your future Robert Allan Ltd. is a Canadian Naval Architecture and Marine Engineering company serving the global workboat market from Vancouver, B.C. since 1930. As an employee owned company, we aim to recruit creative and talented individuals, and we work hard to encourage them to make their careers with us. Positions are available in virtually all aspects of our growing international business, including: Ÿ Ÿ Ÿ Ÿ Ÿ Ÿ Ÿ Ÿ Ÿ Ÿ Ÿ

Marine Electrical Engineering Electro/Mechanical Systems Integration Navigation and Communication System Design Naval Architecture Structural Design Ship Outfit Design Marine Mechanical Engineering Project Management Quality Assurance Marketing Contract Administration

Secure your career with one of the most dynamic ship design offices in North America by sending your resume to: careers@ral.ca

Robert Allan Ltd. is proud to be an Equal Opportunity Employer. It is our policy to provide equal opportunity for all employees and applicants for employment without regard to race, colour, ancestry, place of origin, political belief, religion, marital or family status, sex, sexual orientation, age, physical or mental disability, or any other basis prohibited by provincial or federal law.

www.ral.ca

32 BC Shipping News October 2014

without a note of regret or good wishes and a long and productive partnership and Star Shipping was to be immediately renamed Grieg Star Shipping and ownership of Squamish Terminals was reverted entirely to Grieg. The announcement left no doubt as to who the new bosses were to be.

Elizabeth and Camilla Grieg, sisters at age about 52 and 50 respectively, are Group Chairman and Group CEO of the Grieg Group which has other interests beyond shipping. It is prominent through Grieg Seafoods in B.C. salmon farming and, coincidentally, it is Frederiksen who is the other big name in B.C. salmon farming through his controlling interest in Marine Harvest.

The last international shipping woman I want to mention is in a class by herself.

She is Angeliki Frangou who has, with her Navios group of companies, appeared in these pages before. While she is the daughter of a mid-sized and successful ship owner, the growth and success of her group is clearly the outcome of Angeliki’s drive and ambition. To help her along, she obtained a degree in marine engineering and worked as a loan officer for a large American bank before starting her first shipping company. Since she took over Navios from other owners and undertook her first IPO for Navios Maritime Holdings as recently as 2005, these have been followed by Navios Maritime Partners (a limited partnership) and Navios Maritime Acquisitions. In addition, Navios Holdings is parent to Navios South American Logistics based at Nueva Palmira in Uruguay. The company possesses a huge gathering system of over 300 barges serving the Hidrovia region that handles a big part of the foreign trade of Argentina, Brazil, Bolivia, Paraguay and Uruguay. The Navios Group owns or controls, through long-term chartering, one of the biggest dry cargo fleets in the world, an important tanker company, and is now adding container ships for longterm chartering to major liner companies, following the lead perhaps of Vancouverbased Seaspan Corporation.

These are a few of the women of note in international shipping, but there surely are many other rising stars who inevitably will reach the top levels of management in the coming years.

Syd Heal, a veteran of the marine industry and a prolific writer and publisher of marine books, can be contacted at: richbook@shaw.ca.

WOMEN IN NAVAL ARCHITECTURE

Standing (left to right): Tian (Jenny) Yu, Vesselina Handjiyska, Vesna Klipa, Jian Zhang, Dr. Hongling Zhang.

Sitting (left to right): Miao (Mavis) Ye, Bilyana Ivanova, Andra Papuc. Missing from photo: Ruquan (Lucy) Ouyang.

The changing face of Robert Allan Ltd.

T

he business of Naval Architecture has for the most part always been a man’s domain. As Canada’s most senior firm in this industry, Robert Allan Ltd. has, over its 84 years of operation, seen this start to change only in the last 15 years or so, and markedly for the better. Although our administrative staff has always been very capable women, the design and technical aspects were always “man’s work”. Our first technical female employee was Marie Curtis, hired in abt. 1984, who then went on to work at Seaspan. The rapid growth of our business in past few years has coincided with the presence of many very talented women émigrés from eastern Europe and from Asia. Added to these were a number of Canadian born and trained naval architects from UBC and Memorial University. Rather suddenly, we had a significant female presence in the technical office. Today, nine of our total 63 technical staff are women, bringing a diverse set of talents and experience to the company. Three of these are also amongst the new generation of employee-owners of the company.

Following is a brief description from each of these women of what attracted them to the profession of naval architecture.

Today, nine of our total 63 technical staff are women, bringing a diverse set of talents and experience to the company.

Andra Papuc, EIT (Naval Architect)

I started sailing in high school and what began as a fun summer activity turned into the potential of a lifelong career.

From sailing to kayaking to outrigger racing, I couldn’t get enough of being on the water. This passion influenced my education and in 2008 I graduated from UBC with a Bachelor of Applied Science in Mechanical Engineering and a specialization in Thermofluids. I now spend my days working at Robert Allan Ltd., surrounded by drawings of boats and like-minded naval architects that share my passion and love for this mode of transportation.

Miao (Mavis) Ye, P.Eng. (Sr. Naval Architect)

Although there were not many experimental and lab opportunities for high school students back in the early 1980s, I luckily had the chance to participate in a few, for example, building remote-controlled airplane models and a radio from a bared circuit board without joining the circuits. These captivating experiments

drew my attention and interest towards the creations and practical development of engineering.

My hometown is a coastal city and its fantastic scenery of different vessels sailing on the sea is always eminent in my memory. The boats floating in the water with the characteristic curvature of the hull form is the combination of a fine art and all the kinds of engineering work that has been done on it: the structure, machinery, piping and electrical. These became important factors in leading me towards the decision of selecting a naval architecture major.

Bilyana Ivanova, P.Eng. (Sr. Naval Architect)

I was raised in a coastal area so the sea was always part of my life. At 15, I was first introduced to sailing at the local yacht club and this made my bond with the sea even stronger. This romantic attitude towards the sea and boats definitely influenced my decision to enrol in the Naval Architecture program at University.

October 2014 BC Shipping News 33

WOMEN IN NAVAL ARCHITECTURE Sailing is still my passion, and even though my work at Robert Allan Ltd. involves designing working boats, I love my job and enjoy working in the maritime industry.

Dr. Hongling Zhang, P.Eng. (Naval Architect)

I grew up in a port city by Yangzi River.

As a child, I was attracted by various types of vessel on the river, and dreamt to design a ship by myself. After University, I started my real career as a Naval Architect.

During the past 15 years, I have been involved with the design and construction of quite a few ship types, including very large Crude Carriers (VLCC), bulk carriers, container vessels, tugboats, fireboats, offshore supply vessels, barges, and science research vessel. It is an amazing feeling to see those vessels launched and running at sea. I enjoy the life of a naval architect.

Jian Zhang (Sr. Systems Designer)

When I was young, I wondered how ships that sit in water could float. I entered University studying shipbuilding engineering, and completed my four-year

study in marine engineering. After that, I went to Shanghai, Singapore, then moved to Vancouver and participated extensively in ship designing and building. I have worked on the design of tugs, barges, container vessels, oil tankers, cargo vessels, offshore oil rigs, FPSOs and FSOs, etc.

The more work I do, the more I continue learning what I love to do.

Shipbuilding and design work is challenging and fantastic! I am very proud to be a ship designer.

Vesna Klipa (Naval Architect)

I was born in Rijeka, the biggest Croatian seaport, where my love for the sea started early. Many different types of ships were in port — ferries, fishing, sailing boats etc. — creating a daily change of city décor.

Next to my love of the sea was the idea of when we “connect ourselves with the sea we are connected with a whole world”; a feeling of freedom and connectedness with countries and people around the world.

What attracted me to naval architecture was my comprehension that each vessel is so different, that it could be compared with

us, people, each different and beautifully unique in our own ways. I was attracted to the creative process of ship design, the aesthetics and functionality of ship lines forming the hull. I had planned to work in a ship design office, exposed daily to the creative process of ship design.

Tian (Jenny) Yu (Marine Design Technologist)

I worked as a civil engineer for three years before joining Robert Allan Ltd., where I trained with stability, hull form development, and the concepts of naval architecture design.

After starting in the engineering field, I started to love what I did because engineering is kind of the art of balance between theory and reality. When the design is becoming more refined and more acceptable, it’s time for a cup of coffee and a bar of chocolate! Although engineering is indeed a male-dominated industry, instead of pressure, I am very appreciative of their intelligent, decisive leadership.

Ruquan (Lucy) Ouyang, EIT (Naval Architect)

Since Naval Architecture is also my father’s profession, it influenced me to pursue a career in this field. I received a PhD in Naval Architecture & Marine Engineering from Shanghai Jiao Tong University in China.

Vesselina Handjiyska (Naval Architect)

To me, it was a gift to be born and live near the Black Sea. I grew up playing on the beach and swimming in the sea. This connection with the sea is forever and it defined my future. In high school I had a trip Varna-Odessa-Sochi by boat. I found the ship fascinating. After high school, I enrolled to study naval architecture at the Technical University of Varna. It is not always an easy job. It requires persistence and hard work, but with the challenge comes great personal satisfaction.

