BCSN - October 2011

INSIDE: THE DESIGN EVOLUTION OF TODAY’S SHIP-DOCKING TUG.

BC SHIPPING NEWS

Volume 1 Issue 6

www.bcshippingnews.com

Innovation on the water

October 2011 Retail Price: $4.95

Technology answers the call to reduce air emissions, reduce operating costs and bring in a whole new era of shipping.

Maritime air An important element on Canada’s West Coast.

Industry insight

Captain John Clarkson, BCIT Marine Campus: Setting high standards.

Plus: Crude oil tankers in Georgia Strait: A concerned citizen’s perspective.

October 2011 BC Shipping News 1

October 2011

Volume 1 Issue 6

On the cover: MV BBC SkySails, photo courtesy of SkySails GmbH (www.skysails.info)

Contents Port Metro Vancouver’s shore power connection.

Cover Story - P.32

Innovation on the water: An overview of the technological evolution that is changing the shipping industry.

10 Industry insight Setting high standards: The Head of the BCIT Marine Campus has been instrumental in shaping provincial, national and international standards for marine and seafarer training.

26 Cruise industry

44

New and advancing technologies

International cruise lines are the leaders in driving technological advances — Donna Spalding provides an overview of just how far they’ve gone.

Technology / New products

LNG engines: Where do I get it and how much will it cost?

Ship management: Trends in maritime management systems.

Night vision: Changing the view from the bridge.

D E P A R T M E N T S

F E A T U R E S

Captain John Clarkson

6

News briefs / industry traffic

9

Industry growth

18

Education and training

20

Government

22

History lesson

24

Environment

29

Tug industry

39

Maritime air

50

Legal affairs

53

Piracy

54

Upcoming events

Letters to the editor and news.

Fraser Surrey Docks — agri-bulk terminal opens up new market.

Bright future ahead for BCIT grads.

Summary of the Regional Canadian Marine Advisory Committee meeting.

Submersible marvel: The Newtsuit.

Crude oil tankers in Georgia Strait.

The design evolution of today’s shipdocking tug.

Joe Spears reminds us of this important element of Canada’s ocean management.

Limitation of liability in maritime claims.

The fastest growing industry on earth.

Conferences and meetings.

October 2011 BC Shipping News 3

October 2011 Volume 1/Issue 6 Publisher McIvor Communications Inc.

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President & Editor Jane McIvor Contributing Writers John Clarkson Spencer Collins Brian Freer John Hatley James Hyslop David Jackson David S. Jarrett Mike Richards Carrie Schmidt Donna Spalding K. Joseph Spears Advertising Mark Collett / MSL Marketing & Sales Phone: 604-351-0211 / Email: mark@bcshippingnews.com Stephen Fountaine Phone: 250-861-9006 / Email: stephen@bcshippingnews.com

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4 BC Shipping News October 2011

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EDITOR’S NOTE

Dialogue needs to be a two-way street.

I

feel like a kid in a candy store. There are so many stories and ideas for articles that at the outset of each issue of BC Shipping News it’s difficult to choose which topics will be of most interest and most relevance to readers.

While some difficult choices were again made for this issue, some were relatively easy.

Take, for example, the article by Mike Richards, Georgia Strait Alliance. I’ve known Mike for longer than I think either of us want to admit. My first introduction to Georgia Strait Alliance was not a positive one but over the years, I have come to greatly respect Mike’s opinion and his work. In my days as executive director of BC Marine Trades Association, and a number of other associations that base their economic welfare on the use of B.C.’s waters, I would sometimes find myself on the opposite end of an issue with Mike.

However, he has taught me that dialogue is a two-way street and that it is only through mutual understanding of each other’s positions that we can move forward. Like most everything else in life, change is brought about in gradual steps based on co-operation, education and hard work. I encourage you to read Mike’s article: Crude oil tankers in the Georgia Strait: A concerned citizen’s perspective. He raises some good points through a well-balanced and logical

argument — ones that will need to be addressed by government agencies and the shipping industry if we want public acceptance (or at least understanding) of tanker traffic on Canada’s West Coast.

Another easy choice for this issue of BC Shipping News was the industry insight article featuring Captain John Clarkson, Associate Dean, School of Transportation and Head of the BCIT Marine Campus. To say that Captain Clarkson knows his stuff is an understatement. While he has led international delegations and has been instrumental in setting national standards and policies for Canadian seafarer training, it is his work here in B.C. of which we should be most proud. Having attended the Convocation in August for the Nautical Sciences and Marine Engineering classes of 2011, I could see his influence on the calibre of graduates that accepted their diplomas. If education is the cornerstone of success, we here in B.C. can rest easy that the next generation of our industry is well-prepared for the tasks ahead.

And finally, there is the suite of articles that look at new technology and the advances the industry has made toward sustainable shipping. From Donna Spalding’s article on cruise lines — indisputably the leaders in technological advancement — to Jim Hyslop’s article on the design evolution of today’s ship-docking tug, to

John Hatley’s look at LNG engines and the promise that natural gas holds as our best route to sustainable shipping, each piece demonstrates the industry’s commitment to progress.

“The most exciting phrase to hear in science, the one that heralds new discoveries, is not ‘Eureka!’ (I found it!) but ‘That’s funny...”

There are two very important pieces of information I take away from this issue of BC Shipping News: First, that moving away from a fossil fuel-based industry is not going to happen overnight but we’re making incredible strides in getting there — as Elisabeth Harstad notes in the article on innovation on the water: “Technological developments take long, slow steps. Technological evolution is more likely than technological revolution.”

The second thing I learned is that it is an exciting time to be in the shipping industry — the creativity and ingenuity behind each invention and technological advancement is impressive. It reminds me of a saying by Isaac Asimov: “The most exciting phrase to hear in science, the one that heralds new discoveries, is not ‘Eureka!’ (I found it!) but ‘That’s funny...” BCSN

Member of: Western Marine Community Association

International Sailor’s Society Canada

October 2011 BC Shipping News 5

INDUSTRY traffic Cold water immersion workshop for first responders.

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he Canadian Safe Boating Council has partnered with Dr. Gordon Giesbrecht — aka Professor Popsicle — to hold a workshop on cold water immersion for first responders. While the term “first responders” typically brings to mind Coast Guard, marine police or search and rescue teams, more often than not, those first on the scene are local vessel operators going about their daily routine.

This one-day workshop — Saturday, October 22, 2011 at the UBC Boathouse in Richmond B.C. — will cover topics including mechanism of heat loss, thermal protection realities, triage of the hypothermic victim, extraction techniques, rewarming and packaging for transportation.

For those frequently on the water, this is a perfect opportunity to broaden your knowledge of cold water and enhance your skills when dealing with a hypothermic victim.

Dr. Gordon Giesbrecht is renown for his work studying human responses to exercise / work in extreme environments.

In addition to teaching at the University of Manitoba, Faculty of Kinesiology and Recreation Management, he has been a regular collaborator with the Canadian Safe Boating Council

The fusion of software and consulting.

ESA offers a comprehensive line-up of core management systems for the maritime sector:

on Cold Water Boot Camp, a true-life educational project regarding survival in cold water.

Dr Giesbrecht coined the phrase 1-10-1 to describe the three critical phases of cold water immersion. 1-10-1 is a simple way to remember the first three phases of cold water immersion and the approximate time each phase takes.

1 — Cold shock. An initial deep and sudden Gasp followed by hyper-ventilation that can be as much as 600-1,000 per cent greater than normal breathing. You must keep your airway clear or run the risk of drowning. Cold shock will pass in about one minute. During that time, concentrate on avoiding panic and getting control of your breathing. Wearing a lifejacket during this phase is critically important to keep you afloat and breathing.

10 — Cold incapacitation. Over approximately the next 10 minutes you will lose the effective use of your fingers, arms and legs for any meaningful movement. Concentrate on self-rescue initially, and if that isn’t possible, prepare to have a way to keep your airway clear to wait for rescue. Swim failure will occur within these critical minutes and if you are in the water without a lifejacket, drowning will likely occur.

1 — Hypothermia. Even in ice water it could take approximately one hour before becoming unconscious due to hypothermia. If you understand the aspects of hypothermia, techniques on how to delay it, self-rescue and calling for help, your chances of survival and rescue will be dramatically increased.

Participants in the Cold Water Immersion Workshop will receive a certificate of completion at its conclusion. Cost is $175 and includes lunch. Space is limited. Register online with a credit card. For more information, contact info@lifesaving.bc.ca or call 604.299.5450 and ask for the cold water workshop co-ordinator.

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ESA can deliver the appropriate solution to answer your specific industry challenge.

Call today: 206.607.8839 (ext. 350) or visit www.enterprise-sa.com 6 BC Shipping News October 2011

Dr. Giesbrecht — Professor Popsicle — is renown for his work on studying human responses to extreme environments.

NEWS BRIEFS CMC now carrying Enhanced Target Detection.

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MC Electronics announced the addition of Enhanced Target Detection (ETD) for radar to its catalogue of products. ETD, the latest innovation from Kelvin Hughes, is an enhancement to the MantaDigitalTM range of wide-screen radars. This new feature significantly enhances the display of slow-moving or stationary targets without interfering with normal radar appearance or operation.

ETD treats stationary and moving objects differently, highlighting the moving ones by displaying them in a different colour. “We are harnessing modern signal and image processing techniques to give the navigator better information. Employing the latest technology in our MantaDigitalTM range has enabled this functionality to be realized,” said Spike Hughes, Director of Sales & Marketing at Kelvin Hughes.

LETTER TO THE EDITOR Dear Jane Good day. May I refer to the September issue and Captain Yousefi’s letter.

This is to support his statements on the need to inform and educate those concerned with local & regional maritime safety issues in correlation with relevant economic matters including, but not limited to, the political issues.

May I suggest that a diverse council of expertise from all sectors of public and private concerns — from NGOs to those responsible for final decision-making and legalization of end results of such know-how, be formed and operate in a co-operative, secure and futuristic mode.

To cut time losses to individuals, and to remove the cost burden from participants and council members, I suggest that the council primarily operates in an atmosphere where physical meetings may take place in the form of seminars to include and update all involved at regular time intervals.

Experience and knowledge plus facts and findings pertaining to present day, could not be any better placed and has to surface in time and together. Thus a practical mechanism based on recognition of others and available knowledge, has to be devised to take things from the resultant knowledge to certain act and will have to reflect the true nature of the will.

I would like to emphasize that I fully support Captain Yousefi’s stance and wish him and all of you the best.

Best Regards S Bagheri

ETD, combined with the dual plan position indicator (PPI) mode provided by MantaDigitalTM, enables the operator to continue using radar in the normal way with the addition of a simultaneous advanced detection view available on the secondary PPI without cluttering the main display. ETD can be viewed in either the main or secondary radar window.

ETD mode was originally developed for detecting ice but has been found to be equally useful for detecting small targets, such as buoys, which might otherwise have only been seen intermittently or not at all. Customer response so far has specifically noted the impressive clarity provided by removing unwanted clutter and by painting moving targets in a different colour. The overall effect on the screen is almost a 3D or embossed view of details such as waves, vessel wakes and coastlines while still maintaining an exceptionally clear picture.

Controls are provided that enable the operator to change the weightings between fixed and moving targets to achieve the best possible picture in varying conditions.

The ETD mode is available as a software upgrade to the standard MantaDigitalTM Radar or Chart products. For more information, please visit www.cmcelectronics.ca.

MARINE PILOT FAMILIARIZATION PROGRAM The Pacific Pilotage Authority is accepting Expressions of Interest from qualified mariners interested in participating in a Marine Pilot Familiarization Program prior to examination as apprentice pilots. This program will run from January 2012 to January 2014.

Applicants must be Canadian citizens and willing to undergo a medical examination. For information on Certification and Sea-time requirements, please refer to the Pacific Pilotage Regulations, Sections 4 and 5, at: http://laws-lois. justice.gc.ca/eng/regulations/C.R.C.,_c._1270/index.html.

Qualified applicants who are interested in this program should apply in writing via email or post prior to 1530 hours on Friday, October 21, 2011 to: Director, Marine Operations Pacific Pilotage Authority 1000 - 1130 West Pender Street Vancouver, BC V6E 4A4 Email: famprogram@ppa.gc.ca

S&P/Chartering Brokers October 2011 BC Shipping News 7

INDUSTRY traffic Captain Badger set to retire from Port Metro Vancouver; changes to executive team announced.

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ort Metro Vancouver announced changes to its executive leadership team but none so surprising as the retirement of Captain Chris Badger.

Effective October 14, 2011, Captain Badger will retire from Port Metro Vancouver following a 40-year maritime career. Badger joined the Port in 1988 as Assistant Harbour Master and, following successively more responsible positions, earned the appointment of Chief Operating Officer in 2008. Among his many accomplishments, Badger led the Port’s corporate social responsibility strategy that has resulted in Port Metro Vancouver’s world-class recognition for sustainability initiatives. Badger helped pioneer the development of the Port’s municipal engagement program and initiated innovative forums to advance discussion regarding Port activities and impacts, such as the North Shore Waterfront Liaison Committee. Badger also established the Port’s Monitor and Measure program, which has been instrumental in dramatically improving

the performance of the supply chain through Port Metro Vancouver.

As the organization works to build Canada’s Pacific Gateway and meet the needs of its customers, stakeholders and host communities, the Port will welcome Ms. Sheri Plewes who joins the leadership team as Vice President, Infrastructure Delivery, on October 11, 2011. In this newly created role, Plewes will assume responsibility for the Port’s major infrastructure projects, including the Container Capacity Improvement Program and Trade Areas development.

Plewes joins the Port from SNC Lavalin’s Transportation Division, where she served as Senior Vice President, Transport. Previously, in her trole as Vice President, Capital Management and Engineering at TransLink, Plewes led that organization’s $6 billion Capital Plan and developed their Long Term Transportation Plan. Prior to her role at TransLink, Plewes served as the Assistant City Engineer, Water, Sewers and Yards at the City of Vancouver.

Other changes to the Port Metro excutive see Mr. Duncan Wilson appointed to the position of Vice President, Corporate Social Responsibility. With an extensive background in communications, marketing and government affairs, Wilson joined the Port in 2003 and was named Director, Communications and Government Affairs in 2009. In his new role, Wilson has leadership responsibility for Port Metro Vancouver’s sustainability and corporate social responsibility portfolio that includes environmental activities, communications, government affairs, and community and First Nations engagement.

Also in a new position, Mr. Peter Xotta has been appointed Vice President, Planning and Operations. Xotta joined the Port in 1993 and most recently served as Vice President, Planning and Development. In his new role, Xotta has overall responsibility for the Port’s land and marine operations and security, planning and development activities, project management, trade development and customer engagement initiatives.

(Photo of Ms. Plewes unavailable at time of printing.)

Captain Chris Badger 8 BC Shipping News October 2011

Duncan Wilson

Peter Xotta

industry growth

Diversity a key to growth for Fraser Surrey Docks.

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President of Sales and Marketing at FSD. “The terminal’s strong intermodal rail solution, large terminal footprint and seven deep-sea berths provide congestion-free vessel loading and discharging both for ships carrying bulk cargoes and for our existing container and breakbulk carriers.”

The agri-bulk facility is designed to handle a wide variety of agricultural products in bulk and boasts a railcar belly dump system with conveyor belts and a weighing structure to maximize efficiencies. It took FWS Industrial Projects Ltd. eight months to complete the construction which included the conversion of Shed 1 from an open door warehouse to an enclosed storage facility with a capacity to hold 20,000 metric tonnes of canola meal pellets at any one time.

Over the last 20 years, canola production in Canada has increased over

Photo credit: Alan Katowitz

raser Surrey Docks (FSD), the “superstore of port terminals”, welcomed the Atalanti SB, the first bulk vessel to be loaded at the newly completed agri-bulk handling facility. Since officially opening in May, the agri-bulk handling facility has moved over 58,820 metric tonnes of commodities such as canola meal pellets, lentils and malt.

With the addition of the state-of-the-art agri-bulk facility, established in partnership with Parrish and Heimbecker, FSD is now fully equipped and able to fulfill the rapidly growing global demand for the deepsea bulk transportation of agricultural commodities through the Vancouver Gateway.

“The management team at the terminal was pleased with how the commissioning of the new facility has gone, as well as the successful loading of the first vessel,” said Bill Wehnert, Vice

The Atalanti SB — the first bulk vessel to be loaded at the new agri-bulk facility at Fraser Surrey Docks.

200 per cent from 3.85 million metric tonnes in 1987/88 to 12.9 million metric tonnes in 2009/10. During that same period, the amount of canola being crushed rose almost 40 per cent, from 1.61 million metric tonnes to 4.8 million metric tons. Therefore, the development of the new agri-bulk facility was considered to be an essential addition to allow Fraser Surrey Docks to diversify into the global agricultural markets. The current agri-bulk facility is capable of handling approximately 450,000 metric tonnes per year with the potential to grow the facility as demand dictates.

