BC Shipping News - September 2016

Port Compliance: Connecting the dots

Tugs: Jones Marine Group celebrates newest addition to fleet

Auto Imports: Auto logistics driving port activity

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

Volume 6 Issue 7

NEWS

www.bcshippingnews.com

September 2016

Ports

B.C. ports brave the future despite economic doldrums

Industry Insight Wendy Zatylny Association of Canadian Port Authorities

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BC SHIPPING

Contents

NEWS

September 2016 Volume 6 Issue 7

Cover Story

21

41

Port compliance

Connecting the dots for compliance at ports

By Nicholas Lowe-Hale

43 Tugs 7

18

Editor’s note

By Jane McIvor

8

In brief

12

Industry insight

Industry traffic and news briefs

A unified voice for ports Wendy Zatylny, President, Association of Canadian Port Authorities With President Wendy Zatylny at the helm, and a mandate that changed significantly with her arrival, ACPA has become a powerful voice, speaking on behalf of ports to governments and relevant stakeholders.

Jones Marine Group celebrates newest addition to fleet

History lesson

40 years young The history of the Seabus

By Lea Edgar

45

21 Ports

B.C. ports brave the future despite economic doldrums

By Ray Dykes

29

Auto imports

36

International shipping

39

47

Training

Western Maritime Institute fall course curriculm

33

12

Auto logistics driving port activity

By Darryl Anderson and James Frost

A successful first year for the VIMC

50

Legal affairs

Heritage shipwrecks Canada Shipping Act vs.

Heritage Conservation Act

By Tom Beasley

Technology

Antifouling marine paint

By Marilyn Bruno

Maritime security

Game changers The potential of technological advancements

By Diana Edwards

36

Classification

ABS realignment providing great focus on Canada

On the cover: Port of Prince Rupert (photo: Lonnie Wishart); above: Port of Vancouver (photo: BC Shipping News); right: Yvonne Rankin Constantine, Graham Clarke and Kaity Arsoniadis-Stein, Vancouver International Maritime Centre (photo: VIMC); left: Wendy Zatylny, President, Association of Canadian Port Authorities (photo: Michelle Valberg).

September 2016 BC Shipping News 5

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September 2016 Volume 6/Issue 7

Publisher McIvor Communications Inc. President & Editor Jane McIvor Contributing Writers

Darryl Anderson Kaity Arsoniadis-Stein Tom Beasley Marilyn Bruno Ray Dykes Lea Edgar Diana Edwards James Frost Nicholas Lowe-Hale Joe Rousseau Richard Wiefelspuett Wendy Zatylny Editorial Assistant Amanda Schuldt-Thompson Advertising and Subscriptions Phone: 604-893-8800 Jane McIvor (jane@bcshippingnews.com) Advertising only: Lesley McIvor (lesleymcivor@shaw.ca) ANNUAL SUBSCRIPTION Canada Three Years $116.95 Cdn*

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International Sailor’s Society Canada

EDITOR’S NOTE

Photos by Dave Roels, www.daveroels.com

The canary in the coal mine

S

imply put, ports are like the canary in the coal mine. They are the onestop indicator of Canada's economic health, our import/export balance, and a glimpse into the well-being of resource industries, manufacturing, and a host of other sectors that rely on the smooth flow of cargo between countries.

As industry sectors fluctuate, so too does the port and terminal activity that supports that sector. Examples abound — grain (great), coal (not so great), container imports (amazingly great), etc.

So, while we here at BC Shipping News consider all of the topics we cover important, none are more so than those contained in this current issue with our focus on ports.

It speaks to the economy of Canada and our future potential when we see the significant developments ocurring in Prince Rupert, Nanaimo, Vancouver, Port Alberni and Victoria. While activities in various sectors have had ups and downs over the last year — as tracked by Ray Dykes in his B.C. Port Activity Update

— we see that each port is working hard to accommodate the growth that is forecast.

Combined with our interview with Wendy Zatylny, President of the Association of Canadian Port Authorities, we come to understand the importance of ensuring a port's ability to facilitate the growth of Canada's economy. After all, as go the ports, so goes the country.

We hope you find this issue of BC Shipping News as interesting to read, as it was to put together. ­— Jane McIvor

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

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

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11/07/2016 13:39:10

September 2016 BC Shipping News 7

INDUSTRY TRAFFIC

BCIT grads of 2016 an impressive lot Photo: BCIT (Scott McAlpine)

W

ith family, friends, faculty and shipping industry representatives in attendance, the Nautical Sciences (NS) and Marine Engineering (ME) Classes of 2016 were finally rewarded for their years of hard work. It was easy to see the camradery that had developed between classmates, evidenced by the speeches of Valedictorians Hans-Peter Jessen (Nautical Sciences) and Graham Meek (Marine Engineering) and the loud applause and laughter each received from their peers.

The ceremony was presided over by Yvette Myers, Regional Director, Marine Safety & Security Pacific, Transport Canada, who recalled her own experiences in building a maritime career; and Jeff Otto, Co-operative Education Co-ordinator, BCIT Marine Campus, who noted that these were "some of the best people I've seen come through these programs."

Congratulatory speeches were given by Tom Roemer, Vice President, Academic, BCIT; Captain Philip McCarter, Associate Dean, BCIT Marine Campus; Captain Agnelo Pereira, Nautical Sciences Chief Instructor; and Sanjeev Sarwal, Marine Engineering Instructor.

Captain McCarter advised the graduates that, "as you embark on a new voyage with so many options now available, you will have a truly fascinating adventure." He further noted that their graduation was a testament to their hard work and he congratulated each of

Nautical Sciences Class of 2016 (alphabetical order): Todd Boyle, Neil Cavanagh, Jordan de Brouwer, Dylan Fowler, Dean Griffith, Hans-Peter Jessen, Danny Lai, Cory McLachlan, Benjamin Robertson, Brehnen Rowell, Raymond Salo, Michael Sones, Fraser Ullstrom, James Wahlgren.

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NEWS BRIEFS Photo: BCIT (Scott McAlpine)

them for completing a difficult and challenging four years. Both Captain Pereira and Mr. Sarwal reiterated Captain McCarter's comments and added that the support of family, friends and each other were crucial to their success.

A number of Achievement Awards given on behalf of the maritime community were presented. Recipients included: • Oak Maritime Award: Dylan Fowler (NS) and James Dettling (ME) • Transport Desgagnés Inc. Award: Lenissa Pereira (ME), Phillip Li (ME), Neil Cavanagh (NS), and Raymond Salo (NS) • Algoma Central Corporation Award: James Wahlgren (NS) and Hira Daver (ME) • Chamber of Shipping of B.C. Award: Fraser Ullstrom (NS) and Eyasu Genzebu (ME) • Vancouver Maritime Arbitrators' Association Award: Cory McLachlan (NS) • BC Ferry and Marine Workers Union Award: Benjamin Robertson (NS) and Walker Lunsford (ME) • BC Ferry Services Award: Greg Hara (ME) and Danny Lai (NS) • Lloyd's Register Award: Cory McLachlan (NS) and Lenissa Pereira (ME) • Vancouver Conway Club Book Award: Hans-Peter Jessen (NS) • Nautical Professional Education Society of Canada Book Award: Phillip Li (ME) and Jordan de Brouwer (NS).

On behalf of BC Shipping News readers, congratulations to the Class of 2016!

Marine Engineering Class of 2016 (alphabetical order): Gabriel Babin-Young (at sea), Brian Blount (unable to attend), Hira Daver, James Dettling, Eyasu Genzebu, Andre Gravel (unable to attend), Greg Hara, Mehrshad Hezarpisheh (at sea), Suban Ketheeswaranathan, Phillip Li, Walker Lunsford, Graham Meek, Lenissa Pereira, Deepinder Sidhu (unable to attend), Cameron Swann (at sea).

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INDUSTRY TRAFFIC

Is Canada doing enough to prevent shipping incidents?

By Dr. Richard Wiefelspuett

L

ike electricity and everything it powers, marine shipping and all it delivers is largely taken for granted in Canada — until something goes wrong.

When the power goes out in our homes, we feel an immediate impact to our way of living. Only then do we appreciate the importance of electricity and how much we are dependent on its near-constant availability.

Likewise, when a container ship is delayed with goods for export or import, or a marine incident near our coastal communities makes the headlines, we become aware of our dependence on safe and sustainable marine shipping practices — both to protect Canada’s waterways and to keep our shipping lanes open for business.

A recent report by the Council of Canadian Academies (CCA) identified some of the risks and potential impacts of commercial marine shipping across Canada. The good news is that Commercial Marine Shipping Accidents: Understanding the Risks in Canada confirms the consensus that Canadian shipping standards are improving, accidents are fewer, and that advanced technology and better ship design are reducing the potential for accidents.

But it’s not all clear seas ahead for Canada.

The report also reveals a lack of available

data and research to fully understand the types and causes of marine shipping risks, the near misses, and especially the correlation between reported incidents/accidents and actual ship movements by vessel type.

In Canada, the conversation about marine shipping safety is mainly focused on the period during and after a potential marine emergency. As a result, “response and recovery” are well addressed both from a policy and funding perspective. The public dialogue is less focused, however, on the phase before a potential marine emergency – including elements of prevention and mitigation.

Strengthening the prevention regime does not diminish the importance of Canada’s ongoing improvements and increased collaboration among agencies regarding incident preparedness and response. Instead, paying closer attention to prevention addresses what the CCA study also highlighted: actions taken to avert an incident or accident before it can occur are essential to fostering marine shipping’s social licence to operate.

Whether it’s the expansion of a pipeline, building a hydroelectric dam or adding capacity to a marine port, Canadians increasingly expect proponents to build the case for

their project — in a meaningful, thorough and inclusive manner — prior to actually building or expanding it. In other words, social licence to operate and grow is dependent upon decreasing real and perceived risks before they turn into actual events. And that’s why prevention is so important.

In recent years, the Canadian government has been preparing for growth in shipping by addressing the broad marine safety system. It has done so knowing that Canadians and the country’s economic growth demand a safe and sustainable marine shipping industry.

For example, the Prime Minister’s Mandate Letter to the Minister of Transportation very clearly outlines two strategic priorities linked to marine safety — the first to improve overall marine safety, and the second to formalize a moratorium on crude oil tanker traffic on B.C.’s north coast.

Clear Seas supports this pursuit of a coastal strategy aimed at improving marine safety. We believe that these priorities are achievable, when based on the most credible and unbiased information, including research and analysis that focuses on preventative measures.

Our economic prosperity has been and will remain dependent on getting Canadian goods to global markets via marine shipping. From coast to coast to coast, Canada’s economic growth is intrinsically linked to the marine shipping industry. This was confirmed in a recently commissioned Clear Seas poll which showed Canadians’ overall positive views about marine shipping, its safety record, and its contribution to the Canadian economy.

But the poll also revealed Canadians’ strong concerns about the safety risks that could threaten our environment, especially potential oil and fuel spills.

As a result, and in order for the federal government to deliver on its mandate to improve marine safety, Clear Seas has recommended the establishment of an industry and government-funded Marine Emergency Prevention Fund. This would not only complement Canada’s preparedness and response regimes, it would address what Canadians also largely take for granted: that all is being done to prevent marine shipping incidents before they might occur.

Dr. Richard Wiefelspuett is Executive Director of the Clear Seas Centre for Responsible Marine Shipping.

10 BC Shipping News September 2016

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September 2016 BC Shipping News 11

INDUSTRY INSIGHT

A unified voice for ports Wendy Zatylny President, Association of Canadian Port Authorities

Photo: Michelle Valberg

While our main responsibility is to the corporate members — the 18 port authorities across Canada — we also take the position that a rising tide lifts all boats.

I

t's not a stretch to consider ports across Canada as the most important sector of our economy. With 90 per cent of goods coming into Canada by ship and, as the best way to get our resources to foreign markets, a well-run, efficient port can mean the difference between a growing economy and a stagnant one. In assisting Canada's ports, the Association of Canadian Port Authorities (ACPA) has always played a vital role. Now though, with President Wendy Zatylny at the helm, and a mandate that changed significantly upon her arrival, ACPA has become a powerful voice, speaking on behalf of ports to governments and relevant stakeholders on important issues. And, as a credit to her skill, Zatylny has brought unity to that voice.

BCSN: Could you provide a brief background on ACPA and its mandate?

WZ: ACPA has been around for almost 60 years. It was originally formed as the Canadian Ports and Harbours Association and although it has morphed 12 BC Shipping News September 2016

over time — given the creation of port authorities in 1998 through the Canada Marine Act — there have been some significant changes in the past four years.

Irrespective of those changes, we have always existed to serve the needs of Canadian ports and the broader marine sector in general.

While our main responsibility is to the corporate members — the 18 port authorities across Canada — we also take the position that a rising tide lifts all boats.

So, as we advocate for the health and wellbeing of port authorities, we hope that we’re creating a more favourable climate for the industry overall in Canada.

We are primarily an advocacy-based organization. In terms of responsibilities, we closely monitor legislation and regulatory developments to make sure our members are informed but also to be as pro-active as possible and work with various government departments so that we’re part of the dialogue that leads to policy changes. It’s always easier and more

effective to be part of the conversation beforehand than to try to change decisions after the fact.

BCSN: You’ve been in your position for four years now. Could you describe how the association has changed during this time?

WZ: When I was brought in, part of my mandate was to shift the activities of the association more towards advocacy and to increase the level of work we do with various government departments and with elected and non-elected officials across the country — so, in addition to monitoring policy change, become part of the dialogue and advocate on behalf of the port authorities so that our voices are heard in policy development.

Prior to 2012, ACPA had been focused on organizing events — both annual conferences as well as smaller port-togovernment meetings that focused on specific topics. While that was effective in bringing the industry together, it was very labour intensive and did not have the priority of contributing and influencing regulatory policies.

BCSN: What do you consider to be the main strengths that you bring to this role?

WZ: I have a strong background in communications, public relations and government relations, as well as association management. I started as a freelance

INDUSTRY INSIGHT writer 25 years ago here in Ottawa and then branched out to production and special event management and, over time, became involved in pretty much every type of communications and relations (media, public, government, etc.).

Most of the contracts I undertook were with various government departments — so I understand the policy development process in Ottawa very well — as well as with a number of not-for-profit associations, for example, most recently, I was with the association representing pharmaceutical companies.