Conclusion

A common theme emerges for these talented women, all having been exposed at an early age to the sea and ships and their respective beauties, and the challenges of participating in designing something that works well in such a demanding environment, and that hopefully is pleasing to the eye! Their talents have been a significant bonus to Robert Allan Ltd., and we welcome the diversity of their input to improving the overall quality of our design products.

34 BC Shipping News October 2014

WOMEN ON THE WATERFRONT

Champions of Change

By Colleen Savage

T

ina Brooks and Monica Dhiman are two female longshore workers who represent a worker group whose numbers currently make up approximately 10 per cent of the BC Maritime Employers Association base. “Our hiring practices focus on building a workforce that is both skilled and diverse,” says Ellie Marynuik, Vice President, Human Resources for the BCMEA. “Women are an integral part of the B.C. waterfront industry and we are proud that their presence continues to increase in number.”

Ellie has seen many progressive changes on the waterfront, noting the experiences of females hired before her time with the BCMEA up to the Women now make up 10 per cent of the workforce on the waterfront — a number that is growing all the time. present. With 28 years’ of service, Tina, a fourth-generation longshore worker, was the first aborig- quit and was told not to come back. Despite that, she returned in inal woman and third female hired in Vancouver. Tina, together 1999 and successfully pursued action to have her time off credwith the other female longshore workers, has done much to ited back to her seniority, leading to the introduction of maternity benefits. She and her female co-workers earned respect as advance the work environment that today’s women now work in.

Tina’s father and brother prompted her to apply. Like many capable workers with a sincere desire to make the waterfront others at the time, she arrived at the docks and was hired on accessible and appealing to all people.

The efforts and lessons of the past have led to a dynamic workthe spot. “My dad really believed in me and knew I could make a great contribution down here as well as a good living raising place that has caught the attention of employees like Monica, three kids on my own.” She did it all with no formal training, who, with two and a half years on the job, is also enrolled in the often taking job assignments that nobody wanted. The work Electrician Apprenticeship with the British Columbia Industry was hard, physical, often dangerous and the conditions were not Training Authority. After attaining a university degree, running ideal for anyone. Pushing through the hard days, Tina always her own business, and working other careers, Monica wanted a change. “I learned that I was not a desk job person. My dad proved wrong those who didn’t think she could cut it.

It is this very determination that drove Tina and her co-work- and brother are both longshore workers and told me to give it a ers to initiate changes that would help transform the waterfront try.” Hesitant at first, Monica did apply and was surprised at the into a more progressive workplace for future women. “Back in mix of people she was working alongside. “No matter where you 1988, when I first started out, there was no such thing as female come from or what level of education or experience you have, washrooms or maternity leave,” recalls Tina, describing her first everyone is treated the same. We all look out for each other.”

The flexibility of shift work and good wages combined with years on the job. When her fourth child was born, Tina had to job variety and security make the waterfront an appealing workplace for women. Monica notes that a highly industrial workplace like the waterfront is a real fit for people who can think through situations clearly and problem solve quickly without taking risks. In her experiences, she sees that many women possess these qualities, making them a valuable asset to the BCMEA member companies.

As for the future, both Tina and Monica would like to see more female longshore workers hired, more involved in training roles and as union representatives and in the foremen ranks.

To highlight the diversity of work and acknowledge the contributions women have made to the B.C. waterfront industry, the BCMEA has partnered with the leadership of the Longshore Union and the women of the industry. Visit www.bcmea.com to view the video, “The Face of the Waterfront has Changed” for a Tina Brooks Monica Dhiman glimpse of how women have progressed in the industry.

October 2014 BC Shipping News 35

CARGO LOGISTICS Reverse logistics:

An old concept with new relevance

By Ashli Komaryk, Canadian Manufacturers & Exporters, British Columbia Division

R

everse Logistics (RL) or as it’s also known, Aftermarket Logistics, Retrogistics, Reverse Supply Chain or Aftermarket Supply Chain, is defined by the Association of Reverse Logistics as “all activity associated with a product/service after the point of sale, the ultimate goal to optimize or make more efficient aftermarket activity, thus saving money and environmental resources.”

The key differences between Forward logistics (putting a product or service to market) and Reverse Logistics is that Reverse Logistics is a process focused on planning, implementing and cost-effective flow of raw materials and finished goods together with related information from the point of consumption to the point of origin for the purpose of recapturing value or proper disposal.

So, why do we even need to talk about reverse logistics? Well, perhaps a look back in time at some historical highlights in the evolution of reverse logistics will help clarify that.

When did we begin to think in terms of Reverse Logistics? According to the corporate blog of one logistics firm, it was

36 BC Shipping News October 2014

in a military context during the American Civil War (1861-1865) when General William T. Sherman recognized the strategic utility of effective supply chain operations to and then back from the front lines. In 1872, American furniture retailer Montgomery Ward established a return policy for customers who were not 100 per cent satisfied and a requirement to disposition returning inventory was created.

In the 20th century, again, war-inspired logistics developments affected the evolution of reverse logistics. Necessity is indeed the mother of invention as we saw when, in the automotive after-sales market, the war effort resulted in a shortage of repair and replacement materials. In that period, producers of automobile components began to rebuild or remanufacture parts and this clever recycling trend still continues today. A jump to 1984 and the much-noted and massive recall of nearly 31 million-bottles of Tylenol by Johnson & Johnson and McNeil Laboratories saw a recall that resulted in an impressive reverse logistics success as well as a marketing and public relations triumph when McNeil Laboratories quickly replaced

the contaminated product with newly designed tamper-proof bottles.

In the 1990s, environmental concerns determined the next phases in the evolution of reverse logistics. In 1991, the Federal Republic of Germany legislated obligatory recycling programs and specific regulations (including fines for non-compliance) for the reverse flow of recyclables and the recovery of hazardous waste. The U.K. followed suit in 1996 with regulations delegating responsibility for the return and recycling of packing materials to transporters and manufacturers.

It was only in the early 1990s that we began to see academic studies published on reverse logistics and the field became the subject of in-depth analysis for strategic factors. The growth of ecommerce from the mid-1990s to the present has really brought to light the fundamental importance of reverse logistics.

In 1995, both Amazon and E-Bay launched their online businesses, offering a much broader and more numerous range of products than their brick-andmortar competition. Today, there is a vast proliferation of online retail offerings and with online shopping and delivery comes the need for reverse logistics to handle damaged or malfunctioning products, exchanges, mis-delivered/un-delivered goods, repairs, recycling, aftermarket call centre support, reverse fulfillment, e-waste and so on. Online shopping would not be nearly as successful were there not solid and reliable forward and reverse logistics systems in place.

Reverse logistics expert Paul Rupnow, in his blog, cites a Harris Interactive study and notes the impact of an online retail customer’s return experience: • 85 per cent of customers WILL NOT shop with you again if the return process is not convenient • 95 per cent of customers WILL shop with you again if the returns process is convenient.

Online retail is showing no signs of slowing down — the Automotive Aftermarket Suppliers Association reported that in the U.S., the auto aftermarket industry is expected to grow 3.4 per cent annually

CARGO LOGISTICS through 2016 to $263 billion, adding $32.6 billion to the American economy.

Driving this growth is mainly today’s oldest average age of vehicles ever (11.3 years, with a preponderance of older vehicles in the mix) which creates strong demand for service and repairs.

While some sectors, like online retail, electronics, automotive aftersales or telecommunications have fully understood the vast opportunities — and in fact the fundamental necessity — of running effective reverse logistics to ensure maximum efficiency of inventory management, other sectors have not. Ill-managed inventory means a company has idle assets not generating revenue. And further, some supply chain experts even go so far as to claim that there is, generally speaking, a lack of awareness around reverse logistics where it’s seen by many as a small part of business operations.

Why, if reverse logistics is so important, has there has been relatively little awareness of it, and perhaps even reluctance around highlighting its importance? President of the Supply Chain Council of British Columbia, Sham Singh, suggested that for some, reverse logistics is associated with an organization’s lack of controls on their sales, procurement and inventory management systems (as in returns of incorrect, incomplete customer and vendor orders and damaged or malfunctioning products).

It’s a concept similar to the urban legend of luxury car manufacturers who might state proudly that they don’t provide roadside assistance for their clients because, after all, with the unsurpassed quality of their vehicles such a service would be superfluous! No need for reverse logistics here… our products are just fine, thank you very much. It’s precisely that narrow view that causes a company to ignore ways to effectively disposition its inventory, enhance customer satisfaction and reach its full growth potential.

If you are interested in knowing more about reverse logistics and how it can positively impact your bottom line and your customers’ satisfaction, join Canadian Manufacturers and Exporters, B.C. Division (www.bc.cme-mec.ca) at the Cargo Logistics Canada Expo and Conference.

January 28-29, 2015 in Vancouver. Cargo Logistics Canada is Canada’s largest and best-attended event for all stakeholders in Canadian supply chains. For more information please visit: www.cargologistics canada.com. Registration opens October 2014.