Parrish and Heimbecker (P&H), a Canadian family-owned company with over 100 years of experience in the agribusiness has been actively growing and adapting to meet the changing demands of their overseas agri-product customers.

With the addition of the agri-bulk facility, P&H expects to be able to meet the demands of an ever expanding market and they feel that Fraser Surrey Docks is a great location and partner to work with in order to meet those demands.

“As one of the largest facilities of its kind on the West Coast of North America, Fraser Surrey Docks has been successfully serving its customers for almost 50 years,” said Wehnert. “Fraser Surrey Docks is continuously researching new ways to position itself within the ever-changing global market in order to consistently progress with the shifting needs and requirements of its diverse customer base.”

Fraser Surrey Docks is a multifaceted, 150-acre terminal located in the Greater Vancouver area of Surrey, British Columbia along the banks of the Fraser River. Additional information on the terminals services and capabilities can be found at www.fsd.bc.ca.

October 2011 BC Shipping News 9

INDUSTRY INSIGHT

Setting high standards.

Captain John Clarkson has dedicated the better part of his career to marine and seafarer training. His influence can been seen across Canada and has even reached all the way to the International Maritime Organization. Luckily for the West Coast, Captain Clarkson’s most significant contributions can be seen right here at home.

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aptain John Clarkson has held a number of titles during his career: Master Mariner (both in the United Kingdom and Canada); Manager, Compliance and Enforcement, Transport Canada Marine Safety; and Director, Marine Personnel and Pilotage, Transport Canada Marine Safety to name a few. But it is his current designation as Associate Dean, School of Transportation, Head of the Marine Campus of the British Columbia Institute of Technology (BMC) that demonstrates how the culmination of expertise in training and education in one person can have a lasting impact on future seafarers. Captain Clarkson’s influence — not only in setting high standards for the Marine Campus at BCIT, but for also establishing a benchmark that institutions across the country and worldwide strive to match — gives British Columbia the edge in producing top-notch mariners.

BCSN: Let’s set the stage for our readers — could you provide an overview of trends in seafarer education and training over the past decade?

10 BC Shipping News October 2011

JC: Internationally, the big change in seafarer training was the review of the STCW (Standards of Training, Certification, and Watchkeeping) Code and Convention of 1995. The revisions were so significant that they changed the way we train and educate seafarers.

It was also the first time that the IMO became heavily involved in the creation of model courses — something which is typically the responsibility of flag states (for implementation).

The revisions were so significant that they changed the way we train and educate seafarers.

The STCW Convention laid out some very clear methods of demonstrating competence together with the criteria for evaluation, and in addition, required a valid form of quality assurance by training institutes. Each signatory party was required to provide detailed information to an IMO panel of competent experts to demonstrate compliance. In Canada as well as internationally, the

change in our regulatory structure was one of our main focuses over the last couple of decades.

[Ed.note: As Director, Marine Personnel Standards and Pilotage, Transport Canada Marine Safety, Captain Clarkson was Head of the Delegation representing Canada at the IMO Sub-committee on Standards, Training and Watchkeeping. He and his team were responsible for obtaining approval of Canada’s submission that demonstrated compliance. He also sat as one of the expert panel members on the sub-committee which reviewed submissions from other countries.]

More recently, the STCW convention was again reviewed in Manila, Philippines in 2010 and Transport Canada is changing the regulations and standards once again to meet the requirements of those amendments to STCW. The BMC is looking at having those requirements in place by about 2012 but we’re already working with Transport Canada to reassess course curriculums, delivery processes and examinations. The Manila amendments include improved measures to

INDUSTRY INSIGHT more and more into a situation where their technical or operational knowledge might be compromised to meet these other requirements.

BCSN: Does this mean more reliance on simulators?

JC: Right now in Canada, we don’t replace sea time with simulators although some countries do. The only reduction is sea service available here is through a cadet program — instead of doing 36 months for your first year certificate, you only need 12 months. That was one of the edicts that came from the STCW amendments of 1995. With engineers, it’s even less — six months.

There is more reliance on technology and in-house training. Simulation is good but it can’t replace real life experience. You can do a lot with simulation — it lets you practice scenarios that you’d never be able to do on a real ship, especially in industrial research or training for ship operations, but it’s not a substitute for onboard experience. You need both and the standard of simulation and its capabilities has improved significantly over the years, allowing more and more credible assessment of individual competence. Our new simulation is among the best in the world for this purpose.

assess competence associated with certificates of competency and strengthen the evaluation process; new certification requirements for training in modern technology, marine environment awareness, and leadership and management to name just a few. It’s very timeconsuming and challenging, not just for the schools but for Transport Canada as well.

[Ed.note: Captain Clarkson and his team developed the idea for a “passport” style record of competency to address fraud. This system has quickly become the international standard for proof of certification.]

I believe that to reduce crew sizes and sea time and replace them with management and academic skills does have an impact on job-related competence.

JC: As mentioned, all approved institutions in Canada had to retool in order to meet the STCW Convention regulatory and training requirements. These were driven not only by international structures and standards but also by domestic needs. At BCIT, we embraced those needs specific to our campus and built in as much as we could to be able to achieve these in a professional manner. Our simulation centre is a perfect example. When I got here in January 2003, much of our simulation was already out of date for practical use, apart perhaps from the engine room simulator. We started right away on looking at ways to retool our simulation so that it met the demands of the industry.

This tied into something else we did which was to change the entire philosophy of how we dealt with industry and public for marine training. We had a bad habit of just putting on a course and if the industry didn’t come then we didn’t bother holding the course. We changed that quite a bit by going out to companies and asking them what it was we could do for them. We found that a

Photo credit: Scott McAlpine

Training has changed — both internationally and domestically. There is now a stronger emphasis placed on things like “soft skills” such as leadership and management. At the same time, we don’t require the same level of sea time for job training as we’ve had in the past and we’re switching more to onboard assessment routines through recognized training structures — e.g., through our cadet program or general upgrade courses.

With the Manila amendments, there has been more acceptance of onboard assessment. In some cases, it hasn’t been easy because we don’t have the technical mechanisms fully developed but it will become a more and more valid process. Building management skills into course curriculums is a bit challenging and there is some concern in how this is developed and incorporated without jeopardizing onboard knowledge skills.

I believe that to reduce crew sizes and sea time and replace them with management and academic skills does have an impact on job-related competence.

We’re going to be throwing people

BCSN: Looking specifically at BCIT, what changes have you seen in the Marine Campus over the past decade?

Left to right: Captain Clarkson; the Honourable Naomi Yamamoto, B.C. Minister of Advanced Education; Paul Dangerfield, Vice President, BCIT Education; and Margaret McFarlane, member of the BCIT Board of Governors, present the Certificate of Nautical Sciences to Kiefer Dutton (centre).

October 2011 BC Shipping News 11

INDUSTRY INSIGHT

John Clarkson on the Pandora II navigating through the Beaufort Sea Canadian Arctic. lot of organizations — for example, BC Ferries, Seaspan, Great Lakes companies — were looking for courses that specifically met the needs of their employees.

We started delivering industry services training — whether it was a Transport Canada-approved standard course or a block of courses or even a course specifically designed for one company’s needs — and we found this to be a very successful mode of training delivery. This has taken off over the years and is now the catalyst for many agreements with companies from all over North America.

We still deliver public courses — that

hasn’t changed — but we also deliver industry-driven courses.

BCSN: Do you offer online courses?

JC: Yes. We have a fourth-year engineer online program that allows students to take a Transport Canada exam and we also have one for Pacific Pilotage Authority pilot candidates. We find that the online courses are better suited for a younger generation who has grown up with computers and can operate under that system very effectively. Older people have more difficulty and we find that we spend as much time teaching them how to operate the

computer as we do actually teaching the course. There is a definite difference in how various age groups respond to online learning but there is still interaction between teacher and student which helps. The regulatory community ­— Transport Canada and the IMO — have been reluctant to embrace online courses because of the potential for manipulation and corruption. You never really know who is on the other end of the computer and that will be an issue for some time to come. Having said that, the Manila amendments to STCW are allowing for more allowance of flag state-approved online training, which is growing around the world.

BCSN: How does BCIT compare to other institutions, both nationally and internationally?

JC: Nationally, BCIT grads are in much higher demand than grads from other institutions. The standards of a typical junior officer or bridgewatchman that graduates from here — and of course, I’m bias — are much higher than other areas. What we do here is different — we’re the only campus in Canada, outside of the Coast Guard College in Sydney, Nova Scotia, that actually bases recruitment on an interview and selection process. We have room for 16 in each cadet program (deck and engine)

John at various stages in his career: left, taking sight on the MV California Star; right, on the bridge of the Pandora II. 12 BC Shipping News October 2011

INDUSTRY INSIGHT and it’s quite competitive with a stringent selection process based on numerous factors. Other campuses in Canada operate on a first-come-first-serve basis and end up with high attrition rates.

Before we accept a student, we make sure they can meet all of the prerequisites for Transport Canada — e.g., medical and other legal requirements that they need to satisfy before they can go to sea. We don’t take anyone that can’t meet those requirements. Other campuses will have students who, when they get to their first sea phase, can’t progress any further. Without the ability to get through the full program and an ability to be hired by international companies, and enter the United States, we don’t feel that they should make the sea a career. This results in very low attrition and high calibre graduates. We often get letters from domestic as well as international companies that are very pleased with the abilities of our graduates and our junior officers so I’m satisfied that we’re on the right track.

The challenges we face here, and the level of ability that we have here, are much the same as they are in the U.S., Europe or Australia.

Internationally, the level of education in G8 nations is fairly similar across the board. The challenges we face here, and the level of ability that we have here, are much the same as they are in the U.S., Europe or Australia. For non-G8 countries, they may not be much different than ours but they do have some difficulties in finding instructors capable of delivering their knowledge effectively.

So graduates come out with a different knowledge base depending on the education institution’s focus. Their standards come out lower simply because they are missing the quality assurance processes we have through Transport Canada, and independent QSS such as

ISO 9001-2008. It’s not just a case of having a curriculum — it’s the sum of the parts.

BCSN: I would like to discuss how you meet the challenges of educational funding in today’s economy. Earlier, you mentioned the new simulator and I understand that quite a bit of work was done — by you specifically — in securing funding for this and that you did so by engaging both industry and government. Could you describe some of the challenges and opportunities, firstly related to acquiring the funding for the simulator and secondly to meeting overall funding needs?

JC: For all campuses across Canada where you require a high degree of technology but have a small student ratio it’s always challenging. We’re not your typical educational institute which requires a classroom and some mode of knowledge delivery. With marine and aviation training for example, you need high tech equipment and a structure to make sure the knowledge base and competency is correct. No matter how you cut it, that costs money. Simulators, engines, boats, equipment, and docks — this is all very costly, not only in delivering the equipment but also for safety and maintenance costs.

When I first joined BCIT, we looked at what we needed here to meet future challenges. We found that organizations in the U.S. and other parts of Canada were taking away business for the simple reason that we didn’t have the technology to deliver training for specific programs — whether it was port capacities, tug assist, ship research, etc. We ended up putting together a package that could meet those needs and then began the search for funding.

We signed on to the Transport Canada Grant Contribution Program which was being offered to the five major institutions in Canada to upgrade their simulations — this was part of the federal government’s strategy of getting out of the ownership of simulation. The

program allowed for funding of 70 per cent of costs but we still needed to find the additional 30 per cent. Both BCIT and the provincial government were approached but were unable to commit the funds. Our only other option was to approach industry. No one in Canada had ever done this as all other institutes are supported by their provincial governments. We were successful thanks in large part to the BCIT Foundation who guided us through the process. Without the contributions from companies such as Port Metro Vancouver, Pacific Pilotage Authority, Seaspan, Council of Marine Carriers, BC Ferries, Kinder Morgan and Enbridge, we couldn’t have gone ahead.

Our only other option was to approach industry. No one in Canada had ever done this...

Looking at the bigger picture, all institutes in B.C. and other provinces are under the gun. Provincial governments are responsible for education but are challenged to provide additional funding so we have to prepare submissions to justify additional expenditures, such as bringing in new instructors, purchasing

Cadet Clarkson, age 17, with Furness Withy of London.

October 2011 BC Shipping News 13

INDUSTRY INSIGHT new equipment, etc. Yes, funding is always a challenge.

BCSN: How do funding challenges impact on the quality of education you’re able to offer and the ability to offer courses at an affordable level?

JC: Obviously, funding will have an impact on hardware equipment — whether it’s adequate for training and meeting today’s standards. You can have old equipment but it needs to be valid under the present training requirements and we must continually keep altering our equipment to meet the educational needs of today’s seafarers.

In terms of tuition, we have three basic types: l public (where students phone in and register for a course) — these courses are offered at less than cost but are subsidized by the province; l part-time services — e.g., marine security, medical courses — are offered with a minor cost recovery but usually because they require a higher cost to run; and l industry services — courses offered to company employees that are based

on the company’s needs, their budget and the number of students they have.

We’re looking at possibly changing the public funding courses to actually build up that costing a bit more. We’re not charging enough compared to our competitors in Canada for the same course.

BCSN: In terms of looking at the student body make-up, do you see any trends in things like enrolment numbers, demographics or success rates?

JC: For numbers, a lot depends on what requirements come forth from Transport Canada so there is some fluctuation both up and down over time.

Cadet numbers vary a little but the program is always full as is the bridge watchman program. Other courses are usually based on demand. We are seeing increases in our simulator courses and we’ve been able to add extra sessions, especially around engineering.

In looking at demographics, on average, we have about 10 per cent of students who are women and this is consistent with national and international

numbers as well as historically. While BCIT has outreach programs that are sometimes effective at boosting numbers in a particular demographic segment, overall, we continually have a healthy variation.

Here at the BMC, we have a much higher pass rate, about 97 per cent. Much of the credit for this goes to the excellent instructor body here at the campus.

Assessment success rates across Canada vary depending on the institution but typically, an 80 percent pass rate has been standard over the years nationally.

Here at the BMC, we have a much higher pass rate, about 97 per cent. Much of the credit for this goes to the excellent instructor body here at the campus.

They are very experienced, very well respected and know their stuff. Plus, we have an excellent quality assurance through ISO and Transport Canada, combined with an excellent curriculum development process.

Captain Clarkson stands next to the recently updated full main bridge simulator at the BCIT Marine Campus.

14 BC Shipping News October 2011

INDUSTRY INSIGHT BCSN: Do you see any trends or changes in students coming out of the Kindergarten-to-Grade-12 system?

JC: I think I can speak for all institutions that deal with technical subjects — where you are required to show a degree of proficiency or competency — that math and English skills have diminished over the years. Remember, BCIT is not a university. With the majority of what we do, you have to demonstrate competence and knowledge of that particular subject. In a university it’s not the same, you’re looking at the form of learning but here, you have to know specifics. A lot of this requires a high degree of math and physics skills, and I can say without any trepidation that math skills especially, but also writing and presentation capabilities, have gone down over the years. The level of mathematical knowledge and the ability to put together a coherent presentation are lacking to the point where we now offer specific math and English courses so students will be able to pass our courses. We find that concerning. It’s not just us — any technical school will tell you the same thing.

I think I can speak for all institutions that deal with technical subjects...that math and English skills have diminished over the years.

Today, students grab a calculator rather than write down the numbers to process the answer, resulting in their confidence with the technology at the sacrifice of understanding the principles. Basic competence and knowledge are very different today. There might be too much reliance on calculators and computers but I don’t know how you get around that. Handwriting skills are diminished — likely because of an increased use of computers in the classroom — to the point where a student’s ability to put pen to paper and actually produce a comprehensive argument is

Captain Clarkson receives a speaker’s gift from Rear-Admiral Nigel Greenwood during the 2011 Nautical Institute’s Command Seminar. not the same as it used to be. Their ability to present documents is limited so we have specific courses here to teach them how to do that as well.

BCSN: Looking at workforce trends — such as the retirement of baby boomers — could you provide some insight into what you think the future hiring environment in the marine industry will look like for graduates?

JC: There are basically two markets for the workforce: domestic (i.e., Canadian-flagged vessels such as BC Ferries, the towboat industry and Great Lakes shipping) and international. They both have their challenges. In Canada, the companies are usually regionally specific and have specialized needs.

People will train for a specific sector of the industry and remain there. To change jobs usually requires additional training. The international industry is similar in that there are many different types of ships that will require specialized knowledge. The big differences in Canada include a higher rate of unionized workers with fairly stable jobs and good wage structures. The international

ocean industry typically doesn’t pay as much, has longer voyage prospects, and is a generally a non-unionized environment.