BCSN: In looking at your advocacy role, could you describe some of the topics you have addressed?

WZ: There’s a lot currently underway but we have already produced three white papers. The first was a review of marine policy that was undertaken when I first started — it was a broad overview of the issues affecting port authorities in terms of infrastructure funding and regulatory challenges that affect ports. The second focused on port security issues, and the

third was a submission for the Canada Transportation Act Review.

Advocacy is something that requires time — it means building relationships, building consensus and being recognized as an authority that can speak on behalf of the port community. In that regard, over the past few years we have really raised the profile and visibility of ACPA and we have developed a strong reputation for carefully considered opinions and recommendations that are based on consensus, for example, contained within the three white papers, there are some 80 recommendations that all of our members have approved.

Being able to bring everyone together to present a common position has given us the reputation with the federal government that when we speak, we have something to say and we’re saying it with the strength of all 18 port authorities behind us.

BCSN: What are the similarities (and differences) you see with ports across the country?

WZ: Port authorities can be grouped in several ways — large versus small; bulk versus container or a mix; coastal versus

inland, etc. — so there are differences and commonalities depending on the focus.

For example, container ports have to address issues around clearance and border security (and now verified container weights) whereas bulk ports obviously don’t have those issues; inland ports, like Great Lakes and St. Lawrence Seaway, have a focus on ice-breaking capabilities, or lack thereof, whereas that topic will concern Atlantic ports to a lesser extent and Pacific ports not at all.

The matrix cuts many different ways but at the same time, there are a number of overarching issues where all have the same concerns — for example, access to infrastructure funding; the opacity and speed for changes on things like amending a port’s Letters Patent; or how to compete in a highly dynamic and globally competitive sector.

BCSN: Let’s look at some of those issues that are of common concern, starting with infrastructure funding.

WZ: The challenge in accessing funding for infrastructure varies from port to port.

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INDUSTRY INSIGHT Most people talk about P3 partnerships but for port financing, it’s more like P6 or P7. It’s a patchwork of financing that’s put together by a port authority...

Some of the larger ports carry more weight and resourcing behind them; the smaller ports, not so much. Essentially, the issue breaks down to being able to put financing in place to fund projects as the port tries to grow. Most people talk about P3 partnerships but for port financing, it’s more like P6 or P7. It’s a patchwork of financing that’s put together by a port authority for a particular project. The sources include retained earnings of the port; borrowing from banks on the open market; investments from the private sector (like a terminal or rail operator); and then the various levels of government financing — municipal, provincial and federal. Trying to put all that together is extremely complex and not always easy to achieve.

Another challenge is that the threshold for eligibility is extremely high for federal programs like the Build Canada Fund and the national infrastructure component — it’s set at $100 million and up, of which, government funding is capped at 25 per cent. That size of a project — $100 million — is more applicable to the larger ports and excludes some of the smaller ones or even strategically important projects at a large port that fall just below that $100-million threshold. We were asking for that to be lowered. While the result or our efforts means that decisions will now be made on a case-by-case basis for port funding, we’re hopeful it will one day be part of the program design.

BCSN: What about the issue of security?

WZ: Port security is very strong but it’s one of those shifting targets that you have to continually address. As technologies and techniques change, and as various threat levels change around the world, it’s such a dynamic sector. We’re working with Transport Canada on looking at ways to stay ahead of security developments globally and make sure that the ports remain as secure as possible yet not interrupt the flow of goods.

Cyber security is a good example of an issue ports face. Port authorities have always had a strong focus on physical security but, for the past several years, ACPA has been sending out as much information to our members as we can to make sure they’re also thinking about ways to protect against cyber threats. That would involve hardening their systems and data — making sure that when their executives travel abroad, they’re not importing viruses back with them, for example, on flash drives or compromised equipment.

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INDUSTRY INSIGHT Photo courtesy Port Saint John

We now have a Port Security Committee that brings together all the port security officers to discuss issues and share best practices. For us, one of the big issues, in terms of cargo and containers in particular, is movement into the U.S. As part of our advocacy function, we’ve been working with Transport Canada and Global Affairs Canada to ensure they have the information they need to be able to work with their U.S. counterparts in ensuring that the border doesn’t thicken and that we can maintain as much cargo fluidity as possible.

BCSN: I know that there have been great efforts to ensure a fluid border, including a lot of work by the rail companies to create efficiencies. Do you take part in their efforts?

WZ: Absolutely. We work very closely with both CN and CP as well as many others. CN Rail especially has been very supportive. We collaborate frequently and exchange information as much as possible, with many partners, including other associations.

BCSN: What about the issue of the environment and sustainable development?

WZ: Ports have long been active players in this area. They do a lot of work within their communities and local environment around restoration of habitat and greening of spaces as well as maintaining the cleanest ports possible through initiatives like shore power or electrification projects or providing incentives to shipping lines who have improved their environmental performance.

They are also very supportive of Green Marine. Virtually all of the port authorities are members and participate in a number of initiatives aimed at continual improvement of their environmental and sustainability performance. For ACPA’s part, we signed a Memorandum of Understanding a few years ago with Green Marine that recognizes our mutual support and outlines a promise to promote each other’s goals.

And further to that, we just launched an Environment Committee which, in the future, will be looking at some of the specifics within the Green Marine program to see if there are opportunities to assist in communicating with our members and providing an effective information flow.

So that’s a medium-term goal and again, it’s this notion of mutual support.

A big part of Wendy's job is communications, including presentations that outline the priorities of ports.

Above, Wendy was part of a panel discussion during Port Days in Saint John, N.B.

Our current focus is to ensure that the government is aware of what’s already been done and that they continue to work with us to strengthen that. We need to make sure they are informed and don’t develop regulations that would harm the ability of the port authorities to compete effectively based on the assumption that nothing has

been done when in fact a lot has been done.

And that means expanding our communications to departments like Environment and Climate Change, Fisheries and Oceans Canada, and others with whom we typically haven’t had much interaction.

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INDUSTRY INSIGHT

Wendy outlines the many changes ACPA underwent with her arrival during ACPA 2013, held in Nanaimo, B.C.

with a number of issues — we’ve really opened up our relationships with many departments. Before, our relationship had been directly with Transport Canada, but the reality is that ports are key to support the Canadian trade agenda, so we’ve expanded our working relationships, especially with Global Affairs Canada, to the point where we have a Memorandum of Understanding to embed a trade commissioner with the port system.

BCSN: Let’s look at the international trade perspective for a minute. What kinds of issues come across your desk?

WZ: One of the issues that continues to be raised is the Harbour Maintenance Tax and tax on cargo going into the U.S. from Canada and Mexico. This issue never seems to go away. There had been a very strong push about two years ago to impose that tax and we worked really hard to address it. The Canadian embassy in Washington got involved — Ambassador Gary Doer was very helpful.

We managed to beat it back at that time but the American desire has never gone away and it continues to be kept alive by the U.S. West Coast ports.

With all the changes coming up in the U.S. in terms of their election, we’re going to be watching very closely in the spring because it’s entirely possible that this will come back. It’s challenging. One of the major myths around 16 BC Shipping News September 2016

Canadian ports that we’ve been trying to dispel is that we are subsidized by the Canadian government and thus have an unfair competitive advantage. In our enabling legislation, we have the requirement to be financially self-sufficient.

Ironically, what U.S. ports are subsidized for, Canadian ports have to finance out of their operating funds — dredging is a great example of that. That’s why the argument that Canadian ports are unfairly diverting cargo doesn’t fly.

When you look at the real differences, we have greater challenges. We don’t get the same level of subsidization or grants that the American ports do but we still have to operate in that same environment.

BCSN: Earlier, you mentioned the difficulty ports have in amending their Letters Patent. Could you expand on that?

WZ: Port lands and buildings are specified in their Letters Patent. Making changes to allow for the most efficient use of their space means changing the Letters Patent which involves three federal ministries and can take upwards of three years.

For example, let’s say there’s a parcel of land owned by a municipality but it’s contiguous to the port. The municipality isn’t using it and everyone agrees to swap that parcel of land for another — something the municipality can use for, say, a park. The transaction has to be executed through various agreements but that land

is also enshrined in the port’s Letters Patent which will require an amendment.

Currently, that’s a very opaque process — it’s like dropping your request into a black box and waiting for three years before a decision is spit out at the other end.

BCSN: What’s the solution?

WZ: We’d like to see a change in the amendment process — simply to be able to set up a system where certain types of projects or requests could be fast-tracked plus set up touch points within the system so status reports are available. Those two changes would be hugely helpful.

We had been working with Transport Canada on this but, with the new Prime Minister’s focus on a number of other areas, including the new ministerial mandate letters, Transport Canada has had their energies pulled in other directions for the moment.

BCSN: You also made a submission for the Canada Transportation Act Review.

Could you provide some details on the arguments you made?

WZ: Part of the mandate of CTA Review was to look at the broader vision of transportation in the future so, rather than specific recommendations on how to change the current Act, we focused on port authorities as the nexus of the transportation supply chain and asked that this role be recognized and enshrined, and then used to stimulate and improve on Canada’s global situation. By virtue of their role — i.e., bringing together truck, rail and ship — port authorities sit at the centre of the supply chain and have established themselves as honest brokers dealing with the various partners to ensure maximum cargo fluidity.

To back up that assertion, we referenced the World Bank logistics performance index. In 2012, we were in 14th place; in 2014, we had moved to 12th place; but in 2016, we dropped back to 14. Being ranked 14th out of the entire world is pretty good except that the report itself argues that it’s not the absolute number that’s important, it’s the 10th percentile in which you are ranked. By that measure, Canada is actually punching below its weight. We should be among the top 10 of the world’s most logistically efficient countries.

That we improved between 2012 and 2014 is great but that we’ve slipped back is concerning. So, we’re saying let’s develop

INDUSTRY INSIGHT this vision in Canada of being able to vault ourselves to the top 10 and use the discussion of a new vision for transportation in Canada as the rallying cry to bring stakeholders together to see what we can do to get us there. Because it touches on everything — infrastructure, border clearance services, information flow, etc. — our position addresses each of those components which are important to all stakeholders in the transportation supply chain.

BCSN: Let’s look at industry engagement and the ways you collaborate with other sectors.

WZ: First, I have to say it’s been a tremendous pleasure working in this industry because all of the marine associations — Chamber of Shipping of British Columbia, Chamber of Marine Commerce, Shipping Federation of Canada, Canadian Shipowners Association, etc. — have been extremely collegial and collaborative. And I really appreciate that.

We share information as much as possible and we take a ‘no surprises’ approach when presenting positions through open dialogue. We understand that sometimes our views will differ but at least we’re able to have the conversation and understand each other’s point of view so that we can work toward framing positions in a nonharmful way.

Moving beyond that to other supply chain partners, the engagement and collaboration has been great. So much so that we have formed a round table of transportation supply chain partners and have already met with the Governor of the Bank of Canada. It’s a highly collaborative effort that speaks to the success and extent of the relationship between ACPA and other associations.

To a great degree, the transportation sector is invisible. People see the trucks, the ships and the trains, and they certainly hear about the accidents, but there’s a lack of understanding as to the depth and significance of the transportation sector on the economy. Just to be able to tell that story and speak as a collaborative sector is extremely important.

BCSN: And, of course, your conference is just around the corner. Could you provide some details on the agenda?

WZ: Yes! The theme this year is Sea the Superior Way, hosted by the Port of Thunder Bay. As we do every year, the agenda covers general issues for all ports but we also focus on the host region and, in this case, specifically around the economic value and potential of the Great Lakes and St. Lawrence Seaway.

This year, topics up for discussion include looking at trends in Canada's export markets; new developments in maritime innovation; the challenges and opportunities related to energy export consultations; and moving Canada's grain. Speakers are all experts in their fields and we also have great representation from a number of different levels of government so we're expecting a very lively discussion.

BCSN: Wendy, thanks very much. It’s been a pleasure.

BCSN

About Wendy Zatylny

W

endy Zatylny is a seasoned executive who brings more than 25 years’ experience spearheading issues on the federal and provincial-territorial landscapes — including policy development and roll-out, reputation stewardship, issues management and advocacy to advance member interests.

Wendy has represented Canadian issues on the world stage, and led national stakeholder engagement and government relations programs developed in concert with effective media and advertising strategies. Born in Quebec and charged with Canada-wide program initiatives, Wendy brings a bilingual and truly national perspective to the ACPA mandate.

Most recently, Wendy spent seven years at Rx&D, the national association representing Canada's research-based pharmaceutical companies. Previous to joining Rx&D, Wendy spent 15 years directing her own practice, providing communications counsel to federal departments in Ottawa, including Industry Canada and Foreign Affairs. Many of the projects she led were innovative in their own right, including managing the Tele-Health funding program at CANARIE (Canada’s broadband Internet backbone), and overseeing the first-ever webcast of a global leaders’ summit (the 2001 Summit of the Americas).

Outside of the office, Wendy is a proud rugby mom to her 19-year-old son, as well as an avid sailor and competitive ballroom dancer. Active in her community, she is a recipient of the Governor General's Commemorative Medal for the 125th Anniversary of the Confederation of Canada.

About ACPA

T

he Association of Canadian Port Authorities was founded in 1958 and groups together ports and related marine interests into one national association.

ACPA represents all Canadian Port Authorities, various government entities and companies doing business in the marine sector. It is the leading Association for the advocacy and advancement of the Canadian Port Industry. ACPA members contribute significantly to the local, regional and national economy of Canada, responsible for more than 250,000 direct and indirect jobs and handling more than $400 billion worth of goods annually.

To champion Canadian Ports in matters related to government policy, trade, competitiveness and public awareness in order to contribute to sustainable transportation. The Association attains its mission through stakeholder outreach; member engagement and involvement; and leadership.