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October 2014 BC Shipping News 37

CARGO LOGISTICS Container packing:

New code packs heavy load of rules

By Colin Laughlan Director of Communications, Logico Carbon Solutions Inc.

C

ontainer stuffing — as it’s called by those who do it — is about to become much more of a science than the art it’s been over the last half century. The United Nation’s new Code of Practice for Packing Cargo Transport Units (CTU) is poised to make its way into supply chains around the world. It will set a significantly higher safety standard for the way all types of cargo are packed and handled in all modes of surface transport, whether by road, rail, or sea. Supported by the shipping industry, labour organizations, governmental authorities, and the transport insurance industry, the Code will be launched as a voluntary standard but will require training and implementation by companies packing containers, and could possibly lead to legal liabilities for those who refuse.

“The Code is potentially beneficial to anyone involved in cargo container handling throughout the transportation chain,” Mark Gordienko, President, ILWU Canada told BC Shipping News.

“Properly packed containers raise the safety level for container handlers. We encourage those involved in handling and packing containers to learn and apply the new practices.”

Developed jointly by the International Maritime Organization (IMO), the International Labour Organization (ILO), and the United National Economic Commission for Europe (UNECE), the Code packs a heavy load of technical details. Its 13 chapters, 10 annexes, and five appendices include lessons in applied physics, mathematical formulae, and specific Dos and Don’ts ranging over well-known issues such as proper weight distribution, positioning the centre of gravity, securing cargoes, ventilating offgases, placarding dangerous goods, and segregating incompatible items.

38 BC Shipping News October 2014

Supported by the shipping industry, labour organizations, governmental authorities, and the transport insurance industry, the Code will be launched as a voluntary standard but will require training and implementation...

The new Code supercedes packing guidelines that have been around for several years, specifically the 1997 IMO/ IMO/UNECE Guidelines and Safe Transport of Containers by Sea: Industry Compliance for Shippers and Container Stuffers, published jointly in 2008 by the World Shipping Council and the International Chamber of Shipping. Far more in-depth than its predecessors, the new Code could be a humbling experience for veteran packers who believe they already know it all. Do they know the difference, for example, between the definitions of “Overloaded” and “Overweight”; or how to calculate the dew point inside a container as temperatures change?

By 2010, it was widely recognized that the existing guidelines were generally not observed. In that year, Canadian labour’s review of the new Code was spearheaded locally by ILWU Canada Third Vice President Al Le Monnier, a member of Local 500 in Vancouver, B.C. Now completed, the new Code is supported by supply chain stakeholders, but opinion is divided on whether it should be voluntary or mandatory.

The CTU Code is not, in itself, a legally enforceable rulebook. It may be referenced, however, in legal proceedings as the industry standard and thus carry weight.

Peregrine Storrs-Fox, Risk Management Director for global transport and logistics insurer TT Club told BCSN that the new standard is “structured in such a way that it can be incorporated into domestic legislation and it is understood that some

jurisdictions are likely to implement it in that way.” This will, however, vary from country to country.

ILWU’s Le Monnier, for one, looks forward to the Code becoming legally mandatory. “The old obscure and obsolete guidelines, which most shippers didn’t even know existed, have been elevated to a more extensive, detailed and precise code of practice,” Le Monnier told BCSN. “This should make it more palatable for national authorities to adopt it by way of reference in their regulatory schemes.

In fact, we hope it eventually becomes internationally mandatory,” he said.

“Containers have become the overwhelming method of transporting goods around the world because of their efficiency, but if they’re not properly packed, secure and free of defects, they become also potentially lethal to workers and the public at large.”

The Chamber of Shipping of British Columbia similarly lauds the Code for its safety provisions across the spectrum of cargo transport functions, but does not foresee its being enacted into law. “The development of the CTU Code by three international organizations is significant in encouraging best practices for packing containers that will facilitate their safe transport and handling throughout the supply chain,” said Bonnie Gee, Vice President of the CoSBC. “By adopting the Code, exporters will help reduce the risk of injury and ensure that the cargo arrives intact and in compliance with local regulations. Making the Code

CARGO LOGISTICS mandatory would be the ideal as a safety standard, but that would be impractical since it would be very difficult to enforce.”

Much the same response came from the Canadian International Freight Forwarders Association (CIFFA). “We support any directive, any move towards improved safety, particularly in marine multimodal cargo,” said CIFFA Executive Director Ruth Snowden, “[but] we would certainly prefer to see voluntary implementation.

It would be extremely challenging to implement a regulation, or to audit or inspect, or verify container packing.”

TT Club’s Storrs-Fox equally urged voluntary adoption of the Code by all parties in the supply chain, particularly among shippers and packing companies, and their respective trade associations. “In the TT Club’s experience, poor CTU packing is responsible for an alarmingly high incidence of accidents in the transport chain. Over 65 per cent of accidents involving cargo damage or loss was attributable to improper packing inside CTUs and as much as 25 per cent of roll-overs and other trucking accidents are attributable to inadequately secured cargo,” he said.

“The new Code is the culmination of work by a broad stakeholder group, bringing forward what is today’s good practice,” Storrs-Fox continued, explaining why the Code is needed over the former guidelines. “The increasing diversity of cargo now being put into CTUs, particularly maritime containers, means that the packing criteria need to be reassessed against what the container is designed to do. Further, packing operations are increasingly done far away from the port environment, where much of the traditional skill base resided, with the resultant reduction in awareness of risks through the supply chain.”

The CTU Code is not, in itself, a legally enforceable rulebook.

It may be referenced, however, in legal proceedings as the industry standard and thus carry weight. may include ‘problem’ cargoes such as steel coils, out-of-gauge or concentrated loads, plus course content configured for specific job roles.

“We wanted to develop alongside the Code something that would very much bring it into everyone’s workplace in an effective fashion,” said Storrs-Fox, “and e-learning is an effective methodology to provide theoretical understanding, onto which practical on-the-job training can be built. I would look for trade associations and others to supplement this e-learning with faceto-face practical training.”

In Canada, that additional training may be coming from CIFFA. “We do considerable training on international movement of goods and container packing is one of those areas that is critical,” said Snowden. “We’re looking right now at the question of whether we should develop new stand-alone training to support the new standard,” she said.

Software available

Aligned with the online Foundations course from Exis Technologies is Logico Carbon Solution’s load planning software, XacPac, created specifically with Code requirements in

Training required

If companies engaged in container packing choose to revise their own instruction manuals, they should be aware that the Code requires personnel at all levels, senior management, supervisors, and those doing the actual packing, to be trained “commensurate with their responsibilities.” The Code clearly identifies the responsibilities of each party in the transport chain including CTU operator, consignor, shipper, packer, terminal operator, road/rail hauler, sea carrier, and consignee/receiver.

To meet this requirement, TT Club commissioned Exis Technologies to develop the CTUpack e-learning™ course. “Exis Technologies already has a track record of developing transport training programs, such as the IMDG Code e-learning solution (www.hazcheck.com) for companies that require mandatory training in shipping dangerous goods by sea,” said Storrs-Fox. “The CTUpack e-learning™ course is an online training tool for those involved in the packing and unpacking of CTUs, comprising freight containers, swap bodies, trailers, and suchlike used in intermodal transport. Students are assessed continuously through the course and receive a completion certificate which records their final score,” said Storrs-Fox. [Writer’s note: I completed the course with a score of 90 per cent after two days of intensive study. The course can be completed over three months and has an “open-book” style of examination so chalk my less than perfect score up to haste. It’s designed to reinforce quickly those essential parts of the Code for a basic understanding, and passing should pose no problem to anyone taking it seriously.]

For a nominal fee, one can gain a certificate by completing the Foundations course which is now available. Higher levels will be developed as the Code becomes more familiar to industry. These October 2014 BC Shipping News 39

CARGO LOGISTICS The new Code of Practice was ratified by the UNECE in February this year and by the IMO in May. Its final ratification by the ILO is scheduled for November. The federal government has advised that the Code comes into effect in Canada automatically. mind. XacPac has been selected by Exis as a complementary tool to the course, and the Exis course will be available through Logico’s website (www.XacPac.com) or at www.ctupack.com.

“Our technology was built in anticipation of the new Code of Practice for Packing CTU, and produces load plans in compliance with it,” said Dr. Warren Wolfe, President of B.C.-based Logico. “Our goal in designing XacPac was a fast, easy-to-use packing assistant that provided a practical and relevant link for integration into the global supply chain. We were guided by extensive interviews with stakeholders, including shippers, truckers, retailers, packers, and labour organizations, by national and international regulations, and by Captain Kaps’ Containerhandbuch to capture the concerns of insurance underwriters. XacPac’s unique attribute system ensures, for example, that by simply declaring the UN Numbers for chemicals, shippers can be assured that IMDG-coded segregation rules for dangerous goods are satisfied.