The ability to retain work depends on what an individual is willing to do — how much time they can spend away from home or what they’re looking for in the way of their own career progression. Most recruits from G8 nations are willing to go outside of their country to get the training and sea time but when they get older, they’ll come back to work in Canada or their respective country. The ideal scenario for career progression is to do something like the cadet program where certification can be achieved fairly quickly, then build sea service up after that in something like deepsea shipping where you can get rapid sea time (e.g., four to six months at a time). Sea service in Canada is much more limited and will be piecemeal or sporadic simply because of the nature of the occupation and the nature of training. So, if you can get all of your sea service (e.g., a chief or master’s ticket) finished offshore, then you can come October 2011 BC Shipping News 15

INDUSTRY INSIGHT

C

About Captain John Clarkson

aptain Clarkson got his start in the marine industry at the age of 17 when his Dad (a marine engineer with Victoria Machinery Depot) introduced him to the infamous Captain Barney Leitch Johnson, noted World War II naval captain, B.C. coastal pilot and founder of such shipping lines as Johnson Warren Steamships and Westward Shipping. John’s first ship was the SS Pacific Northwest of Furness Withy Steamship Lines London which he joined as a navigating officer cadet and sailed from North Vancouver to London. He spent 12 years in the British Merchant Marine before coming back to Canada to serve on Canadian Hydrographical vessels on the West Coast of Canada and the Arctic, eventually navigating the Northwest Passage on a trip from Victoria to Halifax. In 1982, he joined Irving Oil (Kent Line) as mate and was eventually promoted to master on the East Coast coastal tanker fleet.

“My career held a lot of variety,” said Clarkson. “The Northwest Passage trip, where I was second mate on the Pandora II, was quite an experience. In those days, you didn’t have satellite navigation and charts were basically blank.

We used to send a survey launch ahead of the ship to make sure we didn’t end up on the reefs. Working with Irving was also an excellent experience — we sailed into many small ports on the East Coast in ice and without a pilot. My first command was Master of the Amie Gaudreau, a 250-foot single screw tanker, which I took into many small ports without a pilot or tug.”

Following 16 years in the Merchant Marine, John took on the position of Marine Surveyor / Examiner with Transport Canada Marine Safety, operating out of Prince

Rupert and Victoria. His career in Transport Canada culminated in his appointment in 2000 as Director, Marine Personnel Standards and Pilotage, in Ottawa.

“This was my most productive period in terms of achievements,” said Clarkson. “We got Canada on the White List for the STCW Convention, established new regulations for training and new certificates of competency, as well as building the medical program for Transport Canada Marine Safety.”

In January 2003, John joined BCIT as Associate Dean, School of Transportation and Head of the Marine Campus where he continues today, responsible for the complete management of the campus, including oversight of a multimillion-dollar budget. His list of achievements during this time, while too numerous to list all, include developing the most successful ISPS Code marine security training in Canada and obtaining the only designation in North America for approved marine training for the U.K. Maritime Coast Guard Agency.

“I am very proud of the industry and government relationships we have built over the years at the campus, and their support not only for our simulation renewal, but also the support for our programs,” said Clarkson.

From 1982 to 2002, John held senior positions within the Canadian Naval Reserve, finishing his career as Commander for Team Two deployable Harbour Defence by Maritime Forces.

In addition to being a diver and a golfer, John is an aficionado in mediaeval history.

Two of the ships on which John served: the London Cavalier and the Overseas Argonaut.

16 BC Shipping News October 2011

INDUSTRY INSIGHT back to Canada and concentrate on your career because you no longer need any additional certification.

Baby boomers have created a “backlog” of people in senior positions and have retained those positions over a long period of time. We joke that in the U.S., the average age of a deckhand is 62 because that’s the seniority bracket that they’re working under. In all professions, over the next 15 to 20 years, those occupations will come open quite rapidly and if we can’t get the trainees into those jobs and starting to move up the ladder now, there will be a void.

A large number of younger people will have certain qualifications, but possibly not enough senior hands-on experience.

We’re starting to see this now but it will become more serious over the next decade.

BCSN: Do you know if mentoring programs are becoming more popular as one way to address this?

JC: There are some but not many.

Hiring additional personnel on ships is costly but I do know of some of the Great Lakes companies who are developing mentoring and specific training programs. Also, staffing of ships is not what it used to be 30 or 40 years ago. My first ship had a crew of 46 — today, a similar type vessel will have a crew of 12. You’ve got tugs that operate with three people when years ago it used to be 12 or 15. The consequence is that you don’t have the same number of people who have that knowledge base to pass along. This will create a challenge.

Some companies are more proactive than others and are bringing in people that will have the ability to move up in their occupation. For example, Seaspan takes in young people at the deckhand level who show promise in moving up to senior levels. They look for a different profile and define the type of employee they want — their training background, knowledge and ability to progress — and have that individual move up to master / chief engineer positions.

BCSN: Final question: do you have any advice for recruits, the educational system or the industry?

For new recruits...you must accept the challenges that you’re going to face and you must be responsible for your actions.

JC: For new recruits: if you want to be part of this industry, you must accept the challenges that you’re going to face and you must be responsible for your actions. A lot of people today have difficulty with that. Recruits today will face challenges that we never had in the past — massive security structures in place all over the world; more accountability to government and port state controls; criminalization of seafarers; smaller crews with less social interaction. They face a lot more challenges today but someone who has a very clear goal and wants to be part of the marine industry will accept the challenges that they meet in order to get through.

For educational institutions, our mission is to give recruits the tools they will

I

need to reach their goals. Instructors and staff here are dedicated. They are all professional mariners and look to pass on their knowledge to their students. While basic information doesn’t change, instructors have to continually improve their own knowledge to make sure they’re up to date. On a recent trip to Amsterdam with BC Ferries to look at specific crew training from Princess Cruises, I was very much aware of the heavy focus on advanced technology and equipment. Instructors will be required to keep up to date in these areas.

For the industry, companies recognize the need for a high-calibre professional workforce and they’ll go out of their way to keep employees satisfied whether it be through training programs, family allowances, or other initiatives that make an employee feel a part of the organization and feel they are getting the challenge they need. Sometimes you can’t avoid down-sizing or changing needs of staff, so there will always be a bit of give and take, but as long as people are challenged and the company is responsive to their career goals, then you’re going to retain your people. And of course, a competitive wage package always helps. BCSN

About BCIT Marine Campus

n 1994, the Pacific Marine Training Institute in North Vancouver amalgamated with the British Columbia Institute of Technology to offer a variety of training programs in the marine field, including cadet programs such as the four-year diploma in Nautical Sciences and the Marine Engineer training program. As part of the School of Transportation, the Marine Campus houses Western Canada’s only Marine Engine Room Simulator as well as one of the most advanced civilian marine simulation centres in North America.

The campus has approximately 140 cadets at any one time, half of which are at sea or on leave, and a multitude of upgrader courses for existing seafarers. The BMC does the most simulation training in Canada in Simulated Electronic Navigation (SEN) and Propulsion Plant Simulator (PPS). The campus also has now started Dynamic Positioning training (DP). The number of students varies on the time of year of between 100 in the August period and up to 350 or higher in winter at any one time.

Under Captain Clarkson’s leadership, the Marine Campus has achieved a high standard of operations and is the only ISO 9001-registered campus within BCIT. For more information on marine courses and programs, please visit www.bcit.ca.

October 2011 BC Shipping News 17

EDUCATION & TRAINING

Bright future ahead for BCIT grads.

W

ith family, friends and marine industry instructors and supporters on hand to share in the recognition of their achievements, 33 BCIT students were presented with certificates confirming their successful completion of the Marine Engineering and Nautical Sciences programs. The Convocation Ceremony was held on August 16 at BCIT`s Downtown Campus.

“Sometimes it appears that today’s youth have lost their way,” said Captain John Clarkson, Associate Dean and Head of the BCIT Marine Campus.

“That is not the case here. These Junior Officers have overcome the challenges and today, get to reap their reward.

They have made life-long bonds which I encourage them to maintain as they

take the next steps toward their career.

I should note that not all the graduates could be here today — some of the Marine Engineering students are already at sea, demonstrating the high demand for their training.”

In addition to words from Captain Clarkson, graduates and attendees heard welcoming remarks from Jeff Otto, Co-operative Education Coordinator, BCIT Marine Campus; and Captain Jamie Marshall, Vice President, Fleet Operations and Training, British Columbia Ferry Services Inc. Speeches were also given by the Honourable Naomi Yamamoto, Minister of Advanced Education, Government of British Columbia; Paul Dangerfield, Vice President, Education, Research and International, BCIT.

In congratulating graduates, Jeff Otto noted that they had shown passion and responsibility and they should celebrate their success and rightfully take pride in their accomplishments. Captain Marshall pointed out that the original location of the Convocation ceremony was to have been aboard the Spirit of Vancouver Island but was changed to

Marine Engineering Ongkarn Chantarasukkasem Gheroghe Coman Frank de Crom Radu Dragan Joe Drake John Forge Angela Francescini Nash Khushrushai Cory Lasure Nikolas Maxwell Matthew Reynolds David Steel Corey Thompson Vladislav Tisin

Photo credit: Scott McAlpine

Nautical Sciences

The Nautical Sciences Class of 2011, pictured with the Honourable Naomi Yamamoto, Paul Dangerfield, Captain John Clarkson and Margaret McFarlane, BCIT Board of Governors.

18 BC Shipping News October 2011

Ryan Benson Igor Bespalov Kiefer Dutton Mark Giddings Sean Hadley Logan Kenning Paul Kingsbury Aaron Krueger Chris Leroux Jeffery Lightburn Katelyn Lloyd Michael Mayer Michael Merideth Geoffrey Mielen Kristina Rivette Brent Scott Nathan Smith Michael Syrjala Brodie Verhiel

EDUCATION & tRAINING Photo credit: Scott McAlpine

accommodate the number of graduates and their guests. “We’re going to have to build bigger ships if these classes get much bigger,” he said.

Both the Marine Engineering and Nautical Sciences valedictorians provided some insight into their journey through the four-year program. Paul Kingsbury, speaking on behalf of the Nautical Sciences graduates, reflected on the shared life experiences with his classmates.

Frank de Crom, Marine Engineering valedictorian, echoed that theme and paid homage to the one classmate in particular who did not complete the program. “Most who started the program in 2007 are here with me today,” said de Crom, “with the exception of Koyo Hara who was killed in a car accident in our first year. I’m sorry he’s not with us here today but we are all thinking of him.” Mr. de Crom recognized the help he and his students received along the way: “Thank you to the people who encouraged us all and passed along their wisdom and advice.”

On behalf of BC Shipping News, congratulations to all graduates on a job well done! BCSN

The Marine Engineering Class of 2011, pictured with the Honourable Naomi Yamamoto, Paul Dangerfield, Captain John Clarkson and Margaret McFarlane, BCIT Board of Governors.

Acheivement award winners Oak Maritime Award Mark Giddings and Gheroghe Coman Algoma Central Corporation Award Brent Scott and Radu Dragan British Columbia Ferry Services Award Michael Merdith and Matthew Reynolds Vancouver Maritime Arbitrators’ Association Award Michael Syrjala Nautical Professional Education Society of Canada Book Awards Logan Kenning and Frank de Crom Vancouver Conway Club Book Award Paul Kingsbury October 2011 BC Shipping News 19

GOVERNMENT

Summary:

Regional Canadian Marine Advisory Committee meeting

T

he Pacific Region CMAC meeting was held on September 14, 2011 in North Vancouver. Co-chaired

by Makhan Chowdrey, Transport Canada, and Kevin Carrigan, Canadian Coast Guard, the meeting was well-attended with upwards of 75 people.

Opening remarks Mr. Chowdrey noted that Transport Canada would be facing budget cuts between five and 10 per cent in the 2012 fiscal year. Specific cuts are yet to be determined but an update will be provided at the National CMAC (November 7 to 10, 2011 in Ottawa).

On behalf of the Canadian Coast Guard, Mr. Carrigan provided an update, noting that a report regarding light station staffing was recently adopted by the Senate. The report lists five main recommendations that will be implemented.

The report is available online.

He also reported that Marine Communications and Traffic Services (MCTS) centres are now capable of automatically acknowledging Digital Selective Calling test calls sent from ship stations outfitted with this new feature. While concerns have been expressed that DSC test calls create an extra burden on the MCTS operator, Mr. Carrigan noted that, after 750 test runs, this had not been the case.

MCTS is also asking all vessel operators to keep their AIS verification information up to date as inaccurate information will affect traffic patterns.

CCG Pacific will be undertaking a five-year project to update communication control systems. No interruption to service is anticipated.

Highlights of the meeting included the following subjects (for a full report, please refer to CMAC Pacific Region’s website for the minutes).

Outreach to fishing seafarers Transport Canada representative Zenon Szlachetka reported that, since

20 BC Shipping News October 2011

May, TC representatives had met with 196 fishers; issued 101 Canadian numbers; taken applications for 79 certificates of service; and issued 39 certificates (with an additional 55 spinoffs). TC representatives also signed SVOP declarations, assisted in renewals of certificates and provided customized presentations when requested. Ms. Szlachetka noted that the project had resulted in the issuance of 94 certificates to fishers in the four-month period of the project — 10 more than had been issued in total over the past four years.

MCTS Calling-in-Point review Shane Walters, Regional Program Specialist, MCTS, reported that a review is being undertaken of the Callingin-Points (CIPs) on the West Coast and consultations will begin in early 2012.

The review will look at the number of CIPs, consider requirements for frequency of calling in, and how new technology can provide a more effective system.

Concern was expressed regarding the inconsistency of responses to boats under 24 metres — some boat operators are told they should not be calling (while they are not required to call, many boat operators do so as a safety precaution). Mr. Walters noted that participation should be encouraged.

Captain Phil Nelson asked whether an update was available on the silent GPS system. Mr. Walters noted that this may be the end result of their review however they still had to go through the process to identify needs.

Regulatory update Kevin Monahan, Transport Canada, provided an update on the status of various regulations. Of particular note: Ballast Water Control and Management Regulations — Phase 2, which will bring in provisions of the Convention for the Control and Management of Ships’

Ballast Water and Sediments will be pre-published in Canada Gazette Part I in spring/summer 2012.

Proposed regulations covering the Minor Works and Waters Order of the Navigable Waters Protection Act are expected to be pre-published in Part I of the Canada Gazette in spring 2012.

Phase 1 (alignment of text to fit with CSA 2011) of the Vessel Pollution and Dangerous Chemicals Regulations amendments will be pre-published in Canada Gazette Part I this fall 2011. Phase 2, intended to be implemented in 2012, will include major changes to regulations covering air emissions, grey water and barges (please see the section below dealing specifically with Vessel Pollution and Dangerous Chemicals Regulations Phase 2 below).

Administrative Monetary Penalties (AMPs) amendments Frank Ritchie, Transport Canada, reported that amendments to AMP regulations were being considered to include provisions on regulations not currently covered, such as Collision, Load Line, Marine Personnel, etc. Amendments will be scheduled for pre-publication in Canada Gazette Part I in fall 2011.

In addition, draft regulations to cover four more regulations were available on Transport Canada’s website. These include Fire and Boat Drill; Small Vessel; Ballast Water Control; and Safety Management. Mr. Ritchie requested input on whether the monetary range proposed seemed appropriate.

Amendments were also being prepared for the Contravention Regulations to allow law enforcement agencies to ticket small commercial vessels when they contravene provisions of the CSA 2001. While monetary penalties are still to be determined, the provisions include, Personnel Qualifications and Crewing; Life Saving and other Safety Equipment; and Vessel Registration.

GOVERNMENT Mr. Ritchie stressed that authority of the law enforcement community to ticket small commercial vessels will not include vessel construction or big ships.

Issues discussed included: • Concern was expressed over the potential lack of expertise of conservation officers in dealing with commercial vessels.

• AMP Regulations would not include Fishing Vessel Regulations.

• AMP Regulations would apply to operators, owners or both as per the wording of the provision.

Vessel Certificates and Inspection Regulations Caitlin O’Boyle, Transport Canada, stressed that, while the Harmonized System of Survey and Certification will provide a framework which consolidates all certificates and inspections required of vessel owners, there are no amendments to existing regulations planned. The project will clarify requirements and ultimately provide users with the ability to implement a routine which allows for all certificate renewals to come due at the same time. Consultations will be on-going through fall 2011 and into spring 2012. Ms. O’Boyle noted that this included only those certificates required within CSA 2001.

Small Vessel Compliance Program (Non-Pleasure Craft) It has been found that the SVC Program is not well suited for the towboat industry and work is being done on a new version which is expected to be ready by April 2012.

Safety Management Systems Regulations Noting that, in Canada, safety management system requirements currently fall under the SOLAS Convention / ISM Code, it is proposed that one set of SMS regulatory requirements replace the current three-tier structure. The biggest changes to the SMS Regulations will focus on Tier II. Consultations will continue through 2011 and 2012 with new regulations being ready by 2013/14.

Vessel Pollution and Dangerous Chemicals Regulations Darren van Reyen, Transport Canada, reported that Phase 1 of the regulations (dealing with aligning the existing regulations to wording within CSA 2001) is expected to be pre-published in Canada Gazette Part I in fall 2011.