For more information about ACPA: www.acpa-ports.net September 2016 BC Shipping News 17

HISTORY LESSON 40 years young

The history of the SeaBus

By Lea Edgar Librarian/Archivist, Vancouver Maritime Museum

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

I

n 2017, the SeaBus ferry system will turn 40 years old. The aluminum vessels cross the Burrard Inlet with an average of 16,600 passengers per day, and with a nearly perfect reliability record of 99.99 per cent (2009). Although often overlooked locally, the SeaBus has been a great success for Vancouver’s public transit. They attract thousands of tourists every year and transport many more daily commuters and can even be credited with the opening of the first Starbucks in Canada! How did our reliable little catamaran ferries come to be? This is the history of Vancouver’s famous SeaBus. There were numerous ferries that crossed the inlet before the Lion’s Gate Bridge opened in 1938. After the bridge opened and the popularity of the automobile rose, the ferries slowly started to die off. In the 1960s, the plan was to have a freeway run through downtown Vancouver. North Vancouver proposed having a “third crossing” in the form of a tunnel to cross the inlet and connect to the freeway. Those plans all fell through after much debate and heavy opposition from the public. It was then back to the drawing board. The money North Vancouver raised for the tunnel was instead put back into building a ferry system across the inlet. The SeaBus system was born on June 17, 1977.

The two terminals for the SeaBus are the Lonsdale Quay and Waterfront Station.

Lonsdale Quay was purposely built to support and accommodate the SeaBus terminal in 1989. Waterfront Station, built in 1914 for the CPR, was actually slated to be demolished before it was chosen as the dock for the SeaBus in 1976. Both 18 BC Shipping News September 2016

sites utilize a floating “E”-shaped pier that have a central waiting hall and two waiting areas on either side.

Both the Burrard Beaver and Burrard Otter were built in 1976. They are doubleended catamarans that can travel in both directions without turning around. The project was managed by Charles Spratt, and the North Vancouver terminal is now named after him. The two ferries were designed by Case Existological Laboratories in Victoria. The owner of the company and “father” of the SeaBus is John (Jack) Case, a Seattle marine engineer and naval architect. The vessels were constructed locally by Yarrow Shipyards in Victoria. The two vessels are virtually identical as they were constructed using the same plans. There was a naming contest for the new system and Mr. John Gough of North Vancouver came up with the winning name: SeaBus. The vessels themselves were named after two historic Hudson’s Bay ships: the SS Beaver and the SS Otter.

The fare system for the SeaBus has also changed over the years. The SeaBus was the first transit system in Vancouver to use automated fare machines. The two terminals on each side of the inlet printed an impression of rider’s coins onto a receipt, which could be quite long depending on which coins one used to pay. The fare in 1977 was 35 cents.

This, of course, changed as the system changed, and now the SeaBus uses the same Compass Card payment as the rest of the Translink system.

Burrard Pacific Breeze was the first new vessel to join the system in 2009.

The vessel was designed by BMT Fleet

Technology and brought on board to help support the system during the 2010 Olympics when all three vessels were in operation. The Pacific Breeze’s two hulls were built in North Vancouver by ABD; the wheelhouse and HVAC compartment were built at the Victoria Shipyards.

The vessel was named in 2008 using a public “name the SeaBus” competition.

Robert Waldman created the name to reflect Canada’s Pacific province and the weather often experienced here.

In 2012, Translink announced that a fourth vessel would be built by Damen Group of the Netherlands. With the new vessel, the Burrard Beaver will become the spare ferry and the Burrard Otter will retire. Built in Singapore, the Burrard Otter II was the first SeaBus built outside of British Columbia. She made her maiden voyage on December 1, 2014. The Burrard Otter II was designed by local marine architect Robert Allan Ltd. and it is more fuel efficient than the older vessels, which saves on operating costs and reduces its impact on the environment.

The two newest SeaBus vessels have not come without complaints from the public. Riders have been complaining that the air conditioning systems are not as effective as the older vessels and can get quite hot in the summer months.

The Burrard Pacific Breeze also had complaints that the seats were uncomfortable and flimsy, and that the windows are too high to see out of while seated.

Some of the biggest complaints with the design of the Pacific Breeze were luckily improved with the new Burrard Otter II. It has more durable and harder seats and lower, bigger windows. Also, the interior

VANCOUVER MARITIME MUSEUM

Burrard Otter and Burrard Beaver (originally with a bright orange livery) circa 1977. LM2016.999.005.

Burrard Otter with new livery colours during Expo 86. LM2016.999.004.

configuration allows for much more room than the three previous vessels.

Originally, Translink planned on maintaining the three-vessel service offered during the 2010 Olympics by updating the Beaver and the Otter. However, due to lack of funding, they announced that only one vessel would be overhauled and the other would be retired. When the Olympics came to a close, Translink again announced that there were going to keep all three vessels and hope funding for a three-vessel service would come down the line. Nevertheless, the two-vessel service has remained with the Burrard Beaver acting as a spare. Recently, federal funding has been promised for a third SeaBus, so let’s hope that we may be seeing another new vessel in the near future.

Promises of another vessel are not the only changes coming for the SeaBus. The terminals on both sides, which have remained

largely untouched since opening, are finally getting an upgrade. The envelope of the North Vancouver terminal, which includes the roof and walls, as well as the administration building, will get a facelift.

Unfortunately, there are no current plans to upgrade the interior of the terminals. Construction is due to be complete in 2018.

The SeaBus ferry system has been a largely unacknowledged success. Quietly running to and fro across the inlet, these little ferries have made a vast impact on transportation in Vancouver.

Although calls for a third crossing are still made seemingly every year, these little commuter ferries with their innovative and effective design have done their part in reducing the impact of cars on our city and deserve our appreciation as they approach their 40th anniversary in the coming year.

Lea Edgar can be contacted at archives@vancouvermaritimemuseum.com.

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(604) 943-4399 / john@johnhorton.ca / www.johnhorton.ca September 2016 BC Shipping News 19

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PORTS

B.C. ports brave the future despite economic doldrums

By Ray Dykes

D

Photo by Dave Roels, www.daveroels.com

iversification and sustainability frequent port headlines these days as ports of all sizes struggle to keep ahead and meet future growth demands. It can be a balancing act no matter what the size of the British Columbia port, with the biggest issue for some being seen as the need for cargo diversification to build resiliency in the face of market volatility.

There’s a continued fervour to expand terminal capacities and open them to new cargoes. Typical of this is in the Port of Prince Rupert where its expanding Fairview Container Terminal will start moving its first refrigerated containers carrying Canadian-produced foodstuffs to Asian markets in September.

The ports in the province have enthusiastically embraced the fortunes of the liquefied natural gas (LNG) market, but despite Provincial Government encouragement, there hasn’t yet been a project to export the first tonne.

Even the best laid plans sometimes disappoint. When Canpotex made the business decision in June to walk away from its plan to build a potash export terminal in the Port of Prince Rupert, despite being a major player in the development of necessary back up lands into a new road and rail corridor on Ridley Island, there were no doubt some gasps of disbelief.

While supporting Canpotex’s decision based on market reasons, Prince Rupert Port’s Manager of Corporate Communications, Michael Gurney, said the authority was disappointed just the same. He said the Canpotex decision was seen as a “stark example of the ongoing challenge we face here at the port working with proponents and developers from various industries investing millions of

It sounds like a never-ending challenge for all of B.C.’s ports in global markets and economies that can be fickle to say the least. dollars and years of effort in an attempt to get to a final investment decision and build trade enabling infrastructure, while at the same time commodity markets, exchange rates, environmental activism and political pressures are in a continuous state of change.”

It sounds like a never-ending challenge for all of B.C.’s ports in global markets and economies that can be fickle to say the least. Here’s how the major ports have fared over the past year or so.

Prince Rupert

Even when Canada’s economy struggles, the Port of Prince Rupert seems to do well. The Prince Rupert Port Authority (PRPA) weathered the storm of an unsettled 2015 by stressing its advantages — proximity to Asia compared to the rest of the West Coast of North America; short rail transit times to Midwest distribution centres such as Chicago; a deep and accessible harbour; and a determination not to let setbacks mire them down. Case in point, the recent decision by Canpotex to not proceed with a long-planned export terminal, citing sufficient port access and terminal capacity in Vancouver, Saint John and Portland, Oregon.

The PRPA seems happy just to have that new facility available to other intermodal and bulk facilities as it also presents opportunities for expansion.

As it was, 2015 was the fourth best year on record for the northern B.C. port with

19.6 million tonnes handled compared to 20.6 mt in 2014, a drop of five per cent.

However, a 26 per cent surge in container volumes softened the decline at 776,412 TEUs (20-foot-equivalent units), solidifying the port’s status “as one of North America’s fastest-growing intermodal terminals,” according to President & CEO Don Krusel.

The northern expansion of the Fairview Container Terminal continues and should be completed in the Third Quarter of 2017. Further expansion to the south could happen if operators DP World and the port see the market value.

Wood pellets through the new Westview Terminal have been a huge success, reaching 734,598 tonnes in 2015, following an opening effort on 511,742 tonnes in 2014. The terminal shipped a world record single-loading shipment of 60,000 tonnes of the biofuel export in June, 2015, to Immingham, U.K. Grain was down three per cent in 2015 over 2014 at 6.3 million tonnes (compared to 6.5 mt). Raw log exports were up 24 per cent, but once again coal and petroleum coke shipments through the dedicated bulk facility Ridley Terminals Inc. were under pressure, dropping 38 per cent in 2015 to 4.4 million tonnes.

Year-to-date through the end of May versus one year earlier saw total port-wide tonnes drop a further three per cent to 7.9 million tonnes. Grain was up 12 per cent to 2.8 million tonnes through May. September 2016 BC Shipping News 21

PORTS radar system, which should be operational at the peak of Mount Hays on Dundas Island within the next couple of months.

Photo courtesy Prince Rupert Port Authority

Victoria

Progress being made on the expansion of Prince Rupert's Fairview Terminal.

With contributing mines closed, Ridley saw metallurgical coal drop 94 per cent through May with only 60,177 tonnes shipped.

The Federal Government has gone all quiet on earlier attempts to sell the coal export terminal. In fact, the silence is overwhelming, but it doesn’t mean Ridley Terminals is slumbering. Ridley has partnered with AltaGas Ltd. to build a new propane export facility on a site subleased from the coal terminal.

The project is in a public comment stage through mid-August as part of its Environmental Evaluation Document (EED). Designed initially for propane, the project will also have the capability to handle butane in the future. Throughput for propane is set at 1.2 million tonnes a year using existing CN Rail track and loading about 20 to 30 Very Large Gas Carriers a year.

Meanwhile, there is still hope Prince Rupert will launch B.C.’s first LNG facility. “From a regulatory perspective, Pacific Northwest LNG is the closest,” says 22 BC Shipping News September 2016

Michael Gurney, Manager of Corporate Communications for the PRPA. “A federal decision on the environmental assessment is due to be made by Cabinet early this autumn.” The company continues to be “very active in the community” and Gurney says the engineering design work for the proposed terminal is ongoing.

On the safety front, the port has installed new navigation systems in the harbour, particularly at the mouth of the Fairview Channel. A shore-based radar project is progressing towards completion after the arrival of several tonnes of equipment last spring. The Kaien Island Sector Light is the second major navigational safety enhancement funded by the port and provides mariners with a visual aid to identify the centre of a safe, deepwater navigational channel for transiting vessels.

Gurney says the response to the newlyinstalled sector light at the harbour entrance has been well received by the BC Coast Pilots. The Canadian Coast Guard is busy installing the new shore-based

With cruise ship calls holding at a record 227 large vessels, Greater Victoria Harbour Authority CEO Ian Robertson has every reason to have passengers on his mind. That’s 536,105 passengers and another 200,000 crew who ventured ashore during the 2015 cruise months and about the same number of ships and slightly more passengers this year with the Holland America Line’s Westerdam not winding up the season until October 17.

Cruise ships are about 60 per cent of all GVHA revenues and their healthy future seems assured, but Robertson and his team are even trying to promote Victoria as a home port in its own right — there’s been recent interest at marine conferences, but nothing firm yet.

Not content with Victoria already being the busiest cruise ship port-of-call in Canada and reputedly the highestranked cruise stop in all of the West Coast of North America, the GVHA is broadening further.

The port is pushing development under its lease of the old Steamship Terminal and is encouraging a new foot ferry service between the capital and Vancouver.

Two companies are interested: Clipper Navigation plans to start its service next year; and Riverside Marine has a new vessel now being outfitted at Point Hope Shipyard for an eco-ferry experience.

Robertson says the new passenger ferry services are exciting. They will be adjacent to Belleville Terminal where the MV Coho vehicle ferry and existing Clipper services continue to offer service to the U.S. Not part of the GVHA responsibility but owned by the Province, the users of Belleville are seeking an upgrade to rebuild the existing dock and improve passenger handling facilities in a phased program.

The future will also hold other major developments, such as that proposed under the much-studied Ogden Point Master Plan which looks to make better use of the three cruise berths and surrounding lands.

“We are rounding the clubhouse bend as they say, but it’s not going to be a sprint just yet,” says Robertson. Under

PORTS

Nanaimo

When dimensional lumber exports are languishing then so does the Port of Nanaimo and that has been the case in the first half of 2016. Nanaimo Port Authority President & CEO Bernie Dumas says the first six months have been “a little disappointing” with dimension lumber down a hefty 70 per cent over the same half year in 2015.

“This lumber has been our mainstay for the longest of times,” Dumas adds, “but, it seems the lumber manufacturers are having a challenge with Asia, mainly China.”

There is some light at the end of the tunnel with log exports up 90 per cent in the same half year. Momentum is also building on the newly-fledged short sea shipping container business with barge operations through Duke Point doing well.

More lumber is being shipped in containers than by break bulk and the port has also handled some scrap steel. Yacht transloads have added to the activity.

Not that Dumas is complaining much as overall shipments through the first half of this year for NPA terminal facilities were up 61 per cent at 821,250 tonnes.

Figures from the Harmac Pulp Mill are added to that.

Looking back on 2015, shipments to and from Nanaimo totalled 4.86 million tonnes, up more than 750,000 tonnes

Photo credit: Arrowsmith Aerial Photography

the plan, about 85 per cent of the lands will remain light marine or marine industrial but the aim is to rezone the other lands to allow for the introduction of retail and commercial uses. It is likely to be the early spring of 2017 before the rezoning request to the City of Victoria is submitted to transform the existing asphalt parking lot into a First Nations Cultural Village, along with other retail and office uses associated with a working harbour.

Full development will remain flexible and could take as long as 30 years.

Meanwhile, the GVHA is seeking federal funding under the Canada 150 Program to give the Inner Causeway a spruce up for the commemorative 150th birthday party next year. There’s also a Master Plan for Inner Harbour development, and this is Year One of a three-year project to get some upgrade work done.