Background: Al Le Monnier

E

lected third Vice President of ILWU Canada in 2003, Al Le Monnier developed a good reputation in advocating for health and safety issues among international labour organizations. In 2004, on behalf of the International Transport Workers’ Federation (ITF) and ILWU Canada, Le Monnier joined the International Safety Panel of the International Cargo Handling Coordination Association (ICHCA). That brought him to participate in several IMO working groups.

In 2010, as spokesperson for the workers’ group of the International Transport Workers’ Federation, he turned his attention to helping develop the new Code of Practice for Packing Cargo Transport Units (CTU). “It’s quite an involved process. People don’t realize how difficult it is to come up with an international instrument like this. The Code was produced with the view that it be the international, authoritative, go-to document for the transportation of CTUs,” Le Monnier said. In 2012, Le Monnier received Transport Canada’s Canadian Marine Advisory Council award. Now retired, he remains active in a review of new Code of Practice for Health and Safety in Ports, to be completed in 2016. “That’s probably my last project,” he told BCSN. 40 BC Shipping News October 2014

“XacPac’s optimized container space utilization is achieved without sacrificing load balancing by using custom algorithms that go to an exact solution. We focused on mass concentration, rather than just total weight, for the container as well as the content. The load plans give a full and precise declaration of the container manifest so that every consignee knows exactly what is in the CTU and where it is packed. Our new technology addresses not only cost efficiency but also safety, security, and liability concerns,” said Wolfe.

The new Code of Practice was ratified by the UNECE in February this year and by the IMO in May. Its final ratification by the ILO is scheduled for November. The federal government has advised that the Code comes into effect in Canada automatically. At the time this article was written, Transport Canada was still making the narrow recommendation, in a ship safety bulletin issued in March, “that all parties involved with stuffing operations follow the IMO/ILO/UNECE Guidelines for Packing of Cargo Transport Units. There was also scant or no awareness of the new Code among the several Canadian container packing companies contacted. The news to watch will be how the Code is adopted by industry, or if it will need to be legislated into force.

Colin Laughlan is Director of Communications for Logico Carbon Solutions Inc., a Delta BC-based company that develops technology solutions for optimizing freight transportation. Colin can be reached at colin.laughlan@gologico.com.

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PATROL VESSELS New patrol vessels for Port Metro Vancouver

P

ort Metro Vancouver unveiled new patrol vessels along with other operations and security assets that will help maintain the safe, secure, efficient and reliable movement of marine traffic within PMV’s jurisdiction. The vessels, designed and built by Campbell River’s Daigle Welding & Marine, will provide surveillance, early incident detection and activity tracking. The “response class” vessels (similar to Daigle’s vessels built for the Port of Nanaimo) specialize in fast response and are equipped for rapid situational assessment.

Both vessels — named “Iháwichen” (from the Squamish language meaning “pink salmon”) and “ ” (from the Musqueam language meaning “wind at your back”) — have 1,000-hp twin Volvo D9-500 diesel engines with ZF 265 IV transmissions. They have a length overall of 13.1 metres; a beam of 3.88 metres; a draft of 1.84 metres; and gross tonnage at 14.96.

The vessels are equipped with the latest in security, navigation and communication equipment, including M-618CS FLIR cameras which are active gyro-stabilized, high-resolution thermal/ night vision systems coupled with colour TV cameras with a 10x optical zoom.

Also equipped with advanced combustion systems, precise steering control and semi-custom designed propellers appropriate for minimizing damage from impacts with floating debris, the new vessels will create minimal particulate and greenhouse gas emissions.

The “ ” will be posted primarily on the Fraser River and the “Iháwichen” will be put to work in Burrard Inlet.

For more on this story, including photos of the naming ceremony and video of the vessels in action, visit www.bcshippingnews.com.

Steve Daigle, owner of Daigle Welding & Marine, and Port Metro Vancouver’s Peter Xotta (VP of Operations and Planning), stand next to one of the new patrol vessels.

CONGRATULATIONS TO PORT METRO VANCOUVER ON THE DELIVERY OF TWO NEW 43’ PATROL VESSELS!

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www.eaglecraft.bc.ca October 2014 BC Shipping News 41

MARITIME SAFETY

Making it better: Canada’s Transportation Safety Board

By Jeffrey Smith

H

umanity’s struggle to achieve safety at sea has been a long and continuing one. In the modern era, marked by the advent of the oceangoing steamship 150 years ago, social norms and increasing technical complexity have made difficult the idealized goal of perfection in marine safety. Modern society puts an ever-greater value on life and protection of the environment. And while technology has answered many of the challenges of being at sea, the great increase in uses of the oceans continues to bring marine disasters of every sort.

2014 has been scarcely different from other years, the long-awaited removal of the wreck of the M/V Costa Concordia in Italian coastal waters as the largest (and costliest) salvage operation in history again marking the risks of our business.

For those who live on the B.C. coast, the sinking in April of the Korean passenger ferry Sewol was a poignant moment, one that underscores in advanced industrial societies significant — and avoidable — marine disasters still occur.

The best progress toward marine safety has not been technical or by compulsion of the law. Rather, it has been socially derived, out of sophistication in the relationships between those who design, build, own, operate and regulate ships. The lesson of virtually every maritime casualty, in Canada and overseas, is that no single factor results in the loss of lives and ships. Causes of marine accidents are invariably several and can be routinely traced to weaknesses in the human relationships involved. In recent years, understanding the nature of how marine organizations create competency and trust, and engender cultures of 42 BC Shipping News October 2014

The lesson of virtually every maritime casualty...is that no single factor results in the loss of lives and ships. Causes...are invariably several and can be routinely traced to weaknesses in the human relationships involved. responsibility, has become crucial to the incremental gains toward the idealized goal of perfect safety. Many are involved in such work across a continuum from the individual at sea to government and international organizations. In Canada, one of the principal players in the steady march to improved marine safety has been the Transportation Safety Board (TSB).

In its early years, the TSB had an understated presence on the marine safety scene. Its work, while high profile in notable marine accidents such as the sinking and loss of the M/V Queen of the North in 2006, has been systemic. The TSB, in other words, has pursued a goal of progressive understanding of why marine accidents occur, and how our industry should evolve in response, including, crucially, by changes to government regulation. Every serious marine accident, and especially those where lives are lost, deserves to have its causes revealed. In this work, the TSB has excelled and has become renowned as an effective, highly principled independent investigative agency at least equal to similar organizations in countries that have much larger commercial, fishing and private fleets, including the U.S. and the U.K. It is no surprise that the TSB has excelled in the work of investigation and systemic change for safety in the marine industry. Its independence, the quality of leadership within, and the significant practical and technical competency of its people have ensured respect for its

work in difficult and often contentious circumstances.

The TSB’s independence is guaranteed by statute — the Canadian Transportation Accident Investigation and Safety Board Act. The Act is now 25 years old, having been passed by Parliament in 1989 to modernize and bring together in one agency investigations into marine, aviation, railway and pipeline “occurrences”.

In some respects, Parliament intended to have safety in other sectors catch up to advances in the aviation field, which had been provided for through the former Canadian Aviation Safety Board. For Canadian mariners, the reach of the 1989 Act is global: Inside Canada of course, but also to Canadian-registered ships wherever they may be and to incidents where the TSB is requested by other authorities to assist.

This reach was tested in the 2010 capsizing and sinking of the Barbadosregistered sailing vessel Concordia off Brazil. The 46-metre, 413-GRT barquentine had no legal connection with Canada, except that its corporate operator was based in Nova Scotia and its 56 passengers (48 high school students and their eight teachers) were almost all from Canada. (The TSB noted laconically that it “made the decision to investigate because the scope and methodology used to uncover causes and contributing factors will likely be different than that of the Barbados authority.” More than four

MARITIME SAFETY Whatever the legal basis for the TSB to do its work, its effectiveness has resulted from the professionalism of its people. data recorders be required for Canadian passenger ships (greater than 500 tonnes) and commercial vessels (of 3,000 tonnes or more) trading in Canadian waters.

The Voyage Data Recorder Regulations (issued under the Canada Shipping Act, 2001) implemented the recommendation. (A criticism of the Regulations is that they took fully three years following the Board’s recommendation to be implemented in their present form, and that the deadline for compliance in existing vessels is not until July 1, 2015.)

Whatever the legal basis for the TSB to do its work, its effectiveness has resulted from the professionalism of its people.

Standards for recruitment of investigators are high, and personal suitability for the demanding and sensitive work of investigations is a key requirement. Successive governments have ensured sound leadership of the TSB by outstanding appointments of its board members. Among several examples of exceptional appointments is that of the Board’s recently retired Chair, Wendy Tadros. She was first appointed to the Board in 1996, and served as Chair for the last eight years. During her time at the helm, the TSB became more proficient in its investigations and assumed a much

greater role for accident prevention awareness. An example can be seen in the annual “Watchlist” for safety reforms across each transportation sector, introduced in 2010.

Watchlist items allow the industry to understand common causes of accidents and to ensure follow-up after individual occurrence reports. The TSB will face the challenges of an aging workforce, one not easily replaced in its marine work because of the credentials required for investigators and because seasoned mariners of the kind the Board needs can command private sector salaries much higher than the Public Service of Canada can offer.