Phase 2 is expected to be pre-published in Canada Gazette Part I in spring 2012 with a targeted implementation date of August 2012. The regulations will address: Marine air emissions: • MARPOL global standards for SOx and NOx; • North American Emission Control Area standards; • New standards for vessels operating in the Great Lakes and St. Lawrence; • New standards for the Energy Efficiency Design Index and Ship Energy Efficiency Management Plans; • Technical standards for reducing greenhouse gases; • Providing a framework for equivalent options under

Regulation 4 of MARPOL Annex VI (to promote alternative fuels, emission control technology and procedures that allow ships to meet the standards); • New standards for smaller marine diesel engines (to ensure future consistency between Canada and the U.S.).

Clean water provisions: • Ship-to-ship transfers of oil in bulk (applies to oil tankers greater than 150 gt to meet IMO standards).

• Grey water provisions (applies to vessels carrying more than 500 passengers) — to ensure that any release of grey water is passed through a marine sanitation device and made at a distance of at least three nautical miles from shore. Ferries and passenger vessels on short routes may be exempted.

Fishing Vessel Safety Regulations The regulations will apply to new fishing vessels less than 24 metres and existing vessels less than 24.4 metres. The regulations will place substantial emphasis on owner responsibility; will base stability requirements on risk; will base lifesaving requirements on risk rather than length; and will provide for new construction and stability standards. Consultation documents are currently available online for review. Further discussion is expected at the National CMAC meeting in November 2011 with pre-publication in Canada Gazette Part I expected by spring 2012.

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www.csmtt.com October 2011 BC Shipping News 21

HISTORY LESSON

Submersible Marvel: The Newtsuit

By Carrie Schmidt

for the Vancouver Maritime Museum

H

umankind has had a drive to dive for centuries. From deesea divers with well-trained lungs scouring the seabeds for food, sponges, pearls and sunken treasure, to modern day deepsea oil well workers, research scientists and adventure-seekers: working and exploring underwater has a steep price, financially and health-wise, too.

The risks of deepsea diving are well known. Though many may not know the exact scientific explanation, the idea of decompression sickness, or the bends, is a familiar one: rise from the deep too fast, and you could die or become paralyzed — or at least be in a great deal of pain — when gas bubbles form in the body. Then there’s that whole matter of how to breathe in a liquid environment. Finding solutions to these problems have inspired marine engineers for centuries.

Legend has it that even Alexander the Great was in the game of deepsea exploration: he apparently spent some time in a cage made of glass that was lowered into the sea for days at a time. Ancient civilizations used divers to thwart the 22 BC Shipping News October 2011

VANCOUVER MARITIME MUSEUM enemy, just as 20th century naval battles would not have been the same without the subterfuge allowed through the use of submarines.

Submarines and submersibles have had a huge impact on deepsea exploration: the creation of a self-contained, pressure and oxygen-controlled atmosphere while hundreds of feet below the earth’s surface was — and is — neither cheap nor easy.

The Vancouver Maritime Museum is home to two highly prized, historically important submersibles: the Ben Franklin (see May 2011 issue of BC Shipping News) and Newtsuit Number One, donated to the museum by its inventor and namesake, Dr. Phil Nuytten, a Vancouver-based deepsea specialist.

The Newtsuit is an atmospheric diving suit, or ADS, and is often referred to as “the submarine that you wear”. It allows its wearer to descend to 300 m or 1,000 feet, completely eliminating any need for decompression safety to be observed, while also allowing for mobility and dexterity — up to 75 per cent of that of a normal ambient-pressure, unprotected diver.

Nuytten developed the Newtsuit between 1979 and 1987; a patent for its integral, unique oil-filled rotary joint was issued in 1984. The joint uses oil as the bearing surface, with the pressure seal made by knife edges riding in deformable plastic. A series of preload springs deforms the seal material and as the pressure increases, a free-floating central piston within the joint uses the bearing fluid to lift the knife edges, moving the edges in direct proportion to the force applied.

The Newtsuit weighs 500 kilograms, or 1,100 pounds out of the water, with a thruster pack controlled via pedals. A diver using the Newtsuit could spend up to 48 hours without surfacing; this has made the suit popular not only with commercial diving firms, but also with navies around the world. The Government of Canada commissioned the use of a

Newtsuit for the 1995 recovery of the bell from the Edmund Fitzgerald wreck — a triumph for marine engineering and a bittersweet tribute to the lives lost

when she went down. Big doesn’t always mean better, and the Newtsuit, though not huge in size, is a massive feat of technological excellence.

October 2011 BC Shipping News 23

ENVIRONMENT

Crude oil tankers in Georgia Strait: A concerned citizen’s perspective.

By Mike Richards, Georgia Strait Alliance

I

24 BC Shipping News October 2011

of Vancouver and from my perspective that means more risk.

Now if risk equals probability by consequence, we could potentially argue all day about the probability of a major spill happening here. But if you understand anything about ecology, ecosystems and an economy dependent on them, then the dire consequences are pretty clear.

Therefore from my perspective, along with many others in the region, the risk is large indeed.

Oil tanker traffic through Vancouver has been largely ignored by the general public until recently but has now become a huge red flag for many concerned individuals and organizations who care about our region. In polling conducted in April of this year by the collaborative environmental project Organizing for Change, 56 per cent of respondents reported that they thought it ‘very likely’ or ‘somewhat likely’ that there would be a major oil spill in Georgia Strait. In addition, 65 per cent of respondents ‘strongly disagreed’ or ‘somewhat disagreed’ that

oil spill response plans were adequate to protect the marine environment.

I’m certainly impressed with the level of commitment to reducing the risk in shipping oil through new technologies, extensive training and heightened procedures and want to give kudos to all Photo credit: Paul Fletcher, Courtesy of GSA.

’ve always loved ships and the sea.

As a child I grew up in a home overlooking the entrance to a minor port on Australia’s east coast. The highlight of every month was to watch the sugar ship come in over the bar to load at a local refinery. The sea was in my blood when I joined the Navy, still in my teens, and while the Navy did not continue to enthrall me, the specialness of our sea still does and partly explains how I’ve ended up working in the marine conservation field focusing on the Strait of Georgia.

Even though there are many threats to this amazing body of water and all the life that depends on it, including people, there really is no one single “smoking gun” to explain the decline of its environmental health since research on it started. However, that will change if there is a major spill of crude oil here.

The potential non-approval of the Northern Gateway/Enbridge pipeline proposal and the Keystone XL pipeline through the U.S. would increase pressure to ship more tar sands crude out

Images like this remind us what’s at stake.

ENVIRONMENT those involved. As more than one person in the industry told me, they live here too and would hate to see a large spill in our home waters. However all my conversations and research in recent months have done little to assure me that a major spill will never happen here. Double-hulled tankers do have limitations and accidents do happen. In fact, as several experts have told me it is not a matter of “if”, it’s a matter of “when”.

far in this region the majority who live, work and play here have not been asked.

As told to me during my research, the public has been purposely left out of the discussion. Additionally, as far I am aware, the risk analyses done to date, are either out of date, don’t cover the whole transit though the Strait of Georgia and transboundary islands, or simply don’t consider the full ecological, social and financial consequences of a large spill here. The Southern Strait of Georgia is described as Canada’s “most at-risk natural environment” and for those of you who spend any time out on the water and among the islands and estuaries you probably have a feeling of just how special it is.

We have a very professional response organization here in B.C. but if the spill is large enough they simply don’t have the capacity to handle it on their own.

...it is imperative that comprehensive public consultation is held along with much more comprehensive risk analyses than has been done to date.

From my point of view, and that of many of the folks in the region I talk to, before any further increases in tanker traffic occur, it is imperative that comprehensive public consultation is held along with much more comprehensive Photo credit: Alan Wilson

We have a very professional response organization here in B.C. but if the spill is large enough they simply don’t have the capacity to handle it immediately on their own. We also learned recently that their counterparts south of the border have been advised by their lawyers not to respond in Canada as there is no immunity for non-Canadian responders under the Canada Shipping Act and, as the 2009 Auditor General’s report points out, our own Coast Guard is also not ready for a big spill. Additionally, the 2011 Oil Spill Task Force Transboundary report lists 17 pages of recommendations to various agencies, response organizations and industry to improve response. Most of those recommendations have not yet had a chance to be implemented and some may never be.

Even if the ability and capacity to respond to the spill was complete, the reality is that most spills only have a very low recovery rate (sometimes only 10 per cent if we’re lucky, according to independent experts). So, often, much of the oil is left for the ecosystem to deal with and, along with the initial devastation, many of the toxins will enter the food web and be around for years to come.

So, is it worth the risk? Well, obviously that depends who you talk to, and so

risk analyses than has been done to date. The immediate and long term effects of oil introduced into an ecosystem are well documented but don’t fully demonstrate the reality of dying critters, poisoned waters, coated shores and ruined economies.

As our society transitions from a fossil fuel-based economy to something more sustainable, the shipping industry will become an even more important leader in global transportation as this new reality evolves. That is already happening in many ways but with climate change, pipeline leaks, rig blow-outs and more, it is past time to move beyond our addiction to the whole oil economy and find new ways to prosper together. As I look out upon the Strait of Georgia in the years to come, I’ll always want to see ships going about their business and am looking forward to a truly sustainable transportation system.

Mike Richards is Director of Special Projects for Georgia Strait Alliance (GSA) where his work includes solutions-focused policy, advocacy and public education initiatives. His formal education is in Environmental Science, Education and Program Development and his lifelong passion is with the ocean. Mike can be reached at mike@georgiastrait.org.

The currents in and around the Strait of Georgia could spread spilled oil far and wide.

October 2011 BC Shipping News 25

CRUISE INDUSTRY

New and advancing technologies International cruise lines

By Donna Spalding North West and Canada Cruise Association

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hallenges associated with large ocean-going vessels and environmental stewardship seem endless. Which environmental initiative is the most important? Surely they are all important. What is being addressed with the technology we already have; how will new technologies and ship design continue to meet the challenge?

Big questions, and make no mistake, numerous stakeholders — policy-makers, ship owners, naval architects, class societies, etc. contribute to answering and researching these questions, providing technical and other input.

Every aspect of a cruise ship’s operation is open to environmental assessment. From store packaging to waste disposal (water, garbage, paper), to air emissions, ballast water, deck washing and pool water, the list seems endless.

How have things changed, what changes are yet to come? Over the past

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26 BC Shipping News October 2011

decade or so, cruise has been at the forefront of much of the research and development into the current technology, including advanced wastewater treatment systems, recycling programs, and shore power partnerships. Aboard the Carnival Spirit, the line has installed a black/grey water Rochem system that uses ultra-filtration membranes to treat grey and black water to a level that would render it usable for toilet flushing, laundry and deck washing New announcements include the MSC Cruises’ Divina which, when christened in May 2012, will sport cutting edge, technological changes, including a new reverse osmosis system for fresh water production that requires 40 per cent less power for operation, reducing the ship’s environmental impact.

So what is the initiative that is at the forefront of new ship design and existing ship refits?

The IMO estimates international shipping contributes about 2.7 per cent of global CO2 emissions. Accordingly, they note that the world fleet of ships of 100 gt and above numbers more than 100,000. Of that, it is estimated that there are approximately 230 cruise ships engaged in international shipping.

Emissions from cruise liners start to look like a small proportion given that context.

Even so, cruise operators are taking various steps to reduce their emissions deploying new technology and fine-tuning their operations. Many of these steps are small and tend to focus on energy efficiency. That’s because, as Bud Darr, director of environmental and health programs, Cruise Lines International Association, explains, “The reality is that most of our shipboard energy needs are being met by way of consuming fossil fuels. Like most of society, this results in anthropogenic contribution to greenhouse gas loading in the atmosphere.”

The following is a cross section of areas where new technology and efficiencies are being used: New engines Allure of the Seas and Oasis of the Seas (Royal Caribbean) have engines using common-rail injection, a variant of direct fuel injection that gives better load control and combustion than older diesel engines, reducing NOx emissions. This is also being used by Royal Caribbean’s subsidiary company, Celebrity Cruises. Other ships are being fitted with diesel-electric hybrid engines, which are said to use 20 per cent less fuel than comparable diesel-only ships.

More efficient hulls are said to reduce resistance and give energy savings of up to 15 to 20 per cent.

At the exhaust end, in 2011, Royal Caribbean is installing an exhaust gas

CRUISE INDUSTRY cleaning system from Ecospec Global Technology on its ship, Independence of the Seas. In a 2009 test on a tanker, the electrolysis-based technology was said to have removed 99 per cent of the SOx, 66 per cent of the NOx and 77 per cent of the CO2 from its exhaust. Holland America Lines continues to fine tune the seawater scrubber system installed on the Zaandam with early tests showing it removes up to 75 per cent of SO2 and 57 per cent of the particulate matter emitted by the ship’s diesel.

Fuel-wise, Carnival is using lowsulphur fuel on voyages in environmentally sensitive areas, such as Glacier Bay National Park in Alaska and Venice, and within three nautical miles of the California shoreline.

Disney’s newest ship, Disney Dream, features a newly designed inward turning propeller and an innovative twisted flap rudder that work together to reduce demands on the propulsion system, increasing efficiency.

Optimized hulls / antifoul coatings More hydro-dynamically efficient hulls, with a protruding bulb at the bow and a ducktail design at the stern, are said to reduce resistance and give energy savings of up to 15 to 20 per cent. ‘Foul release’ silicone hull coatings also cut resistance by lowering friction

and resisting barnacle formation on the hull. Disney Cruise Lines claims a first here, on its Disney Wonder, and Carnival, Celebrity and MSC Cruises use it too.

All Disney ships feature a low resistance, 100 per cent non-toxic hull coating that reduces surface resistance in open waters.

Heating, air-con and refrigeration Carnival uses heat generated by its ships’ engines to heat water instead of relying on the boilers. It has also been testing an oil additive in chillers onboard the Carnival Legend, which is expected to reduce energy used in the chillers circuit by 10 per cent.

On MSC’s Poesia, passengers’ cruise cards double as the on / off switch for electricity and air-conditioning in their cabins.

Royal Caribbean ships have tinted windows to keep the ships cooler and reduce the load on air-con systems, as do Cunard’s new Queen Elizabeth and Celebrity vessels. Celebrity also uses chilled river rocks instead of ice in its buffets to cut the amount of water and energy needed to turn the water into ice.

In addition, most Celebrity Millennium-class and Royal Caribbean Radiance-class ships can use Alaskan

and Baltic seawater to chill water instead of running air-con compressors, saving about four to five tonnes of fuel per ship per day when operating in these waters.

Technology is used onboard the Disney Dream for accurate energy management, focused on maximizing the heating, ventilation and cooling systems. The system recognizes when public spaces will be in demand and measures temperatures, humidity and CO2 to ensure comfortable conditions based on occupancy. As part of this system, guest staterooms self-adjust when unoccupied and return to the desired temperature upon the guests’ return.

LED and fluorescent lighting Across its fleet, Carnival is fitting compact fluorescent and LED bulbs that, it says, will potentially save about $100,000 annually in energy costs per ship. Cunard’s Queen Elizabeth uses them as well, plus twilight sensors that switch deck lighting off at dawn, and on again at dusk.

Arrivals / departures A number of operators, including Carnival and RCL, tweak their arrival and departure times at ports according to routes, currents and weather patterns, to reduce fuel consumption.

Carbon dioxide emissions from Allure of the Seas and Oasis of the Seas are 30 per cent less per person than from ships built a dozen years ago.

October 2011 BC Shipping News 27

CRUISE INDUSTRY Onshore power Princess Cruises pioneered the use of shore power with the first installation in Juneau, Alaska. Based on the success of this project, other ports followed — Vancouver and Seattle — where both Princess and Holland America Line “plug-in”. The installation of shore power is expanding on the West Coast to San Francisco, San Diego and Los Angeles, and beyond to New York / Brooklyn on the East Coast.

Solar panels Celebrity is installing solar panels on its newest ships for powering onboard components such as LED lights.

The Celebrity Solstice launched with 80 panels; Celebrity Equinox was built with 216. The Solstice’s panels power systems such as elevators, and while Celebrity accepts solar is not currently a cost-effective addition, it says as prices decrease, the onboard infrastructure will be in place to carry more of the technology.

There are various other measures such as regular cleaning of hulls and propellers, and recycling used cooking oil in port into biodiesel, and taken together, these changes add up to a measurable reduction in cruise liners’ environmental

The diesel engines on Allure of the Seas and Oasis of the Seas use common-rail injection, reducing NOx emissions. impact and use of existing and emerging technologies. For example, according to its 2010 Stewardship Report, Royal Caribbean (which owns Celebrity, among others) cut its fuel consumption by 4.7 per cent, and greenhouse gas emissions by 5.5 per cent, per average passenger cruise day (APCD) on 2009 levels. Since 2005, it says it has cut fuel consumption by about 13.5 per cent and is committed to cutting emissions by one-third on 2005 levels per APCD by 2015.