Raw log exports are up 90 per cent in the first half of 2016 in Nanaimo.

over 2014 and representing a steady trend upward in recent years, something that is already being called “a new era of Island commerce and growth for both imports and exports.”

Ideally, facility operator DP World and the NPA would like to attract more work for the near new Liebherr 500 mobile harbour crane, which has now been in operation for a year at Duke Point. As the

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September 2016 BC Shipping News 23

PORTS

Photo: BC Shipping News

Crofton, servicing Catalyst Pulp & Paper Mill, is an important trade link for the Island.

largest equipment on Vancouver Island, it has quickly become well known.

More dock and dolphin work could see the major deep-sea berth at Duke Point able to handle 4,500 TEU container ships, perhaps by next year, and long-term plans see it expanded to become a twin berth within 10 years.

Meanwhile, efforts to revive another foot-passenger ferry between Nanaimo and downtown Vancouver continue.

Three would-be operators responded to an Expression of Interest called last June — Island Ferry Services Ltd., Clipper

Navigation and Riverside Marine (V2V Vacations). The successful operator should be announced by October.

In another project, the port authority has partnered with Xanatos Marine of North Vancouver in a customized security, safety and vessel monitoring system — an advance which the partners are keen to sell to other ports in Canada, the Canadian Coast Guard and to Transport Canada.

There’s also a plan to expand the existing downtown marina over five years in an $11-million project which would see

the facility given a 40 per cent size boost and allow larger yachts to call.

Crofton

Not a port in a true sense, but certainly an important trade link, Crofton has three deep-sea docks and a barge facility serving the Catalyst Pulp & Paper Mill. In 2015, the two docks used by the mill shipped 320,000 tonnes, mainly pulp, but there were two smaller paper shipments.

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PORTS

Port Alberni

Described by some as a “busy little port,” this Vancouver Island facility has big aspirations. PATH — the $1.63 billion Port Alberni Transhipment Hub — is still the compelling project for the future, although it has yet to win Building Canada Fund monies.

“We remain optimistic that we will achieve the necessary political and capital support,” says David McCormick, Director of Public Relations and Business Development for the PAPA. One major project that could affect the port and its future is the Huu-ay-aht First Nation and its agreement with Steelhead

Described by some as a “busy little port,” this Vancouver Island facility has big aspirations ... the $1.63 billion Port Alberni Transhipment Hub is still the compelling project...

Photo courtesy Port Alberni Port Authority

thanks to planned and unplanned maintenance at Crofton.

Catalyst’s Director, Distribution & Order Fulfillment, Gerry Rolufs, says the second half of 2016 should see barge volumes remain at similar levels to last year, but the goal is to ship higher break bulk volumes by year’s end.

A third deep-sea dock is currently being leased by Timber West — Canada’s largest private timber company — to load raw logs at a rate of about three ships per month.

Lumber, logs, fish and other miscellaneous cargo make up the bulk of Port Alberni Port Authority's business.

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September 2016 BC Shipping News 25

PORTS One of the big movers on Vancouver Island continues to be one of the least well known, yet it shipped over 3.0 million tonnes of aggregate in 2015...

LNG for a new facility on Sarita Bay outside port boundaries. The First Nation has signed a $30-million contract with engineering firm Worley Parsons for environmental and geotechnical assessments and design work. If the project goes ahead, the Steelhead LNG plant will be capable of liquefying and shipping 24 million tonnes of LNG annually.

Total port throughput has been declining after a record 1.8 million tonnes in 2013, dropping to 1.6 million tonnes in 2015. Lumber, logs, some fish and other miscellaneous cargo make up the total with the once mainstay of pulp and paper gone years ago. Year-to-date figures through the end of June show a further decline at 768,627 tonnes in 2016 compared to 897,605 tonnes in the same period a year earlier.

Port Alberni has gained a seaplane service to Vancouver Airport through Pacific Seaplanes which could also grow to serve Vancouver Harbour in the future.

With three deep-sea docks available and four storage facilities, the port is currently seeking a tenant for the final warehouse as the other three are on long-term leases to serve factory fishing vessels, a biotech company and Canadian Alberni Engineering.

Recently, the official opening was held for Tyee Landing, the culminating project in the Fishermen’s Harbour Improvement Initiative. The project includes a service float; a future commercial marine fuel dock; and boasts a $300,000 City of Port Alberni yellow cedar boardwalk on the edge of harbour land.

The port and the city are also working together on the Clutesi Haven Marina to create a destination attraction at the site.

Port McNeill

One of the big movers on Vancouver Island continues to be one of the least well known, yet it shipped over 3.0 million tonnes of aggregate in 2015, being surpassed by only Nanaimo for overall throughput volume.

The news just seems to be getting better and better as, at the half year in 2016, Orca Sand & Gravel had shipped 1.46 million tonnes, an increase of six per cent over the same period in 2015.

With receiving facilities in Richmond, B.C. and Long Beach, California, the parent company of the Port McNeill dock and shiploading equipment — Polaris Materials Corporation — also ships to San Francisco as U.S. construction industry fortunes continue to improve. “Our business is strong and pricing is improving in the market,” Ken Palko, Vice President of Operations at Orca Sand.

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PORTS Polaris is looking closely at a new type of Black Bear Creek hard rock basalt gravel product from its quarry which, while it is a similar geologic material to the aggregate now shipped, would give the company better product control. Palko says the company is seeking agreements with the local First Nations and governments to use the supplementary source of rock.

However, even with improving markets and other developments, Polaris is not prepared to set up an aggregate plant in Port Alberni as yet, although it hasn’t retired the idea completely.

Stewart

A port without full status in the true sense, the Port of Stewart is, in essence, made up of two parts, or three if the District of Stewart’s role is included.

Predominant these days is Stewart World Port (SWP), which now has its 230-metre dock up and running, handling break bulk and drawing quite a bit of interest. The expanding terminal facility has had an “excellent year,” says Brad Moffat, Chief Development Officer.

Cargoes in the first year have included 300 wind turbine pieces and 100 process units for the Redwater bitumen refinery project in Sturgeon near Edmonton.

So far in 2016, 10 ships have called at the SWP dock and Moffat says there is continuing interest in break bulk cargoes and a new awakening in the prospect of forestry products using the facility for shipments of logs and wood chips.

“We are still awaiting a turnaround in the mining sector and we are designed and ready,” adds Moffat.

The facility has yet to sign an anchor tenant but there is still interest “once we are out of the bear market.” As for jobs, Moffat says there are from five to 20 fulltime positions depending on need and he expects that to rise.

The other major player in town is Stewart Bulk Terminals, which is amid permitting for an expansion to enable it to better handle zinc and copper concentrates from northern mines once mining industry fortunes improve.

Kitimat

Like most of B.C.’s regions, much stock has been put in awaiting startup of a liquefied natural gas project. Kitimat is

no different; in fact it has had more LNG projects on the books than any other area, albeit, not one is yet going ahead.

District of Kitimat Mayor Phil Germuth, in office for about a year now, knows what it is like to have billions of dollars of potential projects on the books, but these days, he knows more about such words as “postponed, delayed, or even cancelled.”

“No, nothing is going ahead yet, all the LNG projects are in the same boat,” he adds with a nod towards current depressed market conditions.

All is not lost, however, and the Kitimat Clean Refinery has submitted a project 20150813-GillespieMunro-HalfPage-65yrs.pdf

1

2015-10-07

description to both the Provincial and Federal Governments and is heading toward an environmental assessment.

And there are still “a lot of proponents looking at Kitimat,” the Mayor reassures.

“It remains the best location in North America for an LNG project and projects will go ahead,” he adds. The major shipper out of the three private deep-sea docks in Kitimat remains Rio Tinto Alcan.

Vancouver

For years, running the Port of Vancouver has all come down to balance. It may have been “the port that bulk built” as some like to remind, but these days,

12:52 PM

A RESPECTED NAME IN INTERNATIONAL FREIGHT FORWARDING FOR OVER 65 YEARS

UN NOM RESPECTÉ DEPUIS 65 ANS DANS L’EXPÉDITION INTERNATIONALE

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MONTREAL Tel (514) 871-1033 Toll Free 1-800-501-1770

TORONTO Tel (905) 362-5500 Toll Free 1-800-501-1780

VANCOUVER Tel (604) 637-1043 Toll Free 1-877-501-1790

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Marine & Cargo Surveyors & Inspectors

Dry/Liquid Bulk/Containers l Ultrasonic Tightness Testing l Investigators & Expert Witness P&I Clubs H&M l Pre-Purchase l Superintendency l On/Off Hire Condition & Bunker

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Main commodities handled:

Vegetable Oils & Fats l Grain, Oilseeds, Lentils, Peas, Meal & Meal Pellets Concentrates, Sulphur & Fertilizers/Potash l Steel Cargoes, Pulp, Paper, Lumber & Logs Project Cargoes, Heavy Lifts & Yachts

Analytical testing, research & development on:

Vegetable Oils & Fats, Grains, Feed Pellets, Oil Seeds, Herbicides & Pesticides, Biodiesel, Chemicals & Petroleum Products

IMS offers a full range of cargo and ship surveying, as well as consultancy and testing services.

GAFT Certified Lab and Superintendent. FOFSA Analyst L1, FOSFA member Supertintendents, COPA Referee Laboratory, and IICL Certified Container Inspectors

Captain Jostein Hoddevik, MNI, President Dr. Tatiana L. Hoddevik, VP & Head of Laboratory

www.ims-van.com September 2016 BC Shipping News 27

PORTS as the most diversified port in North America (and Canada’s busiest by far), it has many irons in the fire.

For example, Canadian agri products continue to be in high demand globally, especially lentils, peas and beans (pulses).

“This has been a strong growth sector and looks to continue,” says Katherine Bamford, Director, Trade Development for the Port of Vancouver.

In 2015, the Port of Vancouver held steady at 138 million tonnes (there’s no busier West Coast port in all of North America), although the year-to-date through May 2016 was down 4.6 per cent at 55.5 million tonnes.

With 27 terminals, it is no wonder that almost 20 per cent of Canada’s total trade passes through the port. China is easily the biggest trading partner at 30.1 per cent of all cargoes, followed by Japan at 15.3 per cent and South Korea rounding out the top three at 13.1 per cent.

Worry signs so far this year include the troubled Canadian economy and weaker dollar as consumers change their purchasing patterns.

Bamford notes that on the container side, “we have seen a shift back to U.S. ports for some cargo that was diverted to Vancouver in the first half of last year due to labour concerns on the U.S. West Coast.”

But, the port still faces a future many other world ports would be only too glad to have. And Vancouver is being proactive as a port as it is expected to run out of container capacity by the early 2020s, even with the extra capacity now being added at local terminals and at Prince Rupert in the north.

This is where the proposed new container terminal Roberts Bank Terminal 2 will help meet growing demand. The project is currently undergoing an environmental assessment by the Canadian Environmental Assessment Agency.

Not one to sit back, the Port of Vancouver has a vision to become “the world’s most sustainable port.” Bamford admits “there is a lot of work ahead to realize our vision.”

President & CEO of the Port of Vancouver, Robin Silvester, says sustainability for the port is “economic prosperity

through trade, a healthy environment, and thriving communities.”

Moving forward in an orderly way may be desired but Silvester is not afraid to speak out on “something that is threatening our communities — the lack of regional and management planning.” He notes a “dwindling supply of land suitable for trade” and says there’s only enough for another decade.

“We are already seeing distribution centres beginning to locate outside the Lower Mainland, especially around Calgary.”

Goods are shipped by rail to Alberta where they are sorted and then trucked back to Lower Mainland stores.

“This inefficiency will make us less competitive as a port, increase air emissions from trucks and result in higher prices for consumers,” Silvester warns.

“Even more concerning,” he adds, “we are also seeing some B.C. distribution activity now moving south of the border.”

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

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Forestry – woodpulp, lumber Steel – rail, pipeline, construction Project – equipment, yachts Bags – wood pellets, fertilizer Stevedoring services available upon request

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28 BC Shipping News September 2016

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

MED A3 - Small Non-Pleasure Vessel Basic Safety - 1 Day

This is the minimum basic personal safety training for persons working as crew members of a fishing or small commercial vessel not greater than 24 meters or operating more than 25 miles offshore.

MED A1/A2 - Basic Safety and Small Passenger Vessel Safety - 4 Days

MED A1 covers emergency response skills, while MED A2 adds passenger care for small vessels less than 24 meters. Any person operating a small vessel carrying passengers must complete the MED A2.

Attendance for 100% of the course is mandatory to obtain the certificate.

MED STCW BASIC SAFETY TRAINING - 6 DAYS

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

Prerequisites: Marine First Aid (Basic or Advanced). Valid Seafarer’s Medical (optional), signed WMI waiver form. At least 16 years old.

MED STCW BASIC SAFETY TRAINING REFRESHER - 2 DAYS

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

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

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

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

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

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

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

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

MED STCW ADVANCED FIREFIGHTING - 5 DAYS

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

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

MED STCW ADVANCED FIREFIGHTING REFRESHER - 2 DAYS

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

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

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

MED D SENIOR OFFICERS - 2 DAYS

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

THIS COURSE IS REQUIRED FOR:

• Master 500 GT, Domestic

COLD WATER SURVIVAL - 1 DAY

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

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

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

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

Prerequisites: 15 years of age.

RESTRICTED OPERATOR CERTIFICATE – MARITIME (ROC-M) - 1 DAY

This course is required for personnel operating a VHF equipped vessel in sheltered waters and Near Coastal Two.

GENERAL OPERATOR CERTIFICATE (GOC) UPGRADE - 1 DAY

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

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

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

SIMULATED ELECTRONIC NAVIGATION LIMITED (SEN L) - 4 DAYS

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

MARINE BASIC FIRST AID - 2 DAYS

photo courtesy: Seaspan

photo courtesy Seaspan

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

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

MARINE ADVANCED FIRST AID - 5 DAYS

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

CERTIFICATE OF COMPETENCY COURSES

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

BRIDGE WATCH RATING - 37 DAYS

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

CHARTWORK & PILOTAGE LEVEL 1 - 11 DAYS

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

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

CHARTWORK & PILOTAGE LEVEL 2 - 22 DAYS

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

THIS COURSE IS REQUIRED FOR: • • • • •

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

CARGO LEVEL 2 - 15 DAYS

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

This course is required for:

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

COMMUNICATIONS LEVEL 1 - 2 DAYS

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

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

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

COMMUNICATIONS LEVEL 2 - 1 DAY

GENERAL SHIP KNOWLEDGE LEVEL 3 - 15 DAYS

The course is required for:

This course is required for:

Students gain the knowledge needed to send and receive Morse code by flashing light.