Marine safety has entered the era of theory, including how people socialize in organizations to achieve safety, directly and indirectly through intangibles such as cultural processes, education, and through-career learning. As such, the TSB has some inherent limits to changing the overall safety landscape in our industry. It occupies a unique, pivotal position between the industry and government, a role which seems to be immune from compromise. However, two criticisms can be leveled about the Board’s structural limits. The first is that the Board has no obvious prevention mandate, except in a

Photo credit: Erik Furstrand

years later, no report is apparently forthcoming from the Barbados Maritime Ship Registry.) The TSB Act also enables the agency to assist other countries in their investigation of accidents by conferring a power to interview witnesses should they be in Canada.

The TSB Act stipulates that the agency does not have the “function to assign fault or determine civil or criminal liability.”

The Act is not so obviously protective of the agency’s independence, with few overt safeguards against government (or commercial) interference. Section 7 of the Act simply notes that the role of the Board is “to advance transportation safety by conducting independent investigations …”

However, there are indirect provisions for independence including the Board’s exclusive conduct of investigations, the avoidance of conflicts of interest by Board members, wide investigative powers (including through court-issued search warrant) and the obligation to make reports public. The Board is also shielded from having its investigations made part of other court proceedings. An example of this can be seen in a bid by BC Ferries to compel the Board to give back a computer hard drive for the electronic chart system recovered from the wreck of the M/V Queen of North after the ship sank on March 22, 2006 in the Inside Passage.

In a 2007 decision, the Supreme Court of British Columbia denied the company’s application, noting that “[g]iven the public importance of the matters it is empowered to investigate, the [Board] is granted wide and unique powers … it is authorized to afford assurances of confidentiality and treat statements that it obtains as privileged subject only to a public interest ruling by a court or a coroner that the document or statement be disclosed.”

Experience has shown that the TSB has two central roles: a determining of the causes of individual accidents, which is most of interest to ship owners and operators, and the review of government regulation which, in the marine sector, falls to Transport Canada. When it comes to the latter, the Board takes twin approaches of reviewing the adequacy of policies and enforcement of safety requirements and also recommending new law, often in the form of regulations that require compliance by industry operators. An example of this can be seen again in the aftermath of the sinking of the Queen of the North.

In 2008, the Board recommended voyage

Demonstrating the reach of the Transportation Safety Board — the Concordia, a Barbados-registered sailing vessel which sunk off the coast of Brazil, had enough of a Canadian connection to warrant investigation by the TSB. October 2014 BC Shipping News 43

MARITIME SAFETY narrow way to call attention to possible cross-industry safety problems immediately after an accident. (An example is the publication in 2000 of a Marine Safety Advisory about the adequacy of batterypowered navigation lights following the collision of a yacht, the M/V Sunboy, with the towline of a tug in Vancouver Harbour. Safety Advisories are part of a tiered scheme of single subject or incident communications. In its 2013-14 operating year, the Board issued 71 such communications across its four sectors.) Of course, the TSB is not the only organization that alerts mariners to perceived safety problems. Transport Canada has a well-refined system to issue Ship Safety Bulletins. And the TSB’s recent awareness and education outreach programs are obviously engaging people in the industry. Ultimately, prevention is the first responsibility of those at work in the marine industry, and the influence of an investigative agency has limits, unless the

44 BC Shipping News October 2014

agency is to change to another possibly less credible role.

The other criticism of the TSB is that it has yet to achieve a significant after-thefact educational role, again for systemic reforms by industry actors. Investigation (occurrence) reports are the hallmark of what the TSB does, and good work has been done in recent years to make public the Board’s work. (The TSB has sought to leverage social media, email and its website to better inform its four industries.) It is possible to offer useful education on safety systems design and accident prevention by speaking engagements, specialized consultative services, and promoting formal education in Canada’s marine training institutions. A joint approach involving the TSB, industry leaders, Transport Canada and professional marine educators has much to recommend to it. The TSB’s latest annual report is a reminder that ideal safety is a distant goal: In 2013, 305 marine

accidents were reported to the Board, an increase from 288 in 2012, although less than a five-year average of 357. In all four investigative sectors, fatalities in 2013 — 209 — were higher than a five-year average of 162. The TSB is only a one actor among many and is removed from the organizational and operational decisions that contribute most to safety. But just as ideal safety is realized by integrating and sharing common understandings of responsibilities within individual workplaces, so too can the landscape of actors in Canada’s marine industry better work together. Much remains to be done. The leadership and superb record of the TSB offers a guiding example.

Jeffrey Smith is a British Columbia lawyer who teaches law, including transportation safety and security, at Carleton University in Ottawa. A former RCN chief engineer, he served as Chair of the National Council of the Canadian Institute of Marine Engineering from 2009-2014.

LEGAL AFFAIRS

Vessel registration in a time of restraint

By W. Gary Wharton

A Vancouver Lawyer with Bernard LLP

U

nder the Federal Government’s Strategic Operational Review (SOR), the Federal Government mandated that the Vessel Registry be centralized in Ottawa by April 1, 2013. Prior to this initiative, the registration of larger vessels was handled by regional offices, with a total of 17.5 Registrar positions.

As a result of the SOR, the number of Registrar positions handling large vessels was reduced from 17.5 to nine full-time employees.

Transport Canada has conceded that the large number of transactions and the need to fill vacant positions (resulting from incumbents who did not wish to move to Ottawa with their positions) has resulted in unexpected backlogs and slower service timelines.

While the need to reduce the deficit and cut costs is laudable, the dramatic reduction in regional offices and situating the only office in Ottawa, where virtually no substantial commercial vessel transactions take place, is a fairly drastic response.

In an attempt to “sell the sizzle”, Transport Canada states that: “Bringing all registry activities together in one place will allow us to modernize the way we do things, offer uninterrupted service and provide a single point of access to clients for all Ports of Registry.” It has not been possible to determine exactly how the Registry proposes to modernize and improve by physically isolating the one remaining Registry from Canada’s commercial maritime centres and by cutting staff dramatically. If there is a plan, it has not been clearly communicated.

While the vessel Registrars are very knowledgeable and helpful, the key is actually being able to speak to someone. It can be very difficult to talk to someone in person, which can then result in several days of delay.

The closure of the Vancouver Ships Registry in January 2013 has resulted in much delay in standard vessel transactions in British Columbia. Below is a summary of how the centralization of the Registry in Ottawa has negatively impacted the efficiency and certainty of vessel transactions, including new registrations, transfers, and ships mortgages.

Obtaining information from the Registry

While the vessel Registrars are very knowledgeable and helpful, the key is actually being able to speak to someone.

It can be very difficult to talk to someone in person, which can then result in several days of delay. The only option is to call or email Ottawa; however, there is only one phone number and one email address, rather than direct numbers as when there was a Vancouver office. It appears that messages simply go into a voicemail box queue and one must wait for a call back, within an unknown amount of time. The time zone difference can cause difficulties as well since the business hours are not aligned. If anyone in B.C. has an issue after 1:00 pm PST / 4:00 pm EST, there is no chance at all of reaching a Registrar that day.

Moreover, while the wait time can be up to two days, and if you do get a call back

but are unable to take the call at that very moment, the only option is to call back and wait for possibly another two days for another return call. It is not uncommon to have a week pass before actually being able to speak to someone.

Registrations

Registrations can take more than twice as long versus when there was a Vancouver service desk. Under the current arrangement, the only way to have documents registered is to send them to Ottawa. For a practice in B.C., this means at least a 24-hour delay (and additional cost) in getting the documents to the Registry.

However, even then, there is no confirmation by the Registry that documents have been received. When a Vancouver office existed, it was possible to get a stamped document same-day, thus allowing for transactions to be completed much more quickly. The Vancouver Ships Registry had a service window so requests could be made in person. Now, there is no such service counter in Ottawa and documents received from all over Canada are simply processed on a first-come, first-served basis. This causes a further delay in the actual transfer to the new owner. In many transactions, the vessel will not be released by the seller to the purchaser until the funds are paid, yet a purchaser does not October 2014 BC Shipping News 45

LEGAL AFFAIRS Although there is a formal agreement in place with a desired closing date, the actual delivery of the vessel is held up awaiting registration of the particular documentation. want to release funds until there is registration. When registration is not effected for up to three weeks, this causes a lot of delay, not to mention frustration by the parties involved. By contrast, in a real estate transaction, a seller of real estate would not give up title without having been paid, and a purchaser would not advance the funds without having evidence of being on title.

The land titles online system allows for a date and time stamp to be imprinted on documents at the time they are received, thus allowing for the two parts of the transactions to occur simultaneously, resulting in an efficient transaction. Yet this is not the case for buyers and sellers in a vessel transaction. Although there is a formal agreement in place with a desired closing date, the actual delivery of the vessel is held up awaiting registration of the particular documentation. To add to this issue, there also seems to be no predictability as to the turnaround time; we have experienced registrations as quickly as two days and other times have waited up to three weeks.