Meanwhile, Carnival — which owns HAL, Cunard and Princess, among others — says in its most recent sustainability report (2009) that it cut fuel

consumption by 1.5 per cent on 2008 levels and aims to cut CO2 emissions from a 2005 level of 173 g/nm to 151 g/ nm by 2015.

While these sets of figures may not be directly comparable, and many critics continue to argue that cruise operators still have some way to go, it does give an indication of the efforts the industry has gone to, and continues to work towards.

Donna Spalding joined the North West & Canada Cruise Association in 1999. She can be contact at: dspalding@nwcruiseship.com

On MSC’s Poesia, passengers’ cruise cards double as the on / off switch for various electrical systems in their cabins.

28 BC Shipping News October 2011

TUG INDUSTRY

The design evolution of today’s ship-docking tug.

By James Hyslop

Manager, Project Development, Robert Allan Ltd. The Carolyn Dorothy — the world’s first hybrid ship assist tug.

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s ships and the business of shipping have evolved over the years, so indeed have the tugs that assist them. The global economy, combined with pressure from regulators and the general public, had a huge impact on all aspects of ships and shipping. From “Going Green” to saving money, these changes have forced rapid evolution of tug design in response to the new operating parameters placed on them by the new generation of ships and shippers. No doubt the future will

A large render-recover escort winch.

continue to bring new challenges to Naval Architects and Marine Engineers as the game changes.

Ships are now larger and faster, which in turn demands tugs that are also capable of higher speeds and more bollard pull (or push). Ship structures are more optimized for cargo carrying, which limits the pressure that a tug is able to apply to its hull. When combined with the higher bollard pull required for a larger ship, the high resultant pressures can damage the hull side of the ship. To

prevent this, the fendering system must be engineered very carefully in order to maintain low contact pressures. In addition, many vessels are now placing strict restrictions on the loads that can be applied to deck fittings, by placing SWL limits on them. This limits the amount of force that a tug can pull on the chocks and bollards without causing damage to ship and / or crew. Modern synthetic lines, while much lighter and stronger, also have less stretch, potentially increasing shock loads well beyond what

A modern fendering system, engineered for low contact pressures.

October 2011 BC Shipping News 29

Photo credit: Anthony Harvey

TUG INDUSTRY

Robert Allan Ltd.’s RAstar Class tugs — designed to operate in exposed environments.

America performing an Escort manoeuvre.

Operation in extreme environments is becoming more common.

30 BC Shipping News October 2011

was previously attainable — these higher loads can cause significant damage to a tug’s line-handling equipment and is highly dangerous for the crew when such failures do occur.

New terminals, particularly those handling Liquefied Natural Gas, are being forced into more remote and exposed locations, demanding larger and more sea-kindly tugs. The sea conditions have spawned a new generation of high powered render-recover winches — these winches can maintain a constant line tension in the heavy sea-states that they must operate in, alleviating the shock loads associated with such operations. Tugs must be safe and comfortable not just when operating in such locations, but also as crewing standards evolve in the established ports. This has led to reduced noise and vibration levels; resiliently mounted equipment and heavily insulated accommodation spaces are now commonplace; HVAC systems are more powerful and efficient, and communication and navigation systems provide the crews with information that aids their decisions. Reliability and maintenance (particularly dry-docking) also influence the design and equipment that is placed on these tugs in such environments.

Extreme conditions, ranging from temperatures above 50 degrees Celsius, to dust storms and ice-infested waters, must also be taken into account.

The EXXON VALDEZ disaster and other catastrophic oil spills around the world have led to the design of a new class of vessel — the Escort Tug. These tugs are large, fast, and powerful; capable of turning and stopping huge tankers before a spill can occur. The tremendous forces generated in these manoeuvres demand a highly specialized design that can both generate high indirect forces and handle such loads, while maintaining the safety of the crews aboard both vessels. Large skegs, increased beam and unique hull forms combine to provide tankers in sensitive

TUG INDUSTRY waters with an extra level of safety and security.

With new IMO and EPA environmental regulations now in place, and ultra-low sulphur fuels becoming more prevalent, there is increased pressure on tug operators to be more “green”.

Diesel-Electric and hybrid systems are becoming more in vogue and modern battery technology has the potential of changing the way that onboard power is generated and stored. The proper treatment of onboard sewage and garbage is now considered a high priority item.

The development of LNG-powered tugs is underway, and is sure to become a reality in the near future.

Finally, tug operations themselves have evolved significantly; tugs are now expected to perform a multitude of roles, including harbour towing, ocean towing, escort duties, fire-fighting, oil spill response, line handling, and even to act in a backup role as anchor handlers and supply vessels. Reduced manning levels and shore-based maintenance

programs, coupled with sophisticated onboard electronic monitoring systems, have also impacted on the way tugs are operated today.

The new Panama Canal expansion will no doubt affect the nature of shipping worldwide, with larger ships able to transit the canal and call on ports not previously visited. A new breed of tug will be required, not only in the Canal itself, but in ports where these ships will dock.

Finally, the continually evolving and changing landscape (seascape?) of the world of ships and shipping will continue to provide tug designers, owners, and operators with new and exciting challenges in order to meet the demands of what is required of them. As present trends continue and new and unexpected ones force different requirements on us, the skill and ingenuity of the Naval Architect to find innovative solutions to the next generation of problems will put us to the test — something that inspires us all on a daily basis.

Mr. Hyslop has over 20 years of experience as a Naval Architect with Robert Allan Ltd., specializing in hull form development and production engineering.

He is currently engaged in the initial development stage of new projects for clients worldwide. Mr. Hyslop can be reached at jhyslop@ral.ca.

Nanaimo’s new cruise terminal.

October 2011 BC Shipping News 31

INNOVATION

Innovation on the water.

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32 BC Shipping News October 2011

challenge of avoiding Dr.Stopford’s prediction of a 300 per cent increase in the shipping carbon footprint remains to be seen.

In a move that recognizes and addresses the need for great efficiency, the IMO’s Marine Environment Protection Committee met in July 2011 and passed amendments that make it mandatory for all new ships of 400 gross tonnage and above to adopt the Energy Efficiency Design Index and for all ships to adopt the Ship Energy Efficiency Management Plan. Under the EEDI, ships built between 2015 and 2019 will have to rate 10 per cent higher in terms of their energy efficiency performance; ships built between 2020 and 2024 will require a 20 per cent increase; and ships built after 2024 will require a 30 per cent energy efficiency improvement.

As with all new technologies, great care needs to be taken to mitigate irreducible uncertainties — the conundrum of whether our actions now will have a future, unexpected effect.

“For example, we ban ozone-depleting substances but the replacement

products we use contribute to greenhouse gases,” said Greg Peterson, Director, Fleet Performance and Environment, BC Ferries at the MariTech 2011 Conference. “It’s unlikely that there can be a top down global master plan in the near future. Instead, expect the expansion of local initiatives.

It is through these local, stakeholderdriven initiatives that a business should continually assess, engage and monitor the emergence of best practices.”

Next generation shipping In addressing attendees at the NorShipping Conference in May 2011, IMO Secretary-General Efthimios Mitropoulos provided a succinct overview of the next generation of shipping: Economic and environmental concerns are already prompting concerted efforts to cut fuel consumption.

Kites and delta wings harness the wind in a modern-day nod to a bygone era; the use of liquefied natural gas as a fuel is sparking a great deal of interest — and not just for ships carrying LNG as a cargo: here, in Norway, for example, a variety of

Photo credit and copyright: SkySails

s wood and wind gave way to steel and steam, so too will the modern ships of today be replaced by vessels that are only now being conceptualized. Dr. Martin Stopford of MD Clarkson Research Services Ltd. argued at last year’s Global Maritime Environmental Congress in Hamburg, Germany, change will not take place overnight: “…developing the technology to burn fossil fuels was slow, tedious and littered with commercial disasters,” said Dr. Stopford. “In fact, it took well over a century for steam ships to drive sailing ships from the sea.” Dr. Stopford continued and very poignantly suggested: “Let’s get busy.”

Forecasts for growth in shipping, while always subject to surprise events and unforeseen developments in world affairs, have been estimated to triple by 2060 — from the current eight billion tonnes of cargo moved annually to 23 billion tonnes. “Unless we do something about it,” said Dr. Stopford, “that will expand the shipping carbon footprint by 300 per cent.” Dr. Stopford further noted that no one can expect the use of fossil fuels to disappear tomorrow.

This sentiment is confirmed by Elisabeth Harstad, Managing Director of DNV’s Research and Innovation Unit, publishers of Technology Outlook 2020: “There is little of that which will characterize society in 2020 that is not already in the labs or on the drawing boards,” said Ms. Harstad. “Technological developments take long, slow steps.

Technological evolution is more likely than technological revolution.”

While it is agreed that progress takes time — and even though advances in hull design, propulsion, alternative fuels and ship management systems are already having a positive impact — there is intense pressure to increase the pace of change toward sustainable shipping. Whether technology can meet the

SkySails kite technology can substitute a propulsion power of up to 2,000 kW.

INNOVATION LNG-powered passenger ferries and other vessels are already in operation, while one company is reported to be taking delivery of two LNG-powered ro-ro cargo vessels later this year; and ports are now beginning to develop the necessary infrastructure for LNG re-fuelling.

Air lubrication, aimed at reducing the friction between hull and sea water to reduce fuel consumption, is also being looked at by a number of ship owners, while fuel-cell technology appears to have a strong future in smaller vessels, or as a replacement for auxiliary engines aboard larger ships.

On the bridge, integrated systems (including ECDIS and electronic navigational charts) have become the norm (with AIS and LRIT used for both navigational safety and security purposes), while the concept of e-Navigation seems set to open doors to enhanced berth-to-berth navigation, including new ways of tracking and monitoring vessels at sea. And we should not be surprised if, along with the greater conceptual integration of safety, efficiency and environmental concerns…we see, sooner than we can imagine, e-Navigation eventually ushering in a satellite-based, global vessel traffic management and monitoring system through harmonization of marine navigation systems and supporting shore services.

The future may also bring new and unforeseen dangers. New navigational hazards, such as extensive offshore wind farms or tidal energy installations, may emerge; while the melting of the polar ice caps may re-write not only the map of the world but also the charts of the oceans — which has prompted IMO to intensify its efforts to develop a Code for ships operating in polar waters.

In just a few short paragraphs, Mr. Mitropoulos was able to capture the key developments and variables that will come into play in the future: alternative

fuel and propulsion, hull design, and bridge management systems and navigation. We take a look at each in turn.

Alternative fuels BC Shipping News is grateful for DNV’s approval to use DNV’s Technology Outlook 2020 which provides much of the following information. The full report can be found at: ht t p : / / i s s u u . co m / d nv. co m / d o c s / technology_outlook_2020_lowres.

Natural gas The use of natural gas as an alternative marine fuel is already a reality. With the elimination of SOx emissions and reductions of NOx emissions (by as much as 90 per cent in four-stroke engines), it is expected that a considerable number of vessels, whether through new builds or retrofits, will be using LNG over the next 10 years. However, a number of challenges must still be addressed before the potential for LNG can be fully realized: Although natural gas combustion can reduce CO2 emissions by up to 25 per cent compared with bunker oil, emissions of unburned methane represent a problem. Greenhouse gas (GHG) from methane is as much as 25 times more potent than CO2.

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Storage tanks for LNG typically require two to three times more space than a diesel tank. Since natural gas must be stored either liquefied or compressed, these storage tanks are also more expensive. Based on recent experience, the new-build cost of LNG-fuelled ships is about 10 to 20 per cent higher than for equivalent diesel-fuelled ships.

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Although LNG bunkering infrastructure is currently very limited, a significant increase in the number

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More detail on LNG engine technology can be found on page 44.

of bunkering terminals is expected by 2020, especially within Emission Control Areas (ECAs).

Kites Kites are smaller installations and provide a thrust force directly from the wind. Commercial kites can substitute a propulsion power of up to 2,000 kW depending on the wind conditions and the ship’s speed. They fly at between 100 and 420 m high and at wind speeds of three to eight on a Beaufort scale.

An automatic control system actively steers and stabilizes the kite to optimize performance. The relative ease of kite installation for wind propulsion may result in ship retrofits within the next 10 years. Kite operation entails few additional tasks for the crew although conflict with cargo handling equipment could arise.

Biofuels Biofuels are a renewable energy source, have the potential to decrease CO2 and SOx emissions, and can be used in a biodiesel blend in existing diesel engines.

There are various unresolved problems however. These include fuel instability, corrosion, susceptibility to microbial growth, adverse effects on piping and instrumentation, and poor cold flow properties. Although these technical challenges could be resolved by 2020, widespread use of biofuel in shipping will depend on price, other incentives and availability in sufficient volumes.

Breakthroughs in production methods and new regulations could have a significant impact.

Nuclear While several hundred nuclear-powered navy vessels exist, few nuclearpowered merchant ships have been built and it is not anticipated that this technology will be available for commercial shipping by 2020. Government involvement could however accelerate the uptake process. The main barriers to nuclear shipping relate to uncontrolled proliferation of nuclear material, October 2011 BC Shipping News 33

INNOVATION -160 degrees Celsius) and could enable significant reductions in the size of motors and generators as HTS wires allow 150 times more electrical current than similar-sized copper wires. Storage of energy in HTS coils is another application. However, using these materials requires cryogenic cooling by, for example, liquid nitrogen, and special thermal shielding. The main risk is failure of cryogenic cooling, resulting in loss of super conductivity. Redundancy will be a major issue in designing ships that use HTS technology.

The USS Makin Island, a hybrid assault ship with gas-electric power. For speeds under 12 knots, the ship uses batteries, saving $2 million on its maiden voyage. decommissioning and storage of radioactive waste, the significant investment costs and social acceptance.

Hybrid ships The hybrid electric ship of 2020 might contain a mix of conventional and superconducting motors and generators, fuel cells and batteries. Performance monitoring, power management, and redundancy will be key elements. These concepts will be applied to service, passenger, and small cargo ships by 2020.

For large cargo ships, they may only be used in auxiliary power generation. The high complexity of such a system will require maintenance strategies, control of grid stability, improved space utilization and weight minimization.

Marine fuel cells As an alternative to combustion, fuel cells have a theoretical efficiency of up to 80 per cent (hydrogen). They can be fuelled by natural gas, bio-gas, methanol, ethanol, diesel or hydrogen although LNG will likely be the favoured method as they emit up to 50 per cent less CO2 per kW than diesel engines. Currently, a marine fuel cell prototype delivers power in the range of 0.3 MW. Initially, fuel cells will provide auxiliary power 34 BC Shipping News October 2011

but ultimately should be able to provide supplementary propulsion power in hybrid electric ships. The main barriers against uptake are cost, weight, size, lifetime and slow response to load variations. During the next decade, fully commercial marine fuel cells will become available.

Cold ironing Cold ironing, i.e., shoreside electricity, will allow ships to reduce emissions from onboard-generated electricity while in port. Towards 2020, a standardized plug-in connection, for use between ships and the shore electrical grid, will become more and more available, allowing for a conversion of electricity to the appropriate voltage and frequency for the ship. The main challenge will be availability of sufficient grid capacity in larger ports and the lack of infrastructure in smaller ones.

Batteries With the ability to store surplus energy, batteries can provide overall balancing and address network power disturbances to allow for optimum efficiency, especially during peak power demands. For instance, battery power can compensate when fuel cells cannot fulfill fast load changes. Battery storage enables dual-fuel generators to run closer to optimal loads, avoiding fast load changes and additional ship emissions.

In 2020, a battery pack of 0.4 MWh, four MW peak load, could weigh two to four tonnes and occupy approximately one cubic metre. Widespread use could be limited by the availability of rare earth metals, performance degradation and prolonged charging times.

High-temperature superconductors High-temperature superconductors (HTS) have zero electrical resistance (at

Port Metro Vancouver’s shore power is a growing trend for reducing air emissions from ships while in port.

INNOVATION Ship design Scientific advances in the development of composite materials, drag reduction, propulsion and energy efficiency will all play a significant role in future ship design. In addition, advanced modelling methods and tools will allow for effective and cost-efficient development and assessment of new concepts.

used in smaller vessels and secondary structures, e.g., fibre reinforced plastics, aluminum and titanium. Hybrid materials that combine the qualities of metals (high impact resistance, durability, flexible manufacturing) with those of composites (high strength and stiffness to weight ratio, good resistance to fatigue and corrosion) can provide for reduced fuel consumption and carbon

emissions. However, widespread adoption by 2020 is unlikely due to the main obstacles of high costs, manufacturing, recycling challenges and fire resistance issues.

Hybrid propulsors Hybrid propulsion concepts consist of combinations of shaft propellers, pods, and efficiency enhancing devices such as pre- and post-swirl fins. Hydrodynamic

Air bubble lubrication Air bubble lubrication systems, based on the powered injection of air beneath the ship, can provide relief from friction drag on large, slow speed commercial ships. Several small holes on the hull’s bottom are used for injection of micro air bubbles into the flow stream.