Applicable English language and Standard Marine Navigational Vocabulary are also covered.

• • • • • • • •

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

• • • • •

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

METEOROLOGY LEVEL 1 - 11 DAYS

ENGINEERING KNOWLEDGE LEVEL 1 - 10 DAYS

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

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

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

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

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

This course required for:

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

NAVIGATION SAFETY LEVEL 1 - 5 DAYS

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

This course is required for:

ENGINE ROOM RATING - 30 DAYS

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

GENERAL SHIP KNOWLEDGE LEVEL 1 UPGRADE - 11 DAYS

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

This course is required for: • Fishing Master 3

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

NAVIGATION SAFETY LEVEL 1 + ORALS PREP - 7 DAYS

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

This course required for: • • • • • •

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

PASSENGER SAFETY MANAGEMENT - 2 DAYS

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

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SHIP CONSTRUCTION & STABILITY LEVEL 1 - 10 DAYS

SHIP SECURITY OFFICER - 3 DAYS

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

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

This course is required: • Fishing Master 4

VESSEL PERSONNEL WITH SECURITY RESPONSIBILITIES - 2 DAYS

SHIP CONSTRUCTION & STABILITY LEVEL 2 - 15 DAYS

Students will acquire knowledge related to undertaking the duties and responsibilities of seafarers who have security responsibilities onboard a ship as outlined in the International Ship and Port Facilities Security Code and the Canadian Maritime Transportation Security Responsibilities.

This will include the ability to follow the ship’s security plan, recognize security risks and threats, perform regular security inspections of the ship, and coordinate with the various security bodies in different countries.

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

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

This course is required for: • Fishing Master 3

SHIP CONSTRUCTION & STABILITY LEVEL 3 - 20 DAYS

VESSEL PERSONNEL WITHOUT SECURITY RESPONSIBILITIES - 1 DAY

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

This course trains seafarers who do not have security responsibilities to be able to identify, deter, and lessen security threats by being alert to such threats and reporting them to the appropriate personnel onboard.

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

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

SHIP CONSTRUCTION & STABILITY LEVEL 4 - 34 DAYS

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

Students acquire in-depth knowledge and application of stability, trim and stress tables, diagrams and stress calculating equipment with the aim of maintaining the seaworthiness of a vessel.

Students also gain an understanding of actions needed to prevent and deal with the loss of intact buoyancy.

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

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

SHIP MANAGEMENT LEVEL 2 - 11 DAYS

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

This course is required for:

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

TR AN SP OR T CA NA

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

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

SMALL VESSEL COURSES SMALL VESSEL OPERATOR PROFICIENCY (SVOP) - 4 DAYS The SVOP provides basic theoretic knowledge to those with specified practical skills and experience in small commercial power-driven vessels less than 5 gross tonnage or fishing vessels less than 15 gross tonnage. In addition to SVOPC, a vessel operator must also hold valid MED, ROC and Marine Basic First Aid certificates.

SMALL VESSEL MACHINERY OPERATOR (SVMO) - 8 DAYS

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

DA AP PR OV ED !

AUTO IMPORTS

Auto logistics driving port activity

By Darryl Anderson, Managing Director, Wave Point Consulting and James Frost, President, MariNova Consulting

H

alifax and Vancouver are epicentres of import vehicle logistics activity and rely on a highly effective short line, and transcontinental rail network to serve the Canadian market. Car carriers, marine terminal operators, railways and auto transloading facilities are adapting to changing production and distribution patterns. While the automobile market in North America has ticked upward since the depths of the 2008 recession, Vancouver witnessed a decline in light vehicle traffic levels. In comparison, Halifax has experienced robust growth. This article explores the winds of change that are buffeting the finished vehicle logistics industry that drives port activity.

Shipper and car carrier relationships

Market gyrations, changes in freight rates and service levels can strain shipper-carrier relationships. On July 19, 2016, the shipping world was rocked when the United States Department of Justice announced that Wallenius Wilhelmsen Logistics (WWL) had become the fourth car carrier confirmed to have been involved in price-fixing on international transport services between 2000 and 2009.

WWL pleaded guilty and agreed to pay a penalty of $98.9m for its involvement and that of its sister company, Eukor Car Carriers, in the conspiracy to fix prices on car carrier routes from the port of Baltimore, the largest port vehicle logistics complex in North America.

The probe of some large car carriers started in 2012. Three big Japanese lines (NYK, MOL, and K-Line) were visited by authorities from the Japanese Fair Trade Commission. Competition authorities in Japan, the U.S., Canada and Europe, soon launched a co-ordinated antitrust investigation against car carrier companies.

By the summer of 2013, two class-action civil claims had been filed in British Columbia and Ontario against NYK, Mitsui O.S.K., K-Line, Wallenius Wilhelmsen, Toyofuji Shipping, Nissan Motor Car Carrier, World Logistics Services and Compania Sud Americana De Vapores.

While the class actions suits in Canada have not been settled, other car carrier service providers have been fined in the United States. NYK Line paid out $59.4m in January 2015; K-Line agreed in September 2014 to plead guilty and pay $67.7m, and Chile’s CSAV accepted a fine of $8.9m in February 2014. Also, Mitsui OSK Lines (MOL) is reported to have paid a fine in August 2015.

Pure car carriers (PCCs) and pure car/truck carriers (PCTCs) transport most new cars. Ever since the early 1960s, the number of shipping lines has been concentrated in a relatively small number of Asian and European shipping lines. Examining the flow of vehicles through the ports of Halifax and Vancouver provides a lens into which comparisons and contrasts can be made of the different commercial practices that may have contributed to anti-competitive behaviour.

Car carriers, marine terminal operators, railways and auto transloading facilities are adapting to changing production and distribution patterns.

At the start of July 2014, the top PCC & PCTC owner fleets capacity included Japanese lines Nippon Yusen Kaisha, Mitisui O.S.K. Lines, K-line, Shoei Kisen K.K., Toyofuji Shipping, and Fukunaga Kaiun; Korean lines Cido Shipping, Eukor Car Carrier, Hyundai Glovis; Norwegian lines Leif Hoeg & Co., Wallenius Lines AB, WWW Holding, NOCC, Gram P.D.; U.K. lines Ray Shipping and Zodiac Maritime Agency; and the German line F. Laeisz.

Researcher Peter Hall and Daniel Olivier in their 2005 Maritime Policy Management article, ‘Inter-firm relationships and shipping services: the case of car carriers and automobile importers to the United States,” revealed that four commercial options are available for the carriage of automobiles by ship: (1) market-based ‘tramp’ services chartered for a particular shipment; (2) quasi-market ‘liner’ services where the shipping line provides a regularly scheduled service; (3) network-based consignment guarantee arrangements, where the automobile importer and shipping line are involved in some longer-term agreement; and (4) ‘hierarchies’ or vertically integrated ‘house lines’ where the vehicle importer operates its own shipping line.

Liner consignment guarantee arrangements and house lines are commonly found in the industry. As a result, the carrier makes a vessel available on a regular and exclusive basis for a particular automobile manufacturer. Consignment guarantee arrangements (CGA) are especially common on the trans-Pacific routes.

Innovation in Harbour Towage

604. 582.5110

www.samsontugboats.com Photo credit: Dave Roels

September 2016 BC Shipping News 33

AUTO IMPORTS European importers that use ports such as Halifax have tended to use more transient market-based type shipping methods or quasi-market liner service. Vehicles are carried by lines that have historically not shared the same close relationship with automobile manufacturers as the Asian lines.

Peter V. Hall, professor at Simon Fraser University, observed that the macro-trends set the global context carrier collusion.

He stated that “it is not surprising given what we know about the trade. A small number of shippers with historically close, but weakening, ties to a limited number of carriers; stressful market conditions post 2008; and hence there were intense pressures for further vertical and horizontal consolidations among carriers (with WWL being a leader in this regard).”

At a minimum, an automobile importer requires on-terminal ‘surge space’ during discharge operations and space to handle inspections and customs clearance.

However, depending on how the outward distribution of imports is organized, the importer may also require space on or near the terminal for additional processing operations, such as fitting accessories, modifying vehicles for the local market, storage, minor repairs, quality inspection and so on.

An automobile importer may conduct these activities in-house or contract with a third party to provide these services. For example, Honda typically performs only the minimum processing at the port of entry. In contrast, Toyota’s port-processing facilities remain primary nodes within the entire distribution system of the firm.

Marine auto terminals trends

Halifax

Two trends within the automobile import trade are driving port activity levels. The emergence of a small number of niche ports that specialize in handling vehicles and perhaps a few other commodities. Another trend is whereby manufacturers have tended to concentrate the bulk of their operation in fewer ports, although some ports, such as Halifax and to some extent Vancouver, have found it possible to accommodate several manufacturers.

While all car importers require access to at least some terminal space, there are several variations in logistics functions and in the policy response of port authorities to the demand for terminal space.

Autoport is a subsidiary of Canadian National Railway that provides warehousing, distribution and vehicle preparation services across 19 locations in North America. The Eastern Passage Autoport occupies a 100-acre site (with a 262-metre dock) that accommodates the largest auto carriers afloat and can store about 13,500 vehicles. The terminal’s rail siding was expanded in 2013 and can accommodate 47 rail cars. Annual volume is about 225,000 units, including vehicles.

Autoport employs about 287 people, including skilled technicians, vehicle handlers, rail loaders and off-loaders, supervisory and administrative staff. A 5,574-square-metre service building is used to perform value-added and inspection services.

Vehicle imports move to markets, including Vancouver, inland by CN Rail and to the Maritimes (Nova Scotia, PEI, New Brunswick) by truck. Oceanex’s weekly short sea service from Halifax delivers vehicles to St. John’s, while some other units move via Marine Atlantic’s ferries between North Sydney and Portaux-Basques. Some autos are also shipped via Oceanex’s Montreal/St. John’s service, on the new Oceanex Connaigra.

The issue of rail velocity of auto imports can be a problem from time to time given North American winters. Yet Mark Hallman, CN Director, Communications and Public Affairs, stated, “CN Autoport’s efficient operations and value-added services at Eastern Passage in Dartmouth have become very attractive to importers of vehicles destined for markets in Canada, as well as shippers of North American produced vehicles to Canadian Atlantic markets. This success is directly attributable to CN’s drive to increase supply chain collaboration across all of its business segments.”

Autoport, located on the eastern shore of Halifax Harbour in Eastern Passage, has been in business since 1971. Its business model was initially predicated on the westbound shipment of European imports, including Volkswagen Beetles, British Leyland (Austin Mini, MG, Triumph), Renault, Saab, and Fiat, amongst others, which were being imported into Canada.

They were balanced eastbound with domestic autos for the local Atlantic Region marketplace. Today, Autoport handles most European autos imported into Canada, as well as some North American and Japanese vehicles destined for the Newfoundland and Labrador markets.

Photo credit: Vision Air Service

Vancouver

Autoport, located on the eastern shore of Halifax Harbour.

34 BC Shipping News September 2016

Vancouver receives nearly 100 per cent of all Asian-manufactured imports destined for the Canadian market. Katherine Bamford, Director, Trade Development for the Vancouver Fraser Port Authority stated, “Many of the world’s top vehicle manufacturers have shipped through auto terminals at the Port of Vancouver for years, reflecting Vancouver’s supply chain reliability. We continue to invest

AUTO IMPORTS Photo credit: Vancouver Fraser Port Authority

with industry and funding partners in Gateway infrastructure to sustainably support the movement of goods across our many business sectors. This unique collaborative model ensures economic prosperity through trade, while also considering communities and the environment.”

The Port of Vancouver is adjusting to the winds of change in the vehicle logistics sector. The country composition of auto imports in Vancouver has evolved over the years — most notably, the decline in vehicle imports from Japan. This is in part due to an increase in car manufacturing in Canada. In addition, with the decline in fuel prices, the popularity of larger vehicles and SUVs (many of which are built in the U.S. or Mexico) has led to fewer imports to Vancouver as those vehicles move mostly by rail.

On the marine side, Vancouver Gateway partners include Fraser River Pilots and agents involved in the auto trade, such as ACGI Shipping, Compass Marine Services, Interocean Steamship Corp., Montship, Norton Lilly International, NYK Line (Canada), NYK Line (North America) and Wilhelmsen Ship Services.

The Wallenius Wilhelmsen Logistics Annacis Island marine terminal receives, accessorizes and distributes new vehicles from manufacturers such as (General Motors Daewoo, Honda, Hyundai, Kia, Mazda, Mitsubishi, Nissan, Subaru, Suzuki and Toyota). The firm employs approximately 200 union and exempt staff.

Logistics infrastructure at the WWL 100-acre fenced facility includes two ship berths, eight railway tracks with 83 rail car spots. The facility receives between 135 and 160 ship visits per year with an average discharge of approximately 2,575 vehicles with each vessel call. Thus, a critical logistics issue is ensuring that there is sufficient ground space available when both berths are unloading vehicles.

The complex receives rail service seven days a week and vehicles are loaded into either bi-level (10 vehicles) or tri-level rail cars (15 vehicles). The capacity of the rail logistics system is about 6,000 vehicles a week, which are approximately equal to the weekly import demand generated by the WWL facility. However, some vehicles might not be available for inland transport because they are not released by the manufacturer.

Gerald Linden, Director, Business Development for the Southern Railway of British Columbia (SRY) noted that vehicles are a significant portion of SRY’s carloads business. In the last few years, SRY has seen an upward trend in the volume of vehicles. The amount of traffic is linked to local population growth and GDP: an average growth rate of about 2.5 per cent. In the last 10 years, European automotive traffic has been increasing for SRY in Vancouver.

Hansen Releasing handles inbound automotive traffic both from North American car manufacturers, vehicles from Mexico and Europe. The European cars arrive initially in Halifax’s Autoport and then are shipped via CN to Vancouver for the local market. European manufacturers include VW, BMW, Mercedes, Land Rover, Audi, Austin Martin.

SRY has a fluid rail corridor — however, there are peaks in traffic in the spring of each year that can cause some congestion.

SRY connects to Class 1 railway at New Westminster. CN and

The Wallenius Wilhelmsen Logistics marine terminal on Annacis Island.