Another area where problems arise is when a purchaser also requires a mortgage to be registered against the vessel, or alternatively, a mortgage to be discharged.

The financial institution will not advance mortgage proceeds until the documents

are registered, yet a seller doesn’t want to hand over the vessel until it can get paid.

This is often dealt with by way of lawyer’s undertakings, but it is not an ideal situation for lenders or vessel sellers/purchasers. Again, there is a big lapse in the period between when documents are signed, when they are filed with the Registry, and when the funds can exchange hands.

As part of the announcement following the SOR, the Registry announced that it would be undertaking a review of its service standards and business processes to seek further efficiencies. That review was expected in the spring of 2014 but, according to Transport Canada’s website, has still not been released.

Current service standards (measured from the time of receipt in Ottawa of the necessary documents to the completion of the Registry task) are measured in days and performance targets (the number of transactions actually completed within the service standard) are set as follows: • Two days to obtain a certified or uncertified Transcript or issuance of a Provisional Certificate — target of two days and 95 per cent performance; • Registration of a Builder’s Certificate, transmission of mortgagee, recording change to priorities of mortgages or transfers, registration or discharge of a

mortgage or assignment, issuance of a Deletion Certificate, replacement of a Certificate of Registry, or transactions involving a bareboat registration, for a bareboat charter — target of five days and 95 per cent performance; • Temporary recording of a vessel — target of 10 days and 95 per cent performance; • Transfer of ownership, amendment of register or Certificate of Registry, amendment of Certificate of Registry due to transfer of Port, issuance of a Certificate of Registry due to change of vessel name — target of 15 days and 70 per cent performance; • Initial registration or re-registration — target of 30 days and 70 per cent performance.

It should be noted that the Small Vessel Registry has a service standard of 45 days for a first registration, with a 70 per cent performance target.

It is not known what the actual performance (as opposed to “target”) has been achieved by the Registry since closure of the regional offices but even the stated service standards cause difficulties.

It can only be hoped that the Registry finds a way to develop service standards which are compatible with the needs of the marine industry and hopefully a computerized system which can be operated regionally in real-time in a manner similar to land titles transactions.

W. Gary Wharton is a maritime lawyer and partner with Bernard LLP in Vancouver, B.C. and can be reached at wharton@bernardllp.ca

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T: 604-893-8800 / E: jane@bcshippingnews.com or visit: www.bcshippingnews.com 46 BC Shipping News October 2014

HULL COATINGS

Ferry hull coatings: Long-term cost savings

By David Phillips

Editor, Quarterly Journal of Ship Hull Performance / Communications Executive Hydrex.

W

ith operational costs climbing, ferry operators are working hard to remain solvent, let alone make a profit. Products or approaches which can cut costs are welcome news.

Hull coating systems and efficient hull maintenance are important factors in reducing total ownership cost. Asset protection (including under harsh conditions such as ice), reducing frequency and length of dry-docking by eliminating the need for repainting, a smoother hull and lower propulsive fuel consumption, no long-term paint degradation, eliminating cavitation damage to rudders and thruster tubes — all these savings show up directly on the bottom line.

There is a viable alternative approach to the conventional and generally prevalent hull coating practices, which is giving some ferry operators and other ship owners/operators cost savings and a number of other advantages.

The problem with hull coatings

A rough hull due to poor paint, poor application, paint damage and degradation, and hull fouling can add 25 to 40 per cent to the fuel bill. Almost from the day a ship is launched with conventional hull coatings, this fuel penalty begins and then increases over time. Spot blasting and repairs result in greater friction and thus fuel consumption. Spread across a fleet, the additional cost of fuel due to a poor hull coating system can be enormous.

There are other factors which show up particularly in total ownership cost. A major reason for frequency of dry-docking and for additional time needed in drydock is hull paint. Time spent in drydock, drydock fees, materials and labour all add

There is a viable alternative approach to the conventional and generally prevalent hull coating practices, which is giving some ferry operators and other ship owners/operators cost savings and a number of other advantages. up. An even larger cost is the revenue not earned due to off-hire time. When there is no need to repair or reapply the hull coating, fewer, shorter dry-dockings are possible.

Despite the antifouling or foul-release properties of many modern coatings, hulls still foul and need to be cleaned between dockings. However, neither biocidal antifouling nor foul-release coatings are suitable for in-water cleaning.

The cleaning depletes or damages the coating and causes a pulse discharge of heavy metals and biocides which pose an environmental hazard. In many ports and areas, such in-water cleaning is justifiably forbidden.

Rudders, thruster tunnels and running gear are prone to cavitation and corrosion damage which can result in the need for expensive repairs. Conventional hull coatings are not strong enough to prevent such damage from occurring.

Ferries need to look good, including a clean, bright waterline. This is a financial consideration, not purely an aesthetic one. A poorly painted, badly fouled waterline sends a message no less important than a run down or uncared for topside.

Passengers notice.

The general public as well as local authorities are becoming increasingly aware of environmental factors and are demanding clean shipping. Ports are more and more sensitive to pollution.

Heavy metals and co-biocides such as Irgarol and Diuron used in antifouling

paints leach steadily from ships’ hulls but are also deposited in large quantities when such hulls are cleaned in the water, with or without so-called “reclaim” systems.

Foul-release coatings can leach silicone oils and also organotins used as catalysts.

Fuel efficiency is an environmental concern, not just an economic one. The more fuel burned, the higher the GHG emissions, so saving fuel is also important for the atmospheric environment.

Last but certainly not least, the most basic purpose of a hull coating is to protect the hull from corrosion and erosion.

Replacing corroded steel is an expensive and unnecessary action which can be entirely eliminated if the right coating is used. Asset protection is a key element in total ownership cost. For ferries operating in ice-covered waters, the protective properties of the coating are even more important since ice is notoriously hard on hulls. Antifouling and foul-release coatings are generally quite soft and easily worn away or chipped off.

Current ferry hull coating practices

Most ferry operators today rely on biocidal antifouling or “non-stick” foulrelease coatings for protection of their hulls, (including rudders, thruster tunnels and running gear), and the control of fouling. The majority opt for biocidal antifouling coatings. These coatings have to be repaired or replaced each time the vessel goes to drydock. Because of this continuing need for repair/replacement, October 2014 BC Shipping News 47

HULL COATINGS

STQ converted the ice-going ferry Lomer-Gouin to Ecospeed STC in 2012. the coating degrades over time, becoming rougher and rougher with each spot blasting or spot repair until over a 10 or 15 year period the hull becomes so rough that it has an inherent 25 to 40 per cent fuel penalty. The only remedy is to blast the hull back to bare steel and replace the entire coating scheme.

The general dissatisfaction with current, widely-used hull coating systems is understandable. Fortunately, there is an alternative.

A viable, cost-effective alternative hull coating system

A completely different approach has been shown to remedy the shortcomings listed above. The alternative system consists of a hard, non-toxic, glass-reinforced coating which lasts the life of the hull without need for replacement or major repair. At most, one per cent touch-ups of mechanical damage might be required during routine drydocking. In fact this type of coating, a Surface Treated

Two years (left) and four years (right) after Ecoshield was applied and with no repair or repainting.

48 BC Shipping News October 2014

Composite or STC, becomes smoother over time and the hull friction is reduced.

An STC does not repel, poison or kill fouling organisms. It therefore requires a routine in-water hull cleaning and conditioning schedule to maintain optimum performance. The frequency of cleaning depends on the ship’s operating pattern and on the marine environment and conditions in which the vessel sails. Fouling normally occurs more rapidly in tropical than in icy waters, for example. Since ferries tend to follow a fixed and predictable sailing pattern, it is relatively easy and inexpensive to schedule routine cleaning without interrupting the ferry’s operations.

The resulting savings far outweigh the expense and extra work of routine cleaning. One advantage of an STC is that it can be cleaned as often as needed to keep it free of fouling without any damage to the coating or hazard to the environment.

Real life

A number of ferry operators have made the shift from conventional antifouling or foul release coatings to the surface-treated composite Ecospeed, manufactured and distributed by Hydrex, and are benefiting in many ways.

They are saving money on fuel, saving time in drydock since they don’t need to replace or extensively repair the

HULL COATINGS hull coating, are looking better since their waterline remains clean, and have the satisfaction (and PR value) of being environmentally safer and friendlier than they were before they switched.

• Societé des Traversiers du Québec (STQ) successfully converted the icegoing Lomer-Gouin ferry to Ecospeed in 2012 which will protect the hull for the rest of its service life.

• Staten Island Ferries began the switch in January 2011 and have continued to apply Ecospeed to their ferries.

• Cape May Ferries successfully converted two of their ferries to Ecospeed in January 2011.

• CalMac Ferries operating in Scotland recently switched to Ecospeed for their ferry Hebrides.

• A number of cruise ships and RoRo vessels are successfully using Ecospeed on their hulls.