Friction drag is reduced to the lower friction forces associated with laminar flow, compared with turbulent flow.

Uncertainties in the physical mechanisms and the scaling and technical feasibility of this system need to be solved by 2020, in particular, the potentially negative interactions of the dispersed bubbles with the propeller must be eliminated.

Air cavity systems Air cavity systems, i.e., large indentations on a ship hull’s bottom, can reduce friction drag as well as fuel consumption (by as much as 10 per cent). Compressed air is pumped in to fill the void space and establish a continuous air cavity.

The steel-seawater interface is thus replaced by a more slippery air-seawater interface, effectively reducing the hull’s wetted surface and thereby the friction forces. As air will inevitably escape from the cavity, it has to be continuously replaced. Negative side-effects include the generation of a destabilizing-free surface under the hull. Energy will be lost, both by the formation of gravity waves on this free surface and by dispersion of bubbles into the propeller inflow.

Hybrid materials Lightweight materials that can reduce the weight of a ship’s hull are October 2011 BC Shipping News 35

INNOVATION optimization can enable efficient arrangements of a contra-rotating pod propeller behind a main controllable pitch propeller and of a feathering centre-line propeller with steerable side pods. These systems capitalize on the hydrodynamic advantages of their components while also extending the range of efficient operation by utilizing the optimum engine load. Although design and manufacture of hybrid propulsors are expensive, this technology is expected to provide fuel saving of up to 10 per cent depending on utilization and ship type, e.g., container or multipurpose ships.

Ballast water-free ships When ballast water is discharged untreated, marine ecosystems may be threatened with the introduction of invasive species. To address this and still maintain sufficient stability and draft, researchers have designed a trapezoidal hull with a transversely raked bottom.

In order to achieve the displacement of standard designs, the breadth and length are increased. The bow and stern are now critical for regulating trim under all load states. Such ships incorporate more steel, both due to their larger size and also to obtain sufficient strength under partial load conditions.

Hybrids, with two small ballast tanks to

aid the adjustment of trim, seem preferable. Even after 2020, ships that do not use ballast water will be more expensive to build and have various construction challenges. Competing solutions include onboard treatment of ballast water and in-port receiving facilities.

Hull coatings When the IMO banned tributyltin (TBT) in 2001 (with a phase-out period between 2003 and 2008) due to its adverse effects on the environment, the development of replacement antifouling coatings technology accelerated.

Today, coatings fall under two broadbased categories: Biocidal antifouling — both selfpolishing copolymers or controlled depletion polymers function by releasing active ingredients, biocides, into the marine environment, repelling organisms and thereby preventing adhesion to ships’ hulls;

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Biocide-free antifouling or foul release coatings — based on either silicone or fluoropolymer technology.

Foul release coatings (FRCs) are generally thought to be more effective in increasing a ship’s efficiency and having a lesser impact on the environment than biocidal antifouling coatings. However, foul release coatings can be vulnerable l

to scratches and damage which can limit its service life.

Due to the smoothness of foul release coatings, organisms are dislodged once the vessel moves beyond a critical velocity, typically above 10 knots, but an equally attractive quality of this technology is its ability to reduce fuel consumption and CO2 emissions by as much as nine per cent.

International Paint, a division of AkzoNobel and the world’s largest marine coatings supplier, currently holds the patent on Fluoropolymer Foul Release technology which is already used on over 400 vessels in the commercial fleet worldwide. The latest research undertaken by Professor James Corbett, Energy and Environmental Research Associates, showed that fuel consumption (and therefore the vessel’s emissions) was reduced by 10 per cent on a single engine 21,126 hp tanker; by 22 per cent on a twin engine 3,400 hp bulker and by five per cent on post panamax container vessels. The report concluded that if similar fuel efficiency results were realized by all tanker and bulk cargo vessels within the commercial fleet that annual fuel oil consumption could be reduced by roughly 16 million metric tonnes per year, saving between $4.4 to $8.8 billion annually.

International Paint’s Intersleek 900 fluoropolymer foul release coating was applied to the Queen Mary 2 in 2008. Since then, CO2 emissions have been reduced by over 50,000 tonnes — equal to taking 16,000 cars off the road for 12 months.

36 BC Shipping News October 2011

INNOVATION Research and development of new technologies for hull coatings continues. One example found was a coating known as shark skin. Using Mother Nature as a guide, German researchers developed a hull coating that is not simply just smooth, but exhibits a special structure similar to a shark’s scaly skin.

It is claimed to reduce resistance by five per cent. These coatings achieve their optimum effect when integrated with antifouling paints.

Advanced modelling tools Ship designers always strive to combine different objectives, such as cargo, capacity, optimal speed, fuel efficiency and safety, while also being constrained by rules and regulations. New designs face further challenges from an increasing number of new and upcoming regulations, governing areas such as ballast water, air emissions and new emission control areas. Volatility in energy prices, business concerns over market uncertainty and extreme weather conditions all contribute to the complexity of future designs.

To meet these new design challenges, there is a drive towards use of advanced, model-based techniques for assessing novel concepts and technologies with respect to technical and economic performance from a life cycle perspective. l Integrated ship design tools — With the complexity of future designs, designers will turn more and more to mathematical methods, objectives, constraints and analysis suites that will be entirely controlled through module-based tools for each subsystem of the ship and linked through an integrated design platform. The integrated design tools in place by 2020 will support the distributed, parallelized and co-ordinated execution of the various design tasks by taking full advantage of multi-processor architectures and the internet infrastructure. The major risks that will be faced in the use of integrated design tools towards 2020 will be

their considerable complexity and the need for expert users. Tighter interactions between ship owners, yards, component manufacturers and classifications societies will be essential.

Model-based ship machinery design — Emerging powering systems, like fuel cells, batteries and renewable auxiliary sources, will result in more complex configurations and require new approaches that consider machinery and energy conversion from an integrated systems’ perspective. By 2020, modular computer tools will be available to model, simulate and optimize the operation of machinery systems under realistic operational profiles.

The lack of experts and data reliability are the major risks that these tools will face towards 2020.

l

Model-based hull design — With the use of computer-aided engineering components, i.e., computer-aided design (CAD), computational fluid dynamics (CFD) and finite element method (FEM), ship designers will have greater abilities to analyze the effects of such variables as resistance, efficiency, sea-keeping, manoeuvrability and strength. In 2020, hull design tools will seamlessly integrate with multi-objective optimization and ships will be designed with realistic operation profiles to produce robust

l

hulls that perform adequately under a wide range of external conditions.

The major challenge is to implement these tools in a way that is both flexible and computationally efficient.

Large scale demonstrators — Showcase projects have the ability to validate theoretical models, identify and address safety challenges, qualify technologies and eliminate perception biases. Modelling tools and experimental projects will complement each other by defining the specifications for testing and scale-up with greater accuracy. Large scale demonstrators can only be established jointly, between developing organizations and end-user shipping companies. Sharing the investment and risks among the major stakeholders will accelerate innovation and technology adoption.

l

Bridge management systems and navigation IMO regulations for mandatory electronic chart display and information systems (ECDIS), will be brought in on a rolling timetable between 2012 and 2018, depending on vessel type and size. Ships will be required to have the ability to access, integrate, process, and present locally and remotely acquired maritime information onboard, and to transmit key sensor information to

IMO regulations for mandatory ECDIS will be brought in on a rolling timetable.

October 2011 BC Shipping News 37

INNOVATION shore or to other ships. Key technologies relate to navigation (e.g., electronic charts, radar, sonar), condition monitoring (e.g., hull stress sensors), vessel tracking (e.g. automatic identification systems [AIS] and long range identification and tracking [LRIT]), satellite imagery and communications, and computer software.

weather routing, piracy detection, sea ice awareness, and floating object alerts and will have additional potential benefits such as port scheduling and customs clearance systems.

Competence in mastering the new technology will be essential, and users must be conscious of the dangers of information overload and alarm blindness.

More detail on bridge management systems can be found on page 46.

More detail on night vision navigation can be found on page 48.

Electronic chart display and information systems ECDIS and electronic navigation charts (ENCs) reduce grounding probability by about 30 per cent. ECDIS will function as a platform for other support systems, such as advanced

Advanced weather routing Weather routing, while traditionally used to avoid bad weather, could also optimize fuel consumption (about 10 per cent savings), time of arrival, crew and passenger comfort, or hull fatigue. The preferred route will be provided by a riskbased approach and will depend on the selected optimization objective, ship characteristics, and variations in wind, waves and currents. Towards 2020, the accuracy and spatial-temporal resolution of met-ocean real-time and forecast data is expected to have improved, along with data collection from remote and onboard sensors.

Startech Marine Services Inc. YOUR MARINE ELECTRONICS SPECIALISTS SERVICE TO ALL MAKES & MODELS

Unisafe Bridge Navigation Watch Alarm System (BNWAS) by “Consilium” Deadline for installations: July 1, 2012 for existing ships >3000 gt and all existing passenger ships.

Piracy detection and deterrence Because threats from piracy and terrorism are not expected to subside over the next decade, threat mitigation, through early detection and effective, remotely-controlled deterrents (e.g., water, sound, electric shock) will become more and more common. Commercial, high performance radars already have four times the range of standard navigational radars and can detect dingy-sized objects over a distance of up to four nautical miles (by 2020, it is expected this range will have increased to 10 nm). During the next decade, it is expected that private service providers will offer piracy warnings via satellite which are integrated with the onboard system. In response, pirates will try to adapt their attack strategy.

More detail on tools to fight piracy can be found on page 53.

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38 BC Shipping News October 2011

Ship-port synchronization technology By 2020, berth planning algorithms, using satellite tracking and weather routing, will be integrated into ship-port communication systems which will facilitate synchronization and generate berthing schedules that maximize the terminals’ throughput at minimal trans-shipment cost, while minimizing vessels’ dwelling and fuel consumption. As ships tend to be more vulnerable in waiting situations close to shore, reduced time in port will also enhance ship safety and security.

BCSN

MARITIME AIR

Maritime Air:

An important element on Canada’s West Coast

By K.Joseph Spears

M

aritime Air is an important element of Canada’s ocean management. Canada, the world’s second largest coastal nation, has 244,000 kilometres of coastline and 9.3 million square kilometers of ocean space under Canadian control and jurisdiction. Canada has both domestic and international obligations under the Law

of the Sea Convention and its domestic maritime legislation for management of living and non-living resources in this vast ocean space. Under customary international law, Canada has obligations to protect marine resources using the precautionary principle, including the waters beyond the 200 mile outer limit of the Exclusive Economic Zone

(EEZ). The precautionary principle of customary international law holds that a coastal nation can intervene to prevent marine pollution or exploitation of living resources outside its national jurisdiction. The North Pacific driftnet fisheries enforcement program is one such example which is undertaken by Fisheries and Oceans Canada (DFO)

Provincial Aerospace (PAL) utilizes aircraft such as the one above — a King Air 200 twin-engine — for maritime surveillance which it has been providing for over 30 years.

October 2011 BC Shipping News 39

MARITIME AIR operating in conjunction with the Department of National Defense (DND) using CP-140 Auroras of the Long Range Patrol Group of the Canadian Air Force based at 19 Wing at Comox, British Columbia outside of Canadian waters.

On Canada’s West Coast, the use of space-based and air assets are central capabilities of a little-known element of Canada’s ocean management regime (Maritime Air). Martime Air provides government departments tasked with an ocean management responsibility, a flexible and rapid response sensor

to rethink some of these ocean management concepts. Aviators are mariners too. Maritime Air works, is cost effective and provides a highly effective and flexible response in an integrated functional approach to Canada’s ocean management which is shared by a number of

Canada is seen as a world leader in the development of using Maritime Air as an enforcement and ocean management tool supported by international law.

When one looks at ocean management, federal departments. The data collected can be shared with a wide variety of end users in real time for various purposes and uses. Canada has had long history of using aircraft for ocean management generally and on the West Coast in particular.

Canada is seen as a world leader in the development of using Maritime Air as an enforcement and ocean management tool supported by international law. This commercial activity, service delivery of Maritime Air in support of the Government of Canada, has many economic spinoffs domestically and

people tend to think solely of ships...as the only vehicle for providing an ocean management capability.

40 BC Shipping News October 2011

Photo credit: Silvester Law, HBMG

platform depending on the particular ocean management function. This can include surveillance, law enforcement, marine domain awareness, fisheries and anti-pollution and scientific patrols. This article provides an overview of the concept of Maritime Air, and how one Canadian company, Provincial Aerospace (PAL), founded in Newfoundland, has played a key role in Canada’s ocean management for many years, starting first on the East Coast of Canada and expanding to the West Coast. PAL plays an important role on the West Coast in maritime surveillance, fisheries enforcement, law enforcement and in a secondary search and rescue role as tasked by Victoria JRCC under the control of the SRR (SAR Region) Commander RearAdmiral Nigel Greenwood. The aircraft is often in the air and provides initial top cover for SAR response at sea.

When we look at ocean management, people tend to think solely of ships — surface-based assets — as the only vehicle for providing an ocean management capability. On a warming planet, and in the vast melting Arctic, we need

as an awesome export opportunity for Canada. It links trade with ocean management expertise. PAL with other Canadian companies recently signed a $400 million contract for providing two Dash 8 Q300 maritime surveillance aircraft and supporting systems for the United Arab Emirates (UAE).

It is important to realize that much of the value of the shipbuilding contracts that make up the National Shipbuilding Procurement Strategy (NSPS) will involve the government vessels using a variety of air and space-based sensors to fuse the sensor data for a specific purpose. In many respects, the computer and data management systems on these vessels greatly exceed the cost of the propulsion system and the construction of the hulls combined. This data fusion and integration of various space, surface and air assets data is seen as an integral part of the use of government vessels engaged in modern ocean management and will become more important in a rapidly changing and warming world.

Maritime Air developed during World War II in the hunt for German U-boats in the North Atlantic. The RCAF developed techniques using acoustical sensors and primitive radar for detecting surfaced

PAL sensor operator and certified master mariner Brad Dean and pilot Rob Johnson.

MARITIME AIR Law of the Sea Convention in November 1993. This increased ocean space required a fisheries monitoring and enforcement capability that was originally undertaken by the Canadian Forces CP121 Tracker aircraft squadrons originally tasked with anti-submarine warfare from the RCN’s aircraft carrier HMCS Bonaventure and then air fields. The Trackers were eventually retired starting in the 1970s. The Tracker loss in 1990, left a gap in Canada’s Maritime Air capability which was filled by the private sector. PAL started undertaking aerial surveillance fisheries patrols for Fisheries and Oceans Canada on the East Coast off the highly biologically rich Grand Banks which extends past Canada’s 200 mile limit.

This led PAL to develop a long-standing relationship with the Government of Canada to use private sector air assets with a variety of sensors and DFO enforcement personnel on board to develop a cost-effective solution to fisheries enforcement in a very harsh ocean environment operating far offshore. PAL utilized the King Air 200 twin-engine aircraft which is well suited to this work and has served the test of time to the present day.

Canada’s West Coast stretches from the 49th parallel to the AB line at Dixon Entrance and in that intervening shoreline is 27,000 kilometres of mountainous coastline with 6,000 islands — most of which are uninhabited. The North to South distance is 900 kilometres.

Servicing the maritime navigational infrastructure and aids to navigation on the West Coast is done by the Canadian Coast Guard Pacific Region who maintains a fleet of eight helicopters from two bases that service a variety of remote sites and lighthouses from land as well as Coast Guard vessels on a yearround basis. These rotary wing aircraft are a lifeline on the coast as any mariner knows.

What works on the East Coast is transferable to the West Coast. If it is salty — PAL is there.

Photo credit: Silvester Law, HBMG

U-boats. The RCAF Eastern Command was an integral part of the Battle of the Atlantic. On the West Coast, the RCAF operated seaplanes to detect Japanese submarines. To this day, an experienced aviator’s Mark 1 eyeball remains an excellent sensor. During the Cold War, Canada pioneered the use of large helicopters from destroyer escorts for anti-submarine warfare. Fixed wing long range aircraft played an important part as the recently declassified Cuban missile crisis records show. Many commentators from other NATO countries during the Cold War held that Canada was one of the world’s best sub hunters. In this writer’s opinion, the Canadian Navy remains at the leading edge of anti-submarine warfare which utilizes a variety of subsurface, surface and air assets.

As the Cold War ended, the skills developed while hunting Soviet nuclear submarines from both fixed and rotary wing aircraft began to be applied to other ocean management functions. Prior to 1977, Canada’s territorial sea extended 12 miles and foreign fishing fleets operated in sight of land. After 1977, Canada declared a Fishing Zone out to 200 nautical miles which eventually morphed into the EEZ when Canada ratified the

Rob Johnson next to the King Air’s surveillance system which includes a night photography system as well as a forward-looking infrared imaging system (FLIR).