CP rail for outbound eastern Canada traffic. Inbound vehicle traffic is received from CN, CP, and BN. Linden observed that Vancouver has an approximately 60/40 split in rail car demand, so there is less need for CN to move empty automotive rail cars into the market than Halifax. The market for vehicles in Vancouver creates a natural flow of rail cars that helps balance the traffic flow and the supporting equipment used by the marine import of vehicles from Asia.

Conclusion

The maritime vehicle logistics sector is characterized by a number of symbiotic relations. On an international level, the relationship between carriers and the automobile manufacturers have been strained as a result of the anti-competitive behaviour exhibited by individual carriers that led to massive fines.

Within Canada, the synergetic relationship displayed at the ports of Halifax and Vancouver are the result of a logistic partnership that includes the Class 1 railways and local short line railway that deliver the vehicles to customers. It remains to be seen whether future trade deals will result in future vehicle export opportunities for Halifax and the Port of Vancouver, but it is evident that healthy commercial relationships and partnerships at the local level help drive automotive port activity.

Darryl Anderson is a strategy, trade development, logistics and transportation consultant. His blog, Shipping Matters, focuses exclusively on maritime transportation and policy issues. Visit: http://wavepointconsulting.ca/shipping-matters James Frost is a marketing and business development specialist, experienced in marine transportation, port marketing, container shipping, short sea shipping and ferry operations.

September 2016 BC Shipping News 35

INTERNATIONAL SHIPPING

A successful first year for the VIMC updates to the federal Income Tax Act expanded on Canada’s international shipping tax regime to exempt foreign-earned income on international shipping activities. “The Canadian system is simple,” said Stein, “and unlike other centres, there is no requirement to flag your vessel into Canada, no Tonnage Tax, no minimum commitments.” She further went on to say that the system is competitive with other international shipping tax regimes. “A foreign company simply establishes a branch office in Canada and can perform a wide range of activities in Canada without creating a taxable presence: for example, crewing, vessel management, marketing, finance, insurance, accounting, treasury, and head/back office services.

When asked about the difference between the earlier International Maritime Centre and this new initiative, Stein noted that the partnership agreements with government, which cover a three-year strategy, do not include a sunset clause and she is hopeful the partnerships will be sustained beyond the three-year timeframe.

...with two successes in the bag and another two to be confirmed imminently, Stein and the VIMC team have already reached the half-way point of their goal...

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reached the half-way point of their goal to bring eight corporate shipping offices to Vancouver.

“We are working hard to brand and market Vancouver and Canada as a favourable business jurisdiction for international shipping,” Stein said. “Canada performs well as a predictable jurisdiction that is competitive, flexible and has a strong banking system, and Vancouver is ideally situated on the Pacific Rim to grow a maritime business community, expand on its maritime expertise and build a dynamic and competitive maritime business cluster.”

Background

The VIMC was established initially in the 1990s when the Federal Government of Canada developed a national policy for international shipping companies looking to set up in Canada. That first initiative resulted in the establishment of companies such as Teekay Shipping, Valles Steamship, Oak Maritime and Fairmont Shipping.

An opportunity to breathe life into the VIMC came in December 2014 when

Steps to success

Photo courtesy : VIMC

he Vancouver International Maritime Centre (VIMC) has just passed its first year of operations with marked progress and success already evident. As Executive Director Kaity Arsoniadis-Stein reflects on the efforts to re-invigorate an initiative that hadn’t been active since the 1990s, her insights highlight not only the many appealing aspects of Vancouver but the realized potential of the City to be one of the major shipping hubs of the world.

“It’s been an impressive year,” Stein said recently to BC Shipping News. “In one year, we have re-established a highly skilled and experienced team; held launches in Europe and Asia and provided for a significant presence at all of the major international shipping conferences; met with over 200 ship owners; developed a network of over 4,000 contacts; and carried out an extensive marketing campaign with key media all around the world.”

And with two successes in the bag and another two to be confirmed imminently, Stein and the VIMC team have already

Kaity Arsoniadis-Stein (VIMC), Mike de Jong (Government of B.C.), Graham Clarke (VIMC) and Oscar Pintos (ISAC) celebrate the re-establishment of the Vancouver International Maritime Centre.

36 BC Shipping News September 2016

In just one year, Stein and founding VIMC Chairman Graham Clarke have taken the dormant International Maritime Centre of the 1990s to a wellorganized, highly visible and active player within the global shipping industry. The team made their debut on the global market in May 2015 when it attended the INTERTANKO in Athens, Greece, and hosted an information session for key ship owners and international industry stakeholders. Athens was also the site of the first launch of the organization in September, quickly followed by launches in Vancouver and London. Launches were also held in Tokyo, Hong Kong and Singapore, where Kaity described great interest from ship owners and lines who are now seeing Vancouver in a new light.

“In addition to the launches, seminars and sessions where we’ve presented information about the VIMC and the benefits of Vancouver as a location for operations, I’ve met with over 200 ship owners on

INTERNATIONAL SHIPPING Photo courtesy : VIMC

an individual basis,” she said. “The conversation will start with them saying they’ve never considered Canada, but by the time we leave, they are excited about Vancouver as a potential option for their operations.”

And what’s not to get excited about? As Stein points out: “Canada is stable, neutral, safe and offers a strong banking and financial system. Canada is simple — our regulations and tax system are straightforward, we have one of the highest ratings for livability and we hold great potential for growth given our wealth of resources.” Stein further noted that shipping operates in cyclical markets that are capital-intensive and vulnerable to external market factors; therefore, shipping is attracted to jurisdictions that offer predictability, security, the rule of law and a safe jurisdiction to place assets. Since Brexit, European interest has escalated and this is understandable because, owners will be faced with even more layers of regulations — EU regulations, British regulations, IMO regulations. It makes it very difficult to operate efficiently with layers of regulation.”

Key stakeholders from Vancouver's maritime industry joined the VIMC team at the Lloyd's List North American Awards ceremony.

transportation providers — pointed out that the outreach from the VIMC had a major impact on their decision. “Vancouver was an obvious location to start our new company,” said Co-Founder Robert Hedley. “The City’s focus on expanding shipping businesses through such initiatives will continue to draw a lot of attention to Vancouver from around the world. We see this as a major opportunity for Greystoke as well as the international shipping community.”

Stein further pointed to announcements in the very near future that would confirm the third and fourth companies and indicated strong interest with 34 “serious” leads as well as numerous other enquiries about such things as immigration and taxation. “But it takes time,” Kaity cautioned. “It takes time for these companies to restructure, start something new and make changes, particularly when markets are bad. But we’re in their purview now and we can certainly be considered amongst the most attractive options.”

In terms of building international relationships, another feather in the cap for VIMC is the Bilateral Agreement between the VIMC and the Department of Shipping, Trade and Transport of the University of the Aegean. The agreement scopes out the development of faculty and student exchange programs

Success

Already, two companies have set up branch offices in Vancouver. The first, AAL Shipping, established their presence in September, 2015, and was hailed as the VIMC’s first, early success. “AAL, one of the largest break bulk operators in the world, was bringing heavy lift material from Asia to the West Coast for infrastructure development. AAL established a local presence and office in Vancouver and have been able to find the right balance between import and export, servicing B.C. ports like Lynnterm, Fraser Surrey Docks, Squamish and, as well, specialized inducement ports like Stewart World Port and Prince Rupert.

“This says to me that there’s opportunity, even at the bottom of the market. AAL has provided a strong example of a successful business decision.”

The second company, Greystoke Marine Management Ltd., chose Vancouver for its base of operations in April, 2016.

Founders Robert Hedley, Mads Meldgaard and Roy Spires — all former shipping executives with one of the world’s largest energy

Photo courtesy : VIMC

The VIMC team Kaity Arsoniadis-Stein Executive Director Graham Clarke Chairman & CEO Yvonne Rankin Constantine Director of International Business Development & USA Katerina Anastasiadis Director of Immigration & Government Liaison Marilena Kostakou Director of Projects Shweta Jayavant Administrative Assistant George Giannakis Greek Representative The VIMC also retains the services of international consultants, including a Greek correspondent & maritime consultant in Athens, a Norwegian consultant and a Swiss banking specialist.

Graham Clarke, Kaity Arsoniadis-Stein and the VIMC team outline the benefits of Vancouver as a base for operations at Posidonia 2016 in Athens, Greece, to over 250 attendees.

September 2016 BC Shipping News 37

INTERNATIONAL SHIPPING Photo: BC Shipping News

The VIMC enjoys strong support from the local shipping community. Above, VIMC team members host a dinner for Trade Winds media to promote Vancouver as a shipping hub.

as well as marine-related training initiatives between Greece and Canada.

“Young people are our future and strong international programs that actually cross boundaries will enhance education and training for the upcoming global leaders of tomorrow,” Stein said. The agreement was announced at Posidonia 2016

by Professor Helen Thanopoulou during a reception co-hosted by VIMC, the Embassy of Canada and the Hellenic Canadian Chamber of Commerce, which saw more than 250 industry professionals attend.

The future

While the VIMC team is making great inroads in creating awareness and presenting a solid business case to international ship owners, Stein stressed that they are working to establish positive relationships with key stakeholders, including the new federal government.

With an eye on sustainability, Stein’s intent is to secure longer-term support from both the B.C. and Federal Governments — something which wasn’t done during the original agreement in the 1990s. “There was a sunset clause written into the last agreement so there was no discussion of a longer-term initiative — which is needed if we are to compete against the likes of Singapore, Hong Kong, Dubai or Cyprus. Those countries’ governments see the benefits of having a strong shipping industry and are very aggressive in their approach to attracting business.”

To address sustainability, Stein advises that they are scheduled to submit a sustainability report in their third year that 38 BC Shipping News September 2016

will outline how to maintain this momentum that has been created.

Stein pointed out that very little is currently being done to promote Vancouver to international shipping markets. “We’re a resource rich nation and cargo moving globally is forecast to double, both in volume and value, in the next 15 years because of China and India’s demand for resources. Global trade patterns are shifting to the Pacific and Vancouver will benefit from organic growth, so why wouldn’t we be optimizing on the corporate business opportunities?”

Another challenge the VIMC is addressing is immigration. “There are no clear pathways,” said Stein. “While we have this ambitious initiative to bring companies into Canada, we’re having difficulty getting their highly skilled professionals into the country so they can set up. These professionals bring with them the proprietary knowledge of their company and have the specialized expertise that can be transferred to local workers, creating additional local opportunities and spin-off benefits.” To assist with these efforts, the VIMC is now involved in a labour market information study that Stein hopes will contribute to getting more of the national occupation codes for shipping put onto the immigration list.

Stein remains confident that the VIMC will reach its goal of attracting eight shipping companies to Vancouver ahead of the three-year timeframe. Given that the VIMC is only one year in and already at the half-way mark of their goal, it appears that the VIMC’s hard work is already paying off. BCSN

CLASS SOCIETY

ABS realignment providing greater focus on Canada

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n January this year, ABS announced a major realignment of its Americas Division. From the original North and South America Divisions (with North America split into Western, Central and Eastern Districts), the organizational chart now sees new executive leadership focussed on Canada and Equatorial America. “The changes reflect the growing opportunities with the expanded Panama Canal, increased activity in the Arctic and the potential growth in LNG markets,” said Joe Rousseau, Regional Vice President for ABS’ Canadian Region. “The realignment also provides for greater and more convenient access to our services for the Canadian market overall.”

As Regional Vice President for Canada, Rousseau is well qualified for the role.

During his 18-year career with ABS, he has served as a Vice President in ABS Europe and has held senior engineering positions across the organization, bringing a strong global background to his new role. As a graduate of Memorial University in St. John’s, Newfoundland, his career as a naval architect prior to joining ABS, included work with a number of Canadian

design firms focusing on commercial and Canadian government vessels.

Now, based at the central administration office in Ottawa, Rousseau is the main liaison to ABS’ Houston office, other regional divisions as well as Transport Canada. He is also working closely with the ABS Harsh Environment Technology Centre at Memorial. Assisting Rousseau is Country Manager Michel Plamondon who oversees day-to-day operations at all seven Canadian survey offices — Vancouver, Burlington, Ottawa, Montreal, Quebec City, Saint John (New Brunswick) and St. John’s.

Noting that Vancouver is the largest office in Canada, Rousseau will be working closely with local staff to ensure that the West Coast shipping industry benefits from greater access to services, including the leverage of ABS’ global network and technology programs. In addition to the research centre at Memorial, which focuses on harsh environments, ABS has six other global research centres — Houston, Rio de Janeiro, Shanghai, Busan, London and Singapore. Through these centres, ABS works with industry partners and universities to develop new

Joe Rousseau, Regional Vice President for ABS’ Canadian Region.

technologies that help to solve some of the industry’s challenges.

“Our centre in St. John’s looks at the effect of cold weather on machinery and equipment — for example, hull strength or the way ice behaves, as well as developing various tools to assist owners

Located at Vancouver Waterfront and Roberts Bank

www.flyingangel.ca September 2016 BC Shipping News 39

CLASS SOCIETY ”...Our technology programs are in place to give clients the comfort and confidence that they can count on our technical specialists.” in complying with the Polar Code,” Rousseau said. “Other centres around the world look at issues like cyber security as well as big-data analytics.”

In fact, Rousseau noted, ABS recently published a guide on cyber security. “It’s a big area for us,” he said. “In terms of cyber security, one of the vulnerabilities is with the control systems and the software that is being integrated with onboard equipment. The software must be tested to make sure it works. But also, every time you implement an upgrade to that software, you have to make sure it has been integrated properly.”

The ABS team not only looks at cyber resilience from a functional perspective but from a malicious one as well. “It’s one thing to have a system fail innocuously,” he said, “but there is a need to ensure the system doesn’t fail because of intentional vandalism. That’s where we can help clients — to advise them on protecting the reliability of their operations.

That’s just one example of how we help.

Our technology programs are in place to give clients the comfort and confidence that they can count on our technical specialists.”

Another benefit of ABS’ services is the organization’s ability to draw on a very large pool of resources from around the world, and especially from the U.S. “The North American Free Trade Agreement makes it possible for our staff to work both in the U.S. and in Canada,” he said. “It provides us with the opportunity to draw on additional resources when needed — especially our specialists, who have a great deal of experience, practical backgrounds and skills.”