A tougher cousin of Ecospeed is Ecoshield which is specially designed to eliminate cavitation and corrosion damage on rudders and running gear.

Hundreds of ships have completely eliminated cavitation damage from rudders

and thruster tunnels by the simple, onetime application of Ecoshield.

The overall cost savings and improved asset protection lead these ferry operators and other ship owners to continue to convert their vessels to Ecospeed and Ecoshield as they drydock and the opportunity arises.

However, the best time to apply Ecospeed and Ecoshield is at new build since the products will then provide protection for the underwater hull for the full life of the vessel without need for repainting or extensive repair of the coating.

While not a ferry operator, the experience of Group Ocean with their ice-going tugs is relevant in terms of ice protection: Philippe Filion, Director of Public Affairs and Business Development at Group Ocean, explains: “In order to have a better coating suitable for ice and to limit our environmental footprint, we introduced Ecospeed in 2011. At this time, this system looks right for us.”

Conclusion

Innovative and forward-looking ferry owners/operators will find in Surface Treated Composites (STCs) such as

Ecospeed and Ecoshield very viable alternatives to and improvements on conventional coatings. The switch can result in extensive savings in total ownership cost including fuel savings, improvement in efficiency, aesthetics, and environmental safety, as well as superior asset protection. Ferry lines operating in icy waters will experience even greater benefits since their hull will be effectively protected against ice damage.

To make Ecospeed and Ecoshield more available to Canadian ferry operators, Belgian-based manufacturer Hydrex and leading Canadian distributor Jastram Technologies Ltd. have formed an alliance to distribute Ecospeed and Ecoshield in Canada. Jastram has offices in Vancouver, the Great Lakes area, and on the East Coast (www.jastramtechnologies.com, contact Shawn Burchett, 604-988-1111 - Ext 115, SBurchett@jastram.com).

David Phillips is the editor of the Quarterly Journal of Ship Hull Performance and has written extensively on ship hull coatings and related subjects for many journals and magazines. He is Communications Exec for Hydrex.

October 2014 BC Shipping News 49

TECHNOLOGY Reducing costs and carbon footprint:

The case of the M/V Tachek Photo credit: Anya Shalimova

By Tomas Havelka

Technical Sales & Support Specialist, Britmar Marine Ltd.

O

n December 15, 2012, the M/V Tachek of British Columbia Ferry Services (BCFS) was removed from service to undergo a ninemonth, mid-life extension project at the Point Hope Maritime shipyard in Victoria, British Columbia. To reduce the carbon footprint and operating costs of their fleet, BCFS has decided to use this project to test several technologies on a smaller scale before considering greater implementation. A part of this initiative includes the use of a hybrid propulsion system, including a 114kWh, 713V Super B Lithium Iron Phosphate battery bank.

M/V Tachek

The M/V Tachek is a single-ended twin-screw vessel with twin casings, full accommodation standards fitted in a main upper lounge, vehicle capacity of 30 cars and licensed to carry 150 passengers and crew. The ship was constructed

by Allied Shipbuilders under a name of M/V Texada Queen for the Ministry of Transportation and Highways in 1969.

In 1977, the M/V Texada Queen underwent a major refit, which included engine

50 BC Shipping News October 2014

As one can imagine, the best fuel efficiency can be achieved directly where the fuel is being burned — in the main engines and the auxiliary generators. replacement and her name was changed to MV Tachek. She was then transferred to BCFS in 1985 when the Ministry’s salt water operations were absorbed by the crown corporation. The latest major refit prior to this mid-life extension happened at Point Hope Shipyard in 2001 and included engine overhaul and structural repairs. The most recent life-extension project consisted of upgrades to the hull and superstructure, propulsion system, ship service systems, passenger/crew accommodations, instrumentations and controls, and communications and safety equipment. All this plus the removal of all asbestos-containing materials gave the ship a new life.

The System

As one can imagine, the best fuel efficiency can be achieved directly where the fuel is being burned — in the main engines and the auxiliary generators. In

the present scenario, the main engines are replaced by new Mitsubishi S12R Tier II diesel engines. The Mitsubishi units are selected on the basis of their inertial characteristics, to ensure reliable and stable performance in all maneuvers with a fixed-pitch propeller system. This results in a large margin of free running power.

It is therefore possible to utilize this excess power by adding two variable speed onshaft generators and the 114kWh battery system comprising 54 Super B batteries. The generators are driven through power take-offs (PTOs) from each gearbox driven by the main engines. The output varies with the engine rpm from 80 to 120kW. The battery system supplements the PTO generators to supply peak demand situations, such as when the 93kW Wesmar bow thruster is operated or the ship is docked for exchange of cars and passengers; otherwise the system can charge during off-peak periods. This new

TECHNOLOGY setup consequently helps to eliminate the need for the two 99kW auxiliary generators. The generators were used to power electrical systems, the bow thruster and for peak demand situations. As this was the first of its kind, BCFS chose to keep them on board as a backup.

The Partners

Changes to the system have made the ship more complex than the original.

Modern engines require modern controls and so does the bow thruster combined with the PTO generators, and to all this, the latest battery technology needs to fit in somehow to provide an effective service to the existing routes with dramatically reduced fuel consumption and environmental impact and vastly improved safety, reliability and performance of the whole vessel. Not the easiest goal to achieve for the first time, BCFS had to seek out partners with appropriate expertise and the most suitable product.

Under a significant amount of interest in this project from organizations within the industry, which did not make the selection process any easier, BCFS chose Super B - Dutch manufacturer of lithium batteries represented by Britmar Marine in North Vancouver; Techsol Marine, system integrator from Quebec together with their local representation McRae Electric; and E H Emery Electric, Victoria-based marine electrical contractor to take on this challenge together at Point Hope Shipyard.

The Battery

In applications as demanding as hybrid propulsion systems, the battery bank is the key element equally with the rest of the system. This approach could be considered as new because until recently, batteries have only been considered as secondary or backup systems generally unsuitable for these applications mainly due to their lack of performance, short life span and poor energy density.

Engines, electric drives and motors on the other hand have been around for considerably longer time — long enough to make many professionals develop a clear understanding of the related technologies, which can’t be said about Lithium Batteries just yet.

There are several chemistries out on the market, each with different characteristics and properties manufactured by different methods and it’s not always easy

...until recently, batteries have only been considered as secondary or backup systems generally unsuitable for these applications mainly due to their lack of performance, short life span and poor energy density. to select the best one for any given application. To start, one should have access to ample information about the battery to determine its compatibility with the rest of the system in order to calculate the projected savings and, most importantly, to determine its safety. Passive safety — when a battery is safe even without any help of electronics and other supportive systems under all circumstances — would be the best one to consider as that is what it all comes down to when everything fails — the battery alone. Currently, Lithium Iron Phosphate is the only such chemistry to offer this level of safety.

Modern systems exchange a great deal of information among their components and the operator in order to function well. Thus, solid communication is the next objective. Most of the system components are developed and manufactured independently from each other, so the communication may not always be easy.

Super B batteries are fully designed and manufactured in state-of-the-art facilities in Hengelo, The Netherlands. Each battery is equipped with a decentralized proprietary BMS system, which monitors and manages all four of its cells using true adaptive balancing and several other advancements in this field. Each BMS is equipped with CANOpen communication port and hard-wire contacts for easy integration. When more than one battery is in a bank, each battery is connected to the CANOpen Bus and all individual BMS Systems function singularly. In the case of the M/V Tachek, the 54-battery bank is capable of dictating the amount of current to the electric drive to be charged with at each particular moment and state of charge. Being self-monitored, it’s capable of protecting itself from many undesirable states directly by controlling two high-current disconnect relays and a pre-charge resistor and thanks to its advanced hardware design and low internal resistance of each battery, the battery bank only operates with minimum losses of 500W @ 114kW of total power. This makes the power available to the drive in very wide range of voltage for both charge and discharge — wider than the drive

itself can work with in this particular application.

Thanks to this in-house design, the Super B battery is the most advanced Lithium Iron Phosphate battery on the market today with the highest peak and continuous performance, longest cycle life and most reliable and capable communication features, connectable up to 1150V in series (87 units) and unlimited capacity in parallel strings.

The Future

Super B was able to establish solid communication within days from the beginning of the integration on the vessel and helped Techsol Marine to deal with the severe electromagnetic noise generated by their drive making the CANOpen Bus and the battery BMS system more robust than ever. A huge development of the batteries was achieved at Super B during this project. The development has led towards exciting new products and enhancements. For future projects, Super B will provide the battery system pre-tested together with racking, distribution and electric drive components. These components are ready to be installed on the ship. The pre-testing phase allows for greater efficiency in design, building and final integration phase making this new system one of the most solid systems on the ship.

October 2014 BC Shipping News 51

TECHNOLOGY

Making zero-emissions ports a possibility

By Nicolas Zart, Senior Writer, Green Performance Vehicle and Alternative Energy SME

A

s ports around the world strive to balance environmental sustainability with increased growth in traffic, efforts to address vessel emissions while at berth have become a priority. While cold ironing and shore power have met with some success, vessels still run their auxiliary engines and boilers for power, lighting, cargo refrigeration, ventilation, communication and other on‐board equipment.