What works on the East Coast is transferable to the West Coast. If it is salty — PAL is there. PAL presently operates on the West Coast from Comox using a King Air. This aircraft has a precision inertial navigation and GPS system that interfaces with the aircraft radar to give a precise position for enforcement purposes. The aircraft also has an AIS collection system and can collect AIS data from a 200-kilometre radius with specific vessel positions. The flights can show all the vessels in the flight path. The shore-based CCG radar has a limited range. Automatic Identification Systems (AIS) transmitters are carried by vessels and provides a radio signal that is a unique identifier to a particular vessel. The data system and sensor operators can provide real time information to the end user government departments. The aircraft has an enlarged fuel system for extended range. The aircraft has a night photography system in addition to a forward-looking infrared imaging system for evidence collection.

October 2011 BC Shipping News 41

MARITIME AIR Transport Canada also operates the National Aerial Surveillance Program (NASP) using two dedicated Dash 8s and one Dash 7 aircraft for surveillance of vessels within waters under Canadian jurisdiction to enforce pollution prevention regulations.

One DHC-8 (Dash 8) aircraft is based in Moncton, N.B. and the second is based in Vancouver, B.C. During maritime patrols, the aircraft’s crew normally consists of two pilots, an equipment operator, an observer, and for overnight trips or other extended deployments, a flight engineer. The Moncton-based Dash 8 is used to conduct pollution surveillance, ice reconnaissance and maritime security surveillance in the Atlantic, Quebec and Ontario Regions. The Vancouver-based Dash 8 is used for similar purposes in the Pacific Region with the exception of ice reconnaissance due

to the nature of the climate. The DHC-7 (Dash 7) was first manufactured in 1986.

During maritime patrols the aircraft’s crew normally consists of the same crew compliment as the Dash 8. This aircraft is based in Ottawa, Ontario and is used primarily for ice reconnaissance, pollution and maritime surveillance patrols in the Arctic. The aircraft also serves as a contingency aircraft when maintenance is being performed on the Dash 8 aircraft. It is specifically fitted with an all-round view dome in its fuselage for visual observations. It has undergone an avionics update and fitting out with the MSS6000 suite of sensors. Since 2004, each of the TC surveillance aircraft have also been modified to include a suite of remote sensors specifically designed for oil pollution detection.

The Moncton-based Dash 8 aircraft was recently used in the Gulf of Mexico

during the Deep Horizon oil spill. The TC Dash 8 was the premier aircraft that was utilized to provide situational awareness by monitoring the spill movement in the Gulf of Mexico. The aircraft operated by Transport Canada air crews operated from the time of the first request in April 2010 until July 15, 2010 and greatly surpassed the surveillance aircraft operated by American agencies.

It is a made-in-Canada solution that works and has been proven on the world stage. It is a tribute to Canadian firms who developed some of the sensors and integration as well as the operational readiness of the Transport Canada air crews.

PAL’s global leadership in airborne maritime surveillance has flourished on Canada’s solid Maritime Air foundation. PAL has expanded into intelligence, surveillance and reconnaissance

In addition to surveillance, maritime air can include search and rescue, law enforcement, marine domain awareness, fisheries and antipollution and scientific patrols.

Photo credit: Corporal Roxanne Shewchuk

42 BC Shipping News October 2011

MARITIME AIR (ISR) providing customized airborne maritime surveillance and search and rescue solutions from software system design and integration to mission operation, training and support. PAL has more than 35 years of fixed wing operational experience, flying over 130,000 hours in 20,000 incident-free missions with a fleet of 10 maritime patrol aircraft and UAVs worldwide. PAL has 750 employees and undertakes work in over 30 countries. It is a marine success story of which we can all be proud.

PAL’s success shows that the private sector can work in partnership with the Government of Canada to provide cost-

Canada’s obligations under the Law of the Sea Convention require regular surveillance of our oceans.

effective solutions.

Joe Spears is the principal of HBMG, and learned to fly at the East Coast meccas of maritime aviation, CFB Greenwood and Shearwater. He would like to thank Colonel (Retired) John Orr, a Research Fellow of Dalhousie’s CFPS, for renewing his interest in Maritime Air as an integrated ocean management tool in a changing world. Joe can be reached at kjs@oceanlawcanada.com

Photo credit: Silvester Law, HBMG

It is clear that Maritime Air is a costeffective, long-established component of Canada’s and the West Coast’s maritime industry which will become critical as Canada expands its ocean capability in the coming years. There is much to be learned from PAL’s success story.

PAL’s success shows that the private sector can work in partnership with the Government of Canada to provide costeffective solutions. The Government of Canada is presently exploring alternative service delivery for a Fixed Wing Search and Rescue replacement aircraft. It is not a new concept, as the PAL story shows, stretching back 35 years. We have much to learn from the PAL story. Canada is a safer, stronger and a more secure maritime nation because of this public-private partnership on Maritime Air.

U.S. Coast Guard Daufni from USCG Air Station Port Angeles — co-operation between the two countries is strong (photo from the 2011 Abbotsford Air Show).

October 2011 BC Shipping News 43

LNG ENGINES

A new era for LNG

Natural gas is great, but where do I get it and how much is it going to cost?

A presentation by John Hatley, PE, Americas Vice President, Ship Power, Wartsilä North America, Inc.

F

irst things first, what is natural gas? Without requiring a full college degree in chemistry or engineering, basically, natural gas is a mixture of hydrocarbon gases that occurs naturally beneath the Earth’s surface, often with or near petroleum deposits. One significant source of natural gas is shale which is found in abundant amounts in North America.

Natural gas contains mostly methane (CH4) but also has varying amounts of ethane, propane, butane and nitrogen.

Before it can be used as a fuel, almost all materials other than methane must be removed. Methane has the highest hydrogen content energy of any fossil fuel. Natural gas is non-toxic, colourless, odourless and lighter than air. To get natural gas to market, it must be converted temporarily to a liquid form.

This is done by cooling it to about -162 degrees Celsius. Once in liquid form, natural gas is stored in cryogenic tanks where it can be easily transported via a logistics chain and utilized as fuel.

In comparing LNG to diesel, LNG has no sulphur content. Therefore combustion of LNG virtually eliminates sulphur oxide (SOx) and particulate matter emissions, reduces nitrogen oxide (NOx) emissions by as much as 85 per cent and carbon dioxide (CO2) emissions by nearly 25 per cent. The one significant difference between diesel and LNG is the potential release of hydrocarbon (HC) emissions — or “methane slip” which is a 25-times more harmful greenhouse gas than CO2. Methane slip occurs when unburned molecules from the combustion process escape in the exhaust from the engine as a result of unburned hydrocarbon emissions. A slip of even a few per cent can reverse most environmental CO2 reduction 44 BC Shipping News October 2011

benefits of using LNG over diesel. In recognition of this unwanted methane slippage, a significant amount of theoretical research and engine technical development has been dedicated to combat this during the past several years. A recent paper that highlights much of the progress was presented during the CIMAX Congress in Bergen during 2010 which summarizes many of the results from this research and the design updates utilized in modern engine designs for mitigation.

...researchers at Wartsilä have developed a program designed to minimize methane emissions from lean-burn gas engines.

To address this issue, researchers at Wartsilä have developed a program designed to minimize methane emissions from lean-burn gas engines. The program consists of engine testing both in the laboratory and in the field with primary and secondary reduction methods. There are several primary methods in engine tuning, control and operation which can reduce methane emissions —for example, air fuel ratio, compression ratio, skip firing, exhaust gas recirculation, often known as “EGR”, and optimization of gas admission. Using fully all of these is challenging because gas engine combustion is a compromise of several parameters, targets, and especially limits. To take into account the engine as a whole, there are reasons why primary methane slip reduction methods find challenges to eliminate methane completely from exhaust gas.

Therefore, newest technologies implement secondary methods to employ

methane oxidization in a catalyst or in sandbed. The challenge with methane oxidization is the sustained high temperature threshold required to provide optimal conditions to allow optimal chemical reaction activity.

...as future developments and technological refinements are made...LNG is an attractive clean burning alternative to diesel fuel.

Despite these challenges — and as future developments and technological refinements are made — LNG is an attractive clean burning alternative to diesel fuel. As mentioned, there is an abundant supply of shale in North America; government regulations and emission control areas are increasingly restrictive on CO2, SOx and NOx emissions and tight deadlines for compliance loom; and the price of natural gas is a bargain compared to bunker or diesel fuel. The use of LNG over diesel significantly lowers operating costs for ship owners. There can be as much as a 40 to 50 per cent savings (at today’s prices) between LNG versus ultra-low sulphur diesel fuel.

Supply, distribution and logistics are three issues that are addressed in the recent Joint Co-operation Agreement recently signed by Wartsilä and Shell Oil Company. The long-term agreement, aimed at promoting and accelerating the use of LNG as a marine fuel, was signed in August 2011. Under the agreement, supplies of low-cost, lowemission LNG fuel will be made available to Wartsilä natural gas powered vessel operators and other Shell customers. The agreement will focus first

LNG ENGINES on supplies from the U.S. Gulf Coast, and then later expand to cover a broader geographical range. The agreement aims to increase the availability of natural gas as well as develop a supply chain and infrastructure to facilitate the bunkering of LNG fuel.

LNG-powered vessels, such as the Viking Energy — the world’s first LNGfuelled platform supply vessel — have been a reality since 2003. Overcoming challenges such as LNG tank space demand, delivery and supply, the Viking Energy features Wartsilä dual-fuel engines with the ability to run on both LNG and ordinary marine diesel oil. The storage of the LNG is in a stainless steel vacuum-insulated tank with a gross volume of 234 cubic metres. This is built as a pressure vessel and a vaporizer with a built-in coil pressurizing the tank.

Currently, the Viking Energy is fuelled by truck directly dockside or from shorebased storage tanks which are filled primarily by a small coastal LNG carrier or topped off by trucks. The bunkering procedure is initiated by passing the liquid through a sprayer located internally along the top of the tank where the latent heat of vaporization cools and reduces the gas pressure in the tank. Once

the pressure is reduced then the bunkering proceeds by opening the main filling line and the tank is filled from the bottom. Under normal operation, the “stop valve” and “master valve” are opened and LNG is forced by the tank pressure through the product evaporator and instantly evaporated. Gas then flows to the engines via the gas vaporizing unit, often called the “GVU”, at a modest pressure near 4 Bar to the engines.

It is generally agreed that LNG presents the best option to address both a reduction in operational costs and minimize the shipping industry’s impact on air quality while meeting the ever tougher government emissions regulations. This is not theory, rather it’s reality as to date, over US$30 billion has been invested in actual running projects spanning ocean LNG carriers, landbased power utility plants, and smaller coastal vessels all powered by clean LNG. In the near future, pipelines, terminals and local distribution centres will be able to meet the needs of the shipping industry, allowing the transition from diesel to LNG to progress as owners move forward having the confidence and assurance that Shell brings on the supply side. Logically, the move toward

dual-fuel engines, where switching between gas and diesel does not interrupt the delivery of full power, is a significant step in the evolution of propulsion.

John Hatley, Americas Vice President Ship Power for Wartsilä North America,has over 30 years of combined marine experience spanning business development, project management of domestic and overseas vessel construction, owner’s representation, ship operations and vessel design. He is a licensed Professional Engineer in Naval Architecture and Marine Engineering.

Ed.note: Mr. Hatley noted that the information on bunkering, by necessity, is brief, and does not include the ship-to-ship bunkering procedure as described in “LNG bunkering Ship to Ship”, a document resulting from a technology project carried out by Swedish Marine Technology Forum, FKAB Marine Design, Linde Cryo AB, Det Norske Veritas AS (DNV), LNG GOT and White Smoke AB. The project has developed a LNG bunkering concept that encompasses both the operational bunkering process and technical solutions needed for ship to ship bunkering of LNG. This topic, and the report, will be explored in more detail in a future issue of BC Shipping News.

The Viking Energy LOA: 94.9 m Breadth: 20.4 m (moulded) Depth: second deck - 6.6 m; first deck - 9.6 m Maximum draft: 7.9 m Cargo deck area: 1,030 m3 Gross tonnage: 5,073 t (net: 1,521 t) Propulsion: Wartsilä 3 x 6L32DF @ 2,010 kW each Top speed: 16 knots (fully loaded) The Viking Energy — the world’s first LNG-fuelled platform supply vessel — a reality since 2003.

October 2011 BC Shipping News 45

ship management

Trends in Maritime Management Systems and Software

By Brian Freer, Ph.D., CEO, and Spencer Collins, CIO, Enterprise Systems Analytics (ESA)

T

oday’s marine transportation companies operate in an era exemplified by advances in technology, automation, and software. For example, a steady stream of new offerings in navigation software and marine electronics may be found throughout the industry. However, when it comes to Maritime Management Systems and their respective software platforms the maritime industry faces comparatively fewer industry offerings in the field and a smaller knowledge base among users. By Maritime Management Systems, I refer to organized information management systems intended for the management

46 BC Shipping News October 2011

of government compliance, standards (e.g., ISM, RCP, ISO 14001, ISO 9001), emissions monitoring and reporting, maintenance, training, payroll, logistics and other related activities. Although the mariner knowledge base concerning Maritime Management Systems is expanding, due in part to increased regulatory requirements and global customer requirements, user awareness isn’t as widespread as other areas in part because compliance programs are not universally adopted. Reasons for this include a perception that compliance is overly burdensome and often not related to the work at hand.

As this article introduces, Maritime Management Systems for compliance and other activities can actually be customer-oriented, user-friendly, and relevant to the daily work of mariners. One way these positive attributes can be obtained is through system organization informed by best industry practices. Best practice approaches are enhanced by harnessing recent trends in technology and software.

On the Maritime Management System organizational front, two trends are worthy of note: a process approach; and management system integration.

A process approach to compliance,

SHIP MANAGEMENT standards, and maintenance is exemplified by process ownership and organization of information based on company-defined themes that reference requirements in a matrix. Process ownership (e.g., “manage environmental compliance”) is assigned to a specific individual and differentiated from organizational responsibility by department or title. When combined with a process approach, adaptive management system integration allows a single management system structure to handle multiple requirements such as regulatory, standards, maintenance, and training. This eliminates the need for separate systems (e.g., “the safety manual” and “the environmental manual”). This also provides maritime companies with a framework that scales to meet new requirements.

be adaptive in allowing the software to evolve with changing business needs.

One technology trend with potential to have a maritime industry impact pertains to maintenance management and planning in particular. This trend is exemplified by a National Electrical Manufacturers Association (NEMA) based “black box” that may be utilized to collect engine related data from sensors and send this information to a software management system. In the commercial maritime sector, typical data streams of interest include engine hours, fuel consumption, and emissions data. Concerning engine hour data, human entry error stemming from pen and paper based logs may be reduced by automating the data flow to a software system. Engine hour data may be tied back into the Maritime Management System concerning, for example, ISM compliance, to show auditors and customers reports concerning engine hours in support of that particular section of the ISM Code. The display of these reports may be via the onboard Vessel Management System viewed on a vessel-based desktop, laptop, tablet, or smartphone, or in hardcopy. Engine hour data may also be managed by Port Engineers on a webbased shoreside portal for planned maintenance activities.

Brian Freer, Ph.D., is the CEO of Enterprise Systems Analytics (ESA). His background is in maritime software systems, industrial consulting, and international standards. Brian can be reached at brian.freer@enterprise-sa.com.

Third, maritime transportation companies also need to put themselves in a position whereby their current Maritime Management System software can co-exist through time with the financial packages of the major software entities through system integration. For example, it may be important for a given Maritime Management System software product to send and receive data to and from a global software product.

Future articles in this series will provide case examples and expand on these trends in maritime compliance, technology, and software.

Spencer Collins is the CIO of ESA. Spencer leads the software development, technical studies and compliance groups at ESA. Spencer can be reached at spencer.collins@enterprise-sa.com.

For more information, please visit: www.enterprise-sa.com.

Three recent trends in Maritime Management System software may be useful to consider. The first of these is a cloud-based “dual platform” approach. One tier allows a crew aboard a vessel to manage their information, perform compliance, training and maintenance tasks, and communicate with shoreside management. The other tier is the shoreside management system itself.

A second trend in software has been toward long-term partnering with a key software vendor so that the vendor develops a deep knowledge for the organizational culture and needs of the maritime company. Long-term vendor partnering produces cost and quality information that maritime companies can draw upon when deciding whether to use in-house resources or to utilize the key vendor. This approach is predicated on the ability for the vendor to customize the software and therefore October 2011 BC Shipping News 47

night vision

Changing the view from the bridge.

Advances in night navigation.

N

ight vision devices have been around for well over 50 years.

First developed by the U.S. Army for use during World War II, the original NVDs were basic instruments that projected a beam of near-infrared light, similar to the beam of a normal flashlight, that reflected off objects and bounced back to the instrument. Fast forward to today and, while the basic premise hasn’t changed, the technology behind night vision has advanced to the stage where a person standing on the bridge of a vessel can spot a man in the water, at night, at a distance of one kilometre with a 20 degree field of view.