And while future technologies and their implementation into the shipping industry hold a great fascination for Rousseau, he’s quick to note that ABS’ strength is in its ability to assist and advise clients on current issues — ballast water system selection, alternative fuels, energy

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

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associate counsel: Lorna Pawluk tel: 6 0 4 . 681 . 1 700 fax: 6 04.681.1788 emergency response: 6 0 4 .6 8 1.17 0 0 address: 1500–570 Granville Street, Vancouver, BC, Canada, V6C 3P1 web: www.bernardllp.ca

40 BC Shipping News September 2016

efficiency, vessel efficiencies, air emission reduction systems and much more. “Our business model is class-centric,” he said, “and by that, I mean that we’re able to work with ship owners to support them on a wide and diverse array of issues. We provide support as they work through regulatory requirements for such things as the Energy Efficiency Design Index or initiatives that are aimed at improving the performance of their vessel or to review design drawings to ensure the vessel remains in class.”

Noting that much of Canada’s business is focused on the coastal domestic trade, Rousseau also saw ABS’s knowledge of Transport Canada regulations as a strong value-add. “Our Country Manager, Michel Plamondon, is a former Manager from TC’s Marine Safety Department and is very familiar with Canadian requirements, especially for regulations covering vessel safety.”

Another area that Rousseau sees as having a growing relevance for the West Coast is LNG as a fuel source. “BC Ferries and Seaspan have LNG vessels coming and fuelling infrastructure is an issue.

Vessels will be fuelled by truck and it’s something we’ve been working on with Transport Canada and BC Ferries from the standpoint of risk assessment. We’re also seeing that shipyards need assistance as they work to gain the capabilities of servicing these vessels.” Rousseau went on to describe ABS’ expertise on the subject of LNG, especially that of his colleagues around the world who are already working with clients on the same issues.

“And we’ll be able to draw on that expertise to apply here.”

Among class societies, ABS currently has one of the largest order books for gas carriers. Its Global Gas Solutions team has extensive technical knowledge with the full scope of gas-related assets, ranging from LNG bunker barges to FLNG units.

Looking at the big picture, Rousseau was excited to be leading the ABS team in Canada and expects a large part of his job to include travel right across the country to support its growing client-base. Noting that he has family connections here through his in-laws, BC Shipping News is hopeful that Rousseau will be a frequent visitor to the West Coast. BCSN

PORT COMPLIANCE

Connecting the dots for compliance at ports

By Nicholas Lowe-Hale Freer Consulting Co. Think Tank

While ... issues affecting the natural environment are

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n the modern shipping industry, the importance of regulatory compliance has increased significantly. Regulatory and watchdog groups have pushed for more regulation of pollution, emissions, and runoff. Different safety and management standards, from shipboard conditions to office management procedures, whether focused on mechanical or personnel, require reporting in order to prove and maintain certification. Being able to provide up-to-date, or even real-time information improves an organization’s ability to comply with regulations.

The term “environment,” especially in industrial, shipping, and port settings, takes on two meanings. The first is the operational environment which the company creates and maintains for the safety of their workers. Regulations and standards that deal with operational environments stem from organizations such as the Occupational Health and Safety Assessment Series (OHSAS) Project Group. The second is the natural environment within which the organization operates and affects both locally and globally. The regulations that centre on the natural environment focus on preserving the health and beauty of the surrounding ecosystem, as well as the health and well-being of those whom the organization affects. While on a large scale, issues affecting the natural environment are difficult to tackle; modern sensor networks have the ability to track point source pollution in almost real time.

Monitoring allows tracking as required by different standards within an operation even with multiple regulations

difficult to tackle; modern sensor networks have the ability to track point source pollution in almost real time. attached to each. Many trade agreements, shipping regulations, opt-in agreements and contracts require certain levels of “green” targets for pollution reduction. The organizations with regulatory authority in the U.S. range from the Environmental Protection Agency (EPA) and state and local agencies. In Canada, Environment and Climate Change Canada and Fisheries and Oceans Canada as well as provincial, regional and municipal agencies can be involved in setting policy.

There are many different ways to monitor operations, from manual checks to electronic sensors. Manual checks are beneficial as they give an almost foolproof method of measuring or understanding what is happening, but they are time consuming and offer only a snapshot of what is happening. Increasingly, organizations are implementing this sensor to dashboard model to track their compliance, processing information through a network of sensors and displaying it in a simplified format.

Problem Statement

Tracking regulatory data within a port setting is challenging because of the naturally hostile environment of moving machinery and elemental exposure.

However, the benefits of digesting large amounts of data in real time allow an organization to show compliance and respond to their needs. A good example of the beneficial use of a sensor to dashboard

model is a container ship equipped with a Maritime and Vessel Management System. Larger container ships have too many systems to check manually and, by digitizing this information, the ship’s engineer and parent company are able to see real-time information. The company can also use these systems to monitor International Safety Management compliance and track other standards.

In both Canada and the U.S., there are many layers of regulations concerning spill prevention, preparedness and response; storm water pollution; pollutant discharge elimination; and conservation/ sustainability.

Effective compliance with regulatory requirements can be time-consuming, expensive, and often times, complicated.

Solutions

Port regulatory issues are comprised of physical monitoring and record keeping. Having a different system for each framework can further compound issues, and merging different systems can be a disjointed task. Organizations can avoid this by utilizing an online portal from a single service provider, created specifically to handle these frameworks, with the modular ability to expand and adapt.

Through the online portal, information layers can be easily accessed and sorted anywhere. This system includes the ability to automatically update and track records, creating reports for regulatory agencies.

September 2016 BC Shipping News 41

PORT COMPLIANCE To understand this, it is best to briefly outline a few of the issues that can be addressed with the sensor to dashboard model.

When the focus is on above-ground oil storage, and quick detection and responses to spills are necessary, there are a few simple ways sensors can quickly be deployed to warn of oil discharge and allow organizations to take action. The first includes monitoring above-ground storage tanks for oil levels, discharge at different valves and outlets, and alarm notifications of discharge. The second is through proper attention to required maintenance and training schedules managed through a computerized maintenance management system (CMMS) which can be easily used to satisfy reporting requirements of regulations.

Storm water pollution presents many monitoring challenges while needing some of the most extensive and active scrutinizing. Monitoring can provide early warning if any of the pretreatment systems are failing or if facility storm water contains an unusually high amount of pollutants before it reaches the environment. These systems can also include a CMMS, reducing oil discharges and other pollutants from being swept up by runoff. Pretreatment system maintenance and automation can be run in conjunction with a storm water program. Government-regulated wastewater, vessel discharges, pesticides, and other industrial pollutants that can be found in a port setting must also be monitored.

While many violations of regulations happen in record keeping, the use of some sensors to log and transmit data into a database simplifies this process. An online program can include automatic record and report creation, and an easy portal for entering information about individual cargos. Online access of these records streamlines the process of sorting and delivering them to relevant agencies.

All of the data that is collected from these sensors can then be routed into an easy-to-read informational dashboard.

The most efficient dashboard setup is through a web-based platform from a singular service provider. A secure webbased platform can be accessed from almost anywhere, either remotely, at headquarters, or by technicians in need of the current information. Those that work with these dashboards, such as engineers and port personnel, can then analyze the activity and understand the interconnected changes within these regulations.

Conclusion

Environmental regulatory measures have increased in the past decade and have required ports to make major changes and keep a close eye on their environmental practices under the careful watch of regulatory agencies and watchdog groups. Many of these issues can be addressed through the increased use of sensors linked to a webbased dashboard centralizing the four most common issues found in ports: spill prevention, preparedness and response; storm water pollution; pollutant discharge elimination; and conservation/sustainability.

Violations in these areas centre around monitoring the source of pollution and having up-to-date detailed records required by each regulation. This allows a real-time view of what is happening, enabling a facility to address issues early and increase efficiency.

By having this system provided by a single service provider, additional upgrades, troubleshooting, and application expansion can be tailored to the organization’s specific needs. To learn more about the specific applications of a web-based compliance software and its benefits visit Freer Consulting at www.freerconsulting.com.

Nicholas Lowe-Hale is a Maritime Sector Specialist at the Freer Consulting Co. Think Tank. He can be reached at info@freerconsulting.com.

42 BC Shipping News September 2016

TUGS

Jones Marine Group celebrates newest addition to fleet

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greatly adds to the capabilities of the mid-Vancouver Island. “It’s a huge benefit for us,” said Kim Christensen, General Manager of Operations for ACGI Shipping Inc. “The increased efficiencies and greater scheduling opportunities mean less loss of ship and labour stand-by time and provides us with many more options for ships coming to Vancouver Island.”

Captain Edward Dahlgren, Nanaimo’s Harbourmaster, said that “Nanaimo Port Authority is excited for the Jones Marine Group and congratulates them on the addition to their fleet which enhances berthing opportunities for the Island.” Captain Dahlgren also commented on the Port’s proposed berth expansion and how the commitment of the Jones Marine Group to enhance their fleet demonstrates great faith in the growing ship activity on the Island.

In giving a speech following the launch, Daryl acknowledged the great support of family, customers and employees and credited his father with teaching him to never take that support for granted. “I am very proud of our employees and am now seeing a new younger generation coming along. As I prepare for retirement I want to ensure the company has a solid foundation from which to move forward.”

Photo credit: BC Shipping News

he David J — the newest tug to join the growing fleet of Jones Marine Group — was launched with great fanfare at Sylte Shipyard in Maple Ridge on July 28. Owner Daryl Jones was joined by family, friends and the local shipping community to celebrate the launch of the vessel which will be put into service as the first tractor tug for the mid-Vancouver Island area. Named to honour the memory of Daryl’s father, the David J was blessed by Bob Wilson, Operations Manager for Jones Marine (and a minister in “another life”), and christened by sponsors Darla Johnston and Nea Miles, granddaughters of David Jones.

In addition to log towing in the Southern Strait of Georgia, delivering logs to mills in Nanaimo, Ladysmith, Chemainus and Cowichan Bay, Jones Marine Group also provides ship berthing to the Port of Nanaimo, Chemainus, and Crofton. The addition of their ninth tug (not including two water taxis in the fleet),

SYLTE SHIPYARD LTD.

The industry was well represented with (left to right): Fred Denning (BC Coast Pilots Ltd.), Bonnie Gee (Chamber of Shipping of B.C.), Edward Dahlgren (Nanaimo Port Authority), and Kim Christensen (ACGI Shipping Inc.).

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

Christening the David J: Daryl Jones, Bob Wilson and the vessel's sponsors, Darla Johnston and Nea Miles, granddaughters of the tug's namesake.

ERLING SYLTE 20076 WHARF STREET MAPLE RIDGE, B.C. V2X 1A1

PH. (604)465-5525 FAX: (604)465-3060 RES: (604)463-3851 EMAIL: sylte@telus.net

September 2016 BC Shipping News 43

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

TUGS

The David J makes a splash as it hits the water for the first time. More photos of the launch can be found at www.bcshippingnews.com/photos.

In outlining the many steps from concept to reality, Jones thanked Steve McIlwain, designer of the David J and the team at Sylte (“it was a ‘no brainer’ that they would build the vessel”) as well as the overall contributions of Erling Sylte to the British Columbia shipbuilding industry.

Annette Russman, daughter of Erling and Manager of Sylte Shipyard, was pleased to see such a successful launch of the David J. With final outfitting and trials to take place over the next month, Russman noted that working with Daryl Jones and vessel designer Steve McIlwain was always a pleasure.

Both she and Jones have confirmed that a second vessel will be built within the next two years. “Yes, we have another keel at Sylte,” Jones said. “Same hull but our plan would be to add 600 hp, making it 3,000 hp in total.”

Specifications of the David J:

• Length: 53’ • Width: 26’ • Draft: 12’4” • Equipment: • Main Engines 2 KTA 38 Cummins @ 1200 hp each supplied by Cummins Western Canada, • Auxiliary 2 – 40 KW C4.4 Caterpillar supplied by Finning • Azimuth Thrusters US 155 P14 supplied by Rolls-Royce Finland • Winch – Supplied by Burrard Iron Works Ltd. Vancouver • Electronics – Furuno – supplied by VI Radar – Coombs.

• Architect – Steve McIlwain • Estimated Bollard Pull 34 t Daryl started Jones Marine Services July 1, 1992 with one tug, the Race Pt. 1. January 1, 1993 with partners Roy Sharcott and Tim MacKenzie purchased the assets of Chemainus Towing Ltd., a wholly owned subsidiary of Pacific Forest Products. In 2011 Daryl purchased Roy and Tim’s shares, and at that time changed the name to Jones Marine Group Ltd. In 2013 the company launched the Helen J after his mother and today the David J after his father. The company’s current focus is on growing their business in the Nanaimo area. This first tractor tug to be stationed in the Port of Nanaimo will also be available for ship docking in Chemainus and Crofton. BCSN 44 BC Shipping News September 2016

LEGAL AFFAIRS Heritage shipwrecks

Canada Shipping Act vs.

Heritage Conservation Act

By Tom Beasley

A Vancouver lawyer with Bernard LLP

Photo credit: Dave Roels

H

eritage shipwreck law in British Columbia is like the Fraser River. Often muddy and with many stretches little explored. Most of the law on the rights and obligations over shipwrecks is based on 19th century statutes to address problems of salvage pirates. In Canada, there has been little interpretation of that law since we have few treasure shipwrecks.

Those treasure wrecks attract modern pirates armed with lawyers rather than muskets. Without modern statutes, the courts are forced to apply old statutes to modern problems.

This article reviews the framework for shipwreck law in Canada with the underlying proposition that new shipwrecks are within the jurisdiction of the federal government and ‘not new’ shipwrecks are within the jurisdiction of the provincial government. That proposition will be analyzed under the following questions: • What is “wreck” and what are the statutory obligations?

• Who owns shipwrecks?

• What are the other shipwreck interests and values?

• How should a shipwreck be managed?

What is “wreck” and what are the statutory obligations?

In addition to the shipwreck itself, wreck includes: • flotsam: wreckage which floats when a ship sinks; • jetsam: parts of a ship or cargo which is cast overboard to lighten the load in time of distress and sinks or is washed ashore; • lagan: goods thrown into the sea with a line attached so that they may be found again; and • derelict: a vessel abandoned at sea.