To address vessel emissions for vessels in port, California-based Advanced Cleanup Technologies, Inc. (ACTI) has developed the Advanced Maritime Emissions Control System (AMECS), a vessel-emissions scrubbing system that removes over 95 per cent of noxious pollutants.

ACTI recently demonstrated a working prototype of the AMECX — a vessel-emissions scrubbing barge — in the Ports of Los Angeles and Long Beach and successfully proved that the method can greatly reduce emissions and bring more vessels into compliance with environmental laws.

In addition to the benefits realized by

ports, shipping companies will be able to extend the life of their container ships. The prototype — now in its final testing phase — has been 10 years in the making.

If it’s good enough for CARB…

Known for moving faster than international regulations, the California Air Resources Board (CARB) adopted the Shore Power At-Berth Regulation, requiring seagoing vessels to be connected to the local grid while docked, otherwise known as cold ironing. Those vessels that can’t comply must dock elsewhere. The AMECS gives ports the opportunity to bring those vessels back.

Particularly suited for vessels that can’t justify an expensive cold ironing retrograde, the AMECS solution is simple, yet complicated enough to appreciate the 10 years of R&D undertaken by Bob Sharp, ACTI’s Senior Engineer and VP Technology. Together with President Ruben Garcia, they created a system that consists of an Exhaust Capture System (ECS) and an Emission Treatment

The AMECS system in action as it removes pollutants from a vessel visiting the Port of Los Angeles.

52 BC Shipping News October 2014

System (ETS) that fits onto on any vessel’s exhaust system. Emissions from the vessel’s auxiliary engines and boilers are routed through a series of scrubbers mounted on a barge that coasts alongside the ship while treating particulate matter (PM10), oxides of nitrogen (NO and NO2) and sulfur dioxide (SO2).

Capturing emissions

The AMECS works by capturing the exhaust from auxiliary engines and boilers of ocean-going vessels (OGVs) while berthed. Even if the ship is plugged into shore power, the boilers or auxiliary boilers continue to spew polluting emissions. The AMECS has demonstrated a high percentage of emission removal and efficiencies during the 1,200 hours of land-side testing performed last year. The most recent source test achieved consistencies of 99 per cent for NOx; 98.5 per cent for SO2; 97.9 per cent for PM10; and 99.5 per cent for hydrocarbons (HC). Sharp says that he is now aiming for near 100 per cent control efficiencies within the next few months.

TECHNOLOGY The system uses a tower, which rises to the top of the vessel, upon which is mounted a highly maneuverable arm that guides a set of articulated duct tubes to the OGV’s exhaust stacks. The entire process takes minutes. The flexible duct system shunts the exhaust gas to the ETS where the noxious emissions are treated.

So far, lab test results have shown 100 per cent capture efficiencies with no back pressure on the vessel’s exhaust system.

Each successive generation of the AMECS improves on both the amount of waste by-product produced as well as its energy efficiency. The original AMECS, built nearly 10 years ago, used a wet scrubber that simply converted the dirty exhaust into dirty water but ACTI has improved on the waste stream so that it now produces very little waste. And while the current AMECS barge is powered by a clean (Tier 4i) diesel generator provided by Muni-Fed Energy, Inc. in association with Sandidge Consulting, Inc., Sharp continues to research other cleaner, more efficient and sustainable energy sources.

Figure 1. The schematic flow of the AMECS process.

Vessel cleaning, step by step

Conclusion

The AMECS removes pollution in a three-stage process. The first stage is a PM filter. The second uses a selective catalytic reduction (SCR) to remove NOx. The third stage is an SO2 scrubber followed by a heat recovery unit (heat exchanger) that allows the system to run at the high temperatures required by the SCR with relatively little heat energy input. A fan pulls the gas through the system and assures that there is no back pressure on the vessel’s exhaust. The schematic flow is shown in Figure 1.

Successful demonstrations

As noted previously, the barge-mounted AMECS has already performed demonstrations at the Ports of Long Beach and Los Angeles, both occurring this past June. At the Port of Long Beach, the AMECS demonstration was on the ZIM Haifa container ship, and at the Port of Los Angeles, Hapag Lloyd’s Guenther Schulte container ship was used. Previously, a land-based AMECS was demonstrated and tested for over 1,200 hours at Metropolitan Stevedore’s berths at the Port of Long Beach with much success, removing 6,435 pounds of NOx and 558 pounds of SO2. Sharp says that once in full operation, each AMECS should be able to remove 100 to 200 tons of pollutants per year.

One of the next steps in readying the AMECS for an international market include attaining CARB approval which would allow the system to officially satisfy the CARB At-Berth Regulation in California ports (CARB has already approved the company’s test plan). Part of that process involves performing 200 hours of emissions and durability testing on at least five vessels to determine overall treatment efficiency and the percentage of time that the AMECS is physically connected during a vessel call. The results of these tests will be independently verified by a third-party company and will determine the current system’s control factor as compared to shore power.

Following CARB approval, Garcia plans to work with the port community to develop a fleet of 30 barges serving the Los Angeles and Long Beach areas in a timely manner, allowing vessels that cannot be retrofitted for cold ironing to use the AMECS scrubbing technology for an affordable, hourly fee.

Port of Long Beach Harbor Commissioner Rich Dines has indicated that the port is encouraging reductions in vessel emissions and is considering a vessel-dockage waiver incentive. It is estimated that the use of shore-side electrical power or other CARB-approved technology means that a container ship calling at either Long Beach or Los Angeles for a three-day stay would save about $13,000 in fees.

With a potential savings on dock fees for ship owners, ACTI’s Garcia believes that a two-year program with the AMECS would attract more carriers, including those cargo vessels currently docking elsewhere, back to the ports, generating millions of dollars in additional revenue. And the attraction isn’t just for container ships — the AMECS can service vessel types not covered by the At-Berth Regulation, including at anchorage and liquid bulk vessels which are typically not connected to shore power.

“The AMECS is a cost-effective technology designed for shipping companies that will not spend millions of dollars retrofitting ships approaching retirement,” said Garcia. “The AMECS’ cost-effective solution not only brings businesses back to ports, but extends the ROI of shipping companies while improving the local economy. This international impact of our affordable technology is revolutionary, especially for the Canadian market, Asia, and South America.”

“British Columbia and the rest of the world can now take advantage of what has been developed in the Port of Long Beach over the last 10 years,” said Sharp. “We are now in a position to provide the AMECS solution world-wide as a cost-effective technology to control PM, NOx and SO2 emissions without expensive vessel or shore-side retrofits. The barge-mounted AMECS has the advantage of being able to move from ship to ship in order to maximize the utilization of the capital expenditure. The AMECS can also move between different vessel types, including cruise ships, container ships, RoRo, liquid bulk and dry bulk.

“Depending on local laws, the AMECS can also help vessels comply with Emissions Controlled Area (ECA) regulations that reduce emissions either through low-sulfur fuel or after-treatment devices. Some vessels may be able to switch fuels during hotelling operations to reduce fuel costs while exceeding ECA after-treatment efficiencies.”

With well over 1,200 hours accumulated during demonstrations including ships at anchor and mooring in outer harbors with 34 successful connections to the AMECS system, ACTI is confident their unique system meets all environmental regulations being placed on the major international ports. Anticipating more stringent regulations, reducing pollution at a reasonable price while improving the local economy makes for an attractive business plan for all.

To find out more about the AMEC system, readers are encouraged to visit www.actird.com or contact Ruben Garcia directly at rubeng@actird.com.

October 2014 BC Shipping News 53

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39th ANNUAL INTERFERRY CONFERENCE

REGISTRA TION CLO

OCT. 1sSES t

OCTOBER 4 - 8, 2014 • VANCOUVER

CONFERENCE SESSIONS

SPECIAL GUEST SPEAKERS

Subsidies, Governance and State-Owned Ferries Developments in Latin America and the Caribbean Retail and Customer Service RoPax Concept Viability and the Future of Passenger Shipping The Human Side of Safety LNG

Philippe Holthof of ShipPax Information will portray the ferry sector around the globe, highlighting its magnitude as well as the diversity of trades and ferry types.

Kirk Jones of Canada Steamship Lines will outline the importance of the Short Sea Shipping industry and the role played by regulators and policy makers in keeping it sustainable.

CONFERENCE ACTIVITIES

Jeff Lantz of the US Coast Guard and Chairman of the IMO Council will focus on the current regulatory issues from the safety perspective as they apply to ferries.

Pre-Tours • Golf Tournament • Welcome Reception • Evening Reception • Networking Opportunities • Happy Hours • Farewell Dinner • Spouses Program • Technical Tour • Post-Tour to Victoria

Kostas Mallios, who spent 15 years with Microsoft, will address which new markets matter, which new technologies will change business, how we should respond, and what trend is the most relevant.

SPONSORS

PLATINUM

PARTNER

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