While there are a number of products on the market currently that aid in night vision, the latest developments in technology come from a local B.C. company.

Current Corporation in Port Moody has developed the Night Navigator SOSTM ‘Safety On Seas’ which is the only camera system capable of seeing through adverse weather conditions, day or night, at ranges never before attained.

In describing the inspiration for the development of this latest product, President Doug Houghton recalled reading about a Canadian Coast Guard search and rescue operation that took place in Prince Rupert, B.C. “The operation involved intense weather

conditions including driving snow, freezing temperatures of -30 degrees Celsius, zero visibility and 60 to 100 km winds,” said Houghton. “I decided there must be a better way to navigate in adverse weather conditions and began developing the Night Navigator SOSTM.” Using four sensors — image-intensified night vision, infrared active laser gating, high-resolution thermal imaging, and a high-definition day camera — Houghton developed, and patented, an algorithm synchronization that fuses all sensors into one image. The resulting image provides unprecedented detail and clarity.

In addition to automatic object detection, object tracking and built-in test self diagnostics, the Night Navigator SOSTM has four weather pre-sets (clear, rain, heavy rain/snow and fog), three operating modes (observation, underway, and search and rescue) and enhances depth of field, dynamic range and object edge definition.

The unique technology that sets this night vision device apart from all others is the active, laser-gated imaging system. Active laser imaging provides the capacity to image objects based on their reflectivity and not their emissivity. Compared to conventional passive infrared imaging, laser-gated imaging

The Night Navigator SOSTM, developed here in British Columbia by Current Corporation. is capable of object detection at much longer ranges than that of its conventional counterpart which runs into “image clutter” at far distances. The active imaging, using a pulsed laser, also addresses limitations in traditional night vision devices that are ineffective during the day and in inclement weather.

The benefits of the increased capacity in navigation are numerous and the implications on search and rescue operations, detection and avoidance of marine mammals, small unlit pleasure craft, ice or logs are considerable.

“We have conducted successful tests involving the simulation and detection of whale spouts,” said Houghton.

“We placed the spout simulator on a

Left: night vision on the Night Navigator 3 model showing the traditional green reflection of infrared technology. Shots in the centre (showing an unlit marker) and on the right (showing a crab pot) demonstrate the difference in the Night Navigator SOSTM which is fused with laser-gating and a thermal imager.

48 BC Shipping News October 2011

night vision 13-metre barge that was then sent to varying distances from 100 to 2,000 metres. At each distance, day and night, the simulator made several blows. In each instance, the spout could clearly be seen through the thermal imager.”

Houghton also pointed out that the threat on the West Coast from debris following the Japanese earthquake and tsunami will become a serious hazard in the coming years. A massive debris field

covering roughly 1,000 km and consisting of the remnants of over 200,000 buildings, ships and vehicles is presently drifting across the Pacific Ocean.

While much of it will sink, a lot of it will continue to traverse shipping routes and eventually settle on the western shores of the U.S. and Canada. The early detection of the debris using a Night Navigator SOSTM will aid in safe passage through these routes. BCSN

A picture is worth a thousand words — the following screenshots, captured from the Night Navigator SOSTM, illustrate the effectiveness of active laser-gated imaging.

BC SHIPPING NEWS

Canada’s West Coast Commercial Marine News Magazine.

NOW ON-LINE! w w w. b c s h i p p i n g n e w s . c o m October 2011 BC Shipping News 49

LEGAL AFFAIRS

Limitation of liability in maritime claims:

The unbreakable limit is broken.

By David S. Jarrett

A Vancouver lawyer with Bernard & Partners

I

n the recent case of Société Telus Communications v. Peracomo Inc., the Federal Court dealt with the issue of whether the defendants, Mr. Vallée and Peracomo Inc., could limit their liability pursuant to the Marine Liability Act (the “Act”) and the Convention on Limitation of Liability for Maritime Claims, 1976 (the “Convention”). The case centered on damage to Société Telus Communications’ (“Telus”) submarine fibre optic cable laid across the bed of the St. Lawrence River caused by the defendants in June 2006.

Mr. Vallée [is] a “good man; a decent man; an honest man — a fisherman.

However he did a very stupid thing...”

Real Vallée was a snow crab and whelk fisherman. He was also the Master of a fishing vessel, Realice, which was owned

by Peracomo Inc., a company of which Mr. Vallée was its sole shareholder. In the first paragraph of his judgment, Justice Harrington described Mr. Vallée 50 BC Shipping News October 2011

as a “good man; a decent man; an honest man — a fisherman. However he did a very stupid thing. He cut the plaintiff’s submarine fibre optic cable in two. It cost them almost $1,000,000 to repair it.”

Mr. Vallée was fishing for crab when one of his strings of cages got hooked onto Telus’ submarine cable. He proceeded to haul the string of cages with the cable attached out of the water and decided to free the anchor by cutting the cable with an electrical saw. The Court noted that Mr. Vallée did the same thing in response to a similar incident a few days later.

Following the incident, Telus sued the defendants to recover the costs of repairing the damaged cable. The defendants in turn sued their insurers seeking coverage for the damages they caused.

Although Telus did advise 43 local fishing associations of the installation of the cable, the group to which Mr. Vallée belonged was not one of them.

The Court noted that the federal government published notices to mariners, notices to shipping, radio navigational

warnings, hydrographic charts, sailing directions and other documents that set out the location of the cables. One such publication, the Annual Edition of the Notice to Mariners, Notice 16, stated that if the cable is hooked onto and cannot be disengaged from, the gear must be abandoned without cutting the cable and that the owner of the cable would indemnify the owner of the gear for such loss. The Court noted that if Mr. Vallée had abandoned his gear in question, he would have incurred an approximate loss of $250.

The Court stated that Mr. Vallée failed miserably in his duty to know of the existence of the cables as a navigational hazard.

The Court stated that Mr. Vallée failed miserably in his duty to know of the existence of the cables as a navigational hazard. The Court noted that Mr. Vallée had been a fisherman for approximately

LEGAL AFFAIRS 42 years at the time of the incident and had been fishing in the same area for four years previous. Although he had previously hooked on the same cable the year before, he had managed to free the anchor. However, after catching the cable again in June 2006, he cut the cable with an electric saw in an effort to free his gear. Mr. Vallée’s reasoning for cutting the cable, which the Court rejected, was that he had seen a chart in a museum that he thought indicated the cable he kept hooking his gear on was abandoned. The Court noted that he cut the cable a second time when he snared his gear on the cable a few days later.

The Court concluded that Telus’ loss was not contributed to by any failure on its part but rather solely by Mr. Vallée’s intentional and deliberate cutting of the cable with an electric saw.

The Supreme Court of Canada has commented that allowing a shipowner to limit its liability by statute is not about justice but rather is a matter of policy...

Limitation of liability in Canadian Maritime Law Although the Court did not set out the background of the availability of limitation of liability under Canadian Maritime Law in its decision, such background is essential in understanding the decision.

The Supreme Court of Canada has commented that allowing a ship owner to limit its liability by statute is not about justice but rather is a matter of policy based on historical and commercial reasons that are meant to “afford ship owners protection from the full impact and perhaps ruinous pecuniary liability arising from acts of navigation over which they have no personal control”. This in turn was designed to encourage investment in shipping.

The current international consensus on limitation for maritime claims is contained in the Convention.

The Convention has the force of law in Canada pursuant to section 26 of the MLA. Article 15 of the Convention allows signatory nations to make their own limits to be applied to vessels under 300 tonnes. As the Realice’s gross tonnage was less than 300, section 29 of the Marine Liability Act sets its maximum liability for any claims other than those for loss of life or personal injury at $500,000.

Articles 1 and 2 of the Convention allow owners, charterers, managers and operators of sea-going ships to limit their liability for claims for, among other things, damage to property if such damage occurs in direct connection with the operation of a ship.

Article 4 of the Convention does not allow the benefit of limitation of liability when the loss was caused either “with the intent to cause such loss” or “recklessly and with knowledge that such loss would probably result”. It is also interesting to note that other conventions contain identical provisions regarding limitation of liability (the Athens Convention relating to the Carriage of Passengers and their Luggage by Sea, 1974 and the International Convention on Civil Liability for Oil Pollution Damage).

The limitation contained in these conventions had never been disallowed by an English or Canadian court in over 30 years since such wording has been in use.

The standard contained in Article 4 of the Convention was thought to be virtually unbreakable prior to the Telus decision.

Ability of the defendants to limit liability The standard contained in Article 4 of the Convention was thought to be virtually unbreakable prior to the Telus decision. However, Justice Harrington, a very knowledgeable practicing maritime lawyer prior to being appointed to the

Bench, having already found that the defendants were negligent in cutting the cable, applied the above requirements from the MLA and the Convention and concluded that the defendants could not limit their liability to $500,000.

Telus bore the onus of proving that the defendants’ conduct constituted intentional or reckless behavior...

Telus bore the onus of proving that the defendants’ conduct constituted intentional or reckless behavior with the requisite knowledge of the damage occasioned. The Court concluded that the conduct of the defendants was both intentional and reckless as set out in Article 4 thus disentitling them to limit their liability to $500,000.

The Court noted that Mr. Vallée and Peracomo clearly committed a personal act or omission as required by Article 4 in cutting the cable and that such loss was caused intentionally. Although this conclusion alone would have been enough to disentitle the defendants from the limitation amount, the Court went on to discuss whether the defendants’ conduct was also reckless. The Court concluded that Mr. Vallée was “reckless in the extreme by not making himself aware to dangers to navigation in the St. Lawrence and that his only effort was to look at a chart in a museum”.

The Court held there had never been such a marine chart listing the cable as abandoned. The Court went on to find that Mr. Vallée intended to damage the cable by cutting it but that he thought that the cable did not have any value because it was not in use. This finding is of interest as one wonders how an honest belief that no damage would occur constitutes “knowledge that loss would probably result”.

The Trial Judge awarded Telus damages for $980,433.54 plus pre-judgment interest in the amount of $232,886.53.

As Telus would likely never recover this October 2011 BC Shipping News 51

LEGAL AFFAIRS amount from the defendants, its hope was to recover it from the defendants’ insurers. Unfortunately for Telus, insurance is not in place to cover for intentional acts but only for fortuitous

Having convinced the Court that the be-

not go for this submission and found that there was no coverage.

Counsel for Telus broke new ground in Anglo Canadian law in successfully arguing that the limitation should be broken...

havior was egregious enough to break limitation, Telus was clearly changing horses in mid-stream... events and such intentional conduct voids insurance pursuant to Section 53(2) of the Marine Insurance Act. Telus attempted to find some middle ground and submitted to the Court that there was no willful misconduct on the part of the defendants. Having convinced the Court that the behavior was egregious enough to break limitation, Telus was clearly changing horses in mid-stream in an attempt to recast the event for the insurance considerations. The Court did

52 BC Shipping News October 2011

A groundbreaking result with the possibility of no recovery Counsel for Telus broke new ground in Anglo Canadian law in successfully arguing that the limitation should be broken pursuant to Article 4 of the Convention. However, their victory ultimately proved to be hollow as the Court found that the same facts relied on by Telus to break limitation also applied to ground its finding that the defendants’ intentional and/or willful misconduct meant that the defendants could not avail themselves of the benefit of their insurance policy to pay the damages awarded against them.

We understand that the defendants have filed an appeal of the trial decision.

It will be interesting to see whether this appeal is successful, or whether this case remains the one case where the right to limit liability has been found not to apply based on the conduct of the party seeking to limit its liability. If the decision is overturned on appeal, we would return to a situation where no Anglo Canadian Court has disallowed limitation and reaffirming a stringent test for attempting to do so in the future. If the appeal is unsuccessful, a party seeking to recover damages beyond limitation may face the still difficult task of breaking limitation with the alternate risk of a hollow victory of no insurance company from which to recover.

David S. Jarrett is an associate and maritime lawyer with Bernard & Partners and can be reached at jarrett@bernardpartners.com

PIRACY

Piracy:

The fastest growing industry on earth.

By David Jackson

Canadian Sea Marshal Tactical Teams

L

et’s look at piracy from the foundation up. When this all started, everyone brushed it off as isolated incidents. Now, as we roll into the second half of 2011, piracy is about to shatter all records. Considering the risks from a pirate’s point of view, they really have nothing to lose. They come from a country that has no government on the best of days and famine in which millions are starving and dying.

So the group of seven pirates that have just been taken captive by one of the half dozen navies patrolling the Indian Ocean, are pretty lucky — they now get three solid meals a day, clothes, internet and television and ice cream.

Now let’s look at the sectors that piracy fuels: legal, insurance, underwriters and technology.

Legal Lawyers have spent millions of hours arguing the finer points of contracts, flag state regulations and international maritime law negotiating between charters, ship owners and security companies.

There are lawyers out there who spend all of their time negotiating ransoms only.

Insurance This is one of my favourites because if the insurance industry would wake up

and communicate with the security industry, ships owners and charters, they would realize that placing armed security teams onboard vessels would help eliminate and deter piracy. Oh, but wait, they wouldn’t make as much money and security would become affordable.

Hmmm… We’ll talk more about that next month.

Underwriters Wow! What can we say? People who look at numbers, statistics and information while sitting behind a desk…and their job is to determine risk. Most of them have never been on a ship let alone picked up a firearm, but they tell the security industry how to do their jobs and what is acceptable in terms of means of force. My favourite comment I hear during speaking engagements at seminars is: “armed guards will escalate the violence”. Seriously, wake up! The last time I looked, pirates were not coming in with kid gloves — they were shooting with AK47s and rocket-propelled grenades, which is why there are over 700 people held captive and several dead.

Technology Well, its true: mankind really does have a sense of humour. Where do we start?

Let’s look at the razor wires — it’s a basic concept that definitely slows the boarding process. However, numerous seamen get cut both when installing and removing; and it’s cumbersome and takes away from deck space and maintenance time.

Dogs. Yes, that’s right. Dogs. Some genius figured out that pirates were

afraid of dogs, so some security companies now place dogs onboard. There are no regulations covering dogs going into foreign countries; no standards for vaccination records; and oops! watch where you step.

Laser dazzlers. I bet Transport Canada would have a field day with this one — a device that emits a laser beam and causes temporary blindness. If it can do that to a pirate, imagine what it would do to the pilot of a plane.

Long Range Acoustic Devices (LRADs).

Somewhat effective to short ranges but extremely expensive and the airlines are bad enough at losing luggage, let’s see if they will cover a $20,000 device. One of the best technologies out there is a camera system that was developed right here in B.C., Current Corporation. I have had the pleasure of being involved in the testing of this product and it delivers a high definition video image over-laid with night and thermal vision. The key is its early detection software which will see heat signatures at night up to six miles and during the day, can provide clear video from up to 14 miles away.

This, combined with a properly trained security team, will always give you the best means of detection and deterrence.

The ship owner who says “we just speed up and run” should not be responsible for people’s lives.

Until next month, stay safe.

Since 2008, David Jackson has been the Director of Operations and President of Canadian Sea Marshals, offering “maritime protection service”.

October 2011 BC Shipping News 53

MARITIME S E R V I C E S

LT D .

• Nautical charts and publications from Canada, US and UK. • Worldwide digital charts and marine navigation software.

• Marine electronics incl. Furuno, ACR, ComNav and ICOM. • Commercial and coastal liferafts, life jackets and distress signals.

• Thermal imaging cameras for shipboard security.

1 888 387 8667  604 294 3944  www.maritimeservices.ca

upcoming events OCTOBER

Green Marine Information Session October 12, 2011 Chamber of Shipping of British Columbia, Vancouver, B.C. www.green-marine.org Sustainable Shipping Conference All Aboard — Collaboration for Change October 12 - 14, 2011 Pan Pacific, Vancouver, B.C. www.sustainableshipping.com/events/2011/vancouver/ Lloyd’s Register Risk Management & Incident Investigation October 12 - 13, 2011 — Vancouver, B.C. www.lr.org

ABS — ISM Training Course October 18 - 20, 2011 — Vancouver, B.C. www.absacademy.org Lloyd’s Register — Advances in Shipbuilding October 21, 2011 — Vancouver, B.C. Contact: rsvp@cosbc.ca for more information.

NORTH WEST & CANADA CRUISE ASSOCIATION

Representing eleven major cruise lines operating in the Pacific Northwest, Canada, Alaska and Hawaii.

NWCCA member lines are at the forefront of environment, security and safety initiatives. NWCCA provides community and government relations and representation for development of local opportunities.

Big enough to get the job done...

Members:

Carnival Cruise Line Celebrity Cruises Crystal Cruises Disney Cruise Line Holland America Line Norwegian Cruise Line Oceana Cruises Princess Cruises Regent Seven Seas Royal Caribbean International SilverSea Cruises

www.nwcruiseship.com 54 BC Shipping News October 2011

Small enough to care.

Suite 1830 - 355 Burrard Street, Vancouver, BC V6C 2G8 Canada T: 604.684.3261

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