Part 7 of the Canada Shipping Act 2001, S.Can. 2001, c. 26 (the “CSA”) sets out the federal regulatory regime for dealing with shipwrecks. Wreck is defined as: (a) jetsam, flotsam, lagan and derelict and any other thing that was part of or was on a vessel wrecked, stranded or in distress; and (b) aircraft wrecked in waters and anything that was part of or was on an aircraft wrecked, stranded or in distress in waters.

The Constitution Act, 1867, 30 & 31 Victoria c. 3 (UK) sets out the provincial and federal powers. In the context of wreck, in my opinion, the provincial governments have the power, under s. 92 (13), over ‘Property and Civil Rights’ and the federal government has the power, under s. 91 (10), over ‘Navigation and

Shipping.’ After a wreck has been on the bottom for two years, it likely has lost any aspect of Navigation and Shipping — unless it remains a threat to navigation or shipping. After two years on the bottom, most wrecks will never be used as a ship again. In B.C., as in most provinces, the bottom lands in lakes and along the coast are owned by the province.

The CSA has its roots in a 19th century English statute. Part 7 of the current CSA sets out provisions concerning Wrecks, Salvage and Investigations into Shipping Casualties. Specifically, Part 7 sets out the duties and responsibilities of the Receiver of Wreck. There are five Regional Receivers of Wreck in Canada, who, historically, are from the Canadian Coast Guard.

Anyone who takes possession of wreck must bring it to the Receiver of Wreck as soon as possible. Failure to report or deliver the wreck, and take possession of the wreck, may result in a charge and fine. Upon delivery of the wreck, the Receiver of Wreck holds it, until the owner contacts the Receiver, for 90 days or for a shorter time if the value is under $5,000, storage costs exceed the value of the wreck or the wreck is perishable.

The Receiver then pays salvage to the salvor.

Proceeds of the sale go to the Crown after payment of salvage payments, costs, fees and expenses.

Anyone who receives, takes possession, secretes, sells or offers to sell, the wreck without lawful authority, can be charged with a criminal offence under s. 415 of the Criminal Code.

Part 7 of the CSA and s. 415 of the Criminal Code are directed at salvage issues of the 19th century. The wreck, left unguarded, was open prey to salvors, some of whom were fairly unsavory.

Strong remedies were necessary to protect shipwrecked property.

In the 21st century, these powers are an arcane hangover and do not address the reality of historic shipwrecks.

As most boaters know, the marine environment is a destructive force for shipwreck artifacts. Wood, when taken out of the water, will fall apart quickly unless it undergoes significant and costly conservation, for example, the Mary Rose, Vasa. Left in the water, wood is often in an anaerobic neutral environment where it will remain for many years, for example, the Erebus.

Similarly, metal artifacts will rust and corrode once exposed to air, again necessitating costly conservation. The message from all archaeologists and most of the diving community is to leave the artifacts in place and only raise them under permit and with a conservation plan in place.

September 2016 BC Shipping News 45

LEGAL AFFAIRS ...proper shipwreck management should be driven by the region — the local stewards, but accounting for provincial or national values.

Heritage Conservation Act

The provinces have the power to legislate over property and civil rights. In B.C., the Heritage Conservation Act, RSBC 1996, c. 187 (HCA) was amended in 1994, following many recommendations from the 1986 Project Pride Report of then junior MLA Kim Campbell, to protect all shipwrecks and airplanes where more than two years has passed since they washed ashore, crashed or were abandoned.

No person can damage or alter a heritage wreck or remove any heritage object from a heritage wreck without a permit from the provincial archaeologist. The premise of the HCA is to leave heritage objects intact and to analyze the proper intervention, if any. The HCA is a resource management act. It does not deal with ownership.

In my opinion, the CSA goes beyond the federal powers of navigation and shipping and intrudes into provincial powers.

Wreck which has been on the bottom for even a short time and which is not a threat to navigation, falls under the property and civil rights power. That opinion has not been tested in court.

Until it is, we are left with two conflicting statutes. The CSA encourages salvage and delivery to the Receiver of Wreck. In contrast, the HCA prohibits any disturbance of the wreck site.

The two-year wreck rule is unique. No other state protects a wreck which has been sunk for only two years. B.C. has been applauded by divers and archaeologists around the world for the simplicity and common-sense approach to shipwreck regulation.

There are lots of interests and values associated with a wreck site. The CSA only addresses the owners and salvors’ interests from a salvage value perspective. Indeed, some owners may want to leave the wreck intact without salvage. The site may have a negative value from pollution or may have more recreational or tourism value to the owner if left intact.

Who owns a shipwreck?

The CSA protects the site for the true owner but does not address whether the wreck needs to be salvaged or should be salvaged; or whether there are other interests in the wreck site.

The HCA purposely does not address the question, after all, it also deals with aboriginal sites.

The potential owners are varied and include: • the owners and their descendants of the cargo, hull and the possessions of the crew and passengers; • the insurance company who paid out on owners’ claims; • the owners of the bottom lands (generally, the province); • the salvors; • the provinces, if the site was abandoned; or • the federal state for warships.

At common law, the owners of the wreck lose the right to the wreck if they abandon it. However, abandonment requires a physical relinquishment and an intention to abandon. Mere passage of time is often not enough to show abandonment.

46 BC Shipping News September 2016

What are the other shipwreck interests and values?

In addition to ownership interests, other shipwreck interests and values include: a) habitat for fish and marine life for biologists, fishers and scuba divers; b) recreational tourism, for scuba divers — which, in B.C., has spawned a strong artificial reef community; c) heritage and archaeological resource, for avocational and professional archaeologists; d) salvage; e) educational resource, as a biological and historic site; and f) scientific study, on the interaction of the site with the marine environment, including biological and physical changes of the site.

How should a wreck site be managed?

Most archaeologists are not interested in ownership concepts (private interests), but rather the information and knowledge (public interests) to be gained from the wreck site.

Land use planners continually balance public and private interests. Buildings cannot be erected or torn down without a permit which balances the private land owner needs from the public needs. Most would be very upset if the Hotel Vancouver, a heritage building, was torn down. We would be similarly concerned if developers could bulldoze the famous Marpole First Nation’s site without study and a permit.

The HCA recognizes that this planning and analysis process should not stop simply because the site is underwater. It transfers the same land-based heritage consideration to underwater sites.

The only difference is that underwater heritage sites are very broadly defined to all wrecks more than two years old.

In my opinion, the province has not only the power but is best placed to manage shipwreck resources. The federal government does not have the local infrastructure or knowledge.

Indeed, proper shipwreck management should be driven by the region — the local stewards, but accounting for provincial or national values. What is important in Nova Scotia probably is not important in B.C. The balance between the ownership interests related to Navigation and Shipping under the CSA and the public planning interests embodied in Property and Civil Rights under the HCA will not be challenged in court until there is a gold/treasure shipwreck found in B.C. That is unlikely but possible as there are rumours of gold on some Klondike era steamers and the potential of Asian and Spanish shipwrecks from the 18th century and earlier. In the meantime though, the HCA amendments have helped minimize artifact removal from B.C. shipwrecks; increased diver tourism and jobs for marine archaeologists in providing reports on shipwrecks in the path of wharf, dredging, pipeline and waterfront development projects.

In the field of shipwreck protection, B.C. has led the world in managing shipwreck resources underwater in the same manner as terrestrial resources — pause, study and consider all resource interests.

Tom Beasley is a an employment lawyer and an avocational underwater archaeologist at the maritime law firm of Bernard LLP and can be reached at beasley@bernardllp.ca.

TECHNOLOGY

Antifouling marine paint Marilyn Bruno, CEO

Aequor, Inc. (www.aequorinc.com)

T

he attachment of barnacles, mussels, algae and other biomass on ship hulls (“fouling”) increases surface roughness, turbulence, and weight, which diminishes a ship’s maneuverability and carrying capacity. Fouling’s hydrodynamic drag has been registered to increase steadily as a vessel moves through the water, requiring over 50 per cent additional fuel consumption to overcome and causing over 50 per cent more greenhouse gas emissions.

There are few remedies for fouling.

Traditional controls include physical removal (the application of heat and/ or mechanical scrubbing, scraping and high-pressure spraying). These are expensive in terms of labour costs and downtime of equipment and operations. They are also short-term, as the attachment of macrofoulers is constant and immediate.

In Roman times, plates of copper — a natural biocide (antimicrobial/pesticide) — were reportedly affixed to ship hulls.

Today, antifouling marine paints are used, formulated for the various fresh or salt water aquatic environments: climates and oceanographic variables in different geographic regions; species of organisms in each environment; surface materials and substrates to which they are applied; intended ship surface speed; etc.

As a result, the market for marine paints and coatings is highly fragmented, and includes different paint formulations for different vessels: deep sea, coastal, brown and green water (including ferries), recreational, and military.

In general, the hull paint market is divided between ablative paints (control release of biocides/pesticides suspended in the paint surface) and non-release

The demand for new, effective, biocide-free antifouling technologies continues to remain high, and many concepts are being launched with claims of high performance... paints (biocide-free surfaces that are too hard or too slippery for foulers to attach).

According to a recent International Paint and Printing Ink Council Report, the use of marine antifouling paints saves over $10 billion in fuel and dry-dock costs annually.

The overall average return on investment for the ship operator is estimated at 20:1, including additional cost savings from mitigating corrosion and extending an asset’s average life by an estimated 35 per cent. But the paints are expensive to handle, store, apply, and remove because they require protocols for hazardous materials.

They are also expensive.

In early times, ablative paints contained lime or bitumen (tar). Later, biocides/pesticides were added: DDT (still used in parts of Asia) and Tributyl tin (TBT). Although effective and inexpensive, TBT was an organotin chemical that caused irreversible damage to aquatic life at concentrations as small as one nanogram per litre. Since marine organisms recorded bio-concentrations (ingestion/ absorption, retention) of over 104 times greater than in the surrounding water in 2001, the signatories of the United Nations Antifouling Convention banned TBT worldwide by 2008. Since then, paint formulators have sought replacements for TBT. The problem is that no biocide/pesticide used in marine antifouling paint today is non-toxic: Irgasol 1051, Diuron,

Sea-Nine 211, chlorothalonil, zinc pyrithione, TCMBT, TCMS pyridine, Zineb, Econea, etc. The EU has approved none of them, and New Zealand announced phasing them out in 2015 because of their resistance to degradation and persistent and cumulative environmental and health impacts. The IPPIC Reports estimate that 36 million metric tonnes of antifouling biocides were added to marine paints and coatings in 2014.

Although advertised as “natural” and “biocide-free,” paints containing copper and zinc have been banned from many EU and U.S. ports (Amsterdam, San Diego, etc.) due to their leaching of high levels of heavy metals into sea beds,

September 2016 BC Shipping News 47

TECHNOLOGY sediments, soils, and water supplies used for agriculture and human consumption.

The advantage of non-release paints is that they do not usually need to be replaced for seven to 10 years. However, they are expensive, subject to quayside scraping and damage, and ship operators report that they don’t work against the attachment of foulers at all — weekly scraping is needed.

Many marinas and boatyards have banned slippery fluoropolymer coatings (silicon) because of the hazard to equipment and personnel. These paints also require hazmat protocols for handling, storage, application, and removal.

The demand for new, effective, biocidefree antifouling technologies continues to remain high, and many concepts are being launched with claims of high performance and low environmental impacts: hydrogels, biomimetic surfaces, ultrasound, “zwitterionic” compounds (that alternate between positive and negative charges), and the capsaisin-based “Mayan Death,” which reportedly irritates chemoreceptor nerve endings in organic foulers. The cost,

BRACEWELL

means

time-to-market, and efficacy of these technologies has not been published. Many have not worked at all (e.g. biomimetic shark skin, etc.) and have been abandoned.

Dive Master and Marine Microbiologist Cynthia Burzell observed that many underwater surfaces were not fouled, while others were fouled. She hypothesized that Nature had developed an effective, antifouling remedy on the surfaces that were not fouled. She researched the non-fouled marine surfaces, collected samples, and discovered hundreds of novel chemicals not found in databases. Testing in the lab and in situ showed that these chemicals both inhibited the attachment of foulers to surfaces in contact with water and also removed existing fouling. The advantages of these natural chemicals include that they evolved in the marine environment to be effective against fouling without harming any plant or animal life.

Dr. Burzell founded Aequor, Inc., a woman-owned small business, and worked with chemists in Aequor’s private lab to screen for the most active of the

BUILT WELL

natural chemicals and synthesize them chemically. Aequor patented a portfolio of over 30 novel chemicals, all of which are highly effective against fouling, with simple structures that make them inexpensive to produce and easy to incorporate in paints and coatings. Aequor anticipates that they will comply with environmental regulatory restrictions for aquatic and land use, be certified as “green,” and can be used alone to replace the toxic biocides and heavy metals, or as “bio-boosters” to improve the performance of existing nonrelease paints. Aequor will license its technologies to leading product formulators to develop new antifouling paints, coatings and materials to reduce fuel consumption, greenhouse gas emissions, labour and operational costs, and frequency and duration of maintenance, while extending the life of substrates and equipment. Most importantly, the substitution of Aequor’s new chemical for the biocides in this sector alone would represent a significant contribution to sustainability and the advancement of Green Chemistry.

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

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48 BC Shipping News September 2016

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

Jane McIvor, Publisher BC Shipping News

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MARITIME SECURITY Game changers

The potential of technological advancements Diana Edwards, Research Assistant, Maritime Forces Pacific

T

he maritime operating environment is constantly in flux and susceptible to many diverse factors that could drastically alter the face of maritime security over the next 20 years. Environmental, technological, strategic, tactical and political factors, each with their unique challenges, will be examined at the Maritime Security Challenges (MSC) 2016 conference, the upcoming seventh edition of a biennial international security event taking place October 3-6 in Victoria, B.C. Technology is of particular interest, given that navies have historically focused heavily on new weapons and systems to gain an edge. Ultimately, technology can be both a benefit and a liability: navies can use these advancements to their advantage through improved weaponry and computers, or see technology as a potential threat in the form of unmanned drones and cybersecurity breaches. How do navies, governments and maritime agencies reconcile the divide between adopting technology for their gain, and mitigating potential risks of not being first adopters?

Staying at the forefront of technology helps ensure capabilities stay high and risk mitigation strategies stay strong. The problem is that technology costs money and personnel, and navies and maritime agencies are often constrained in both these areas.

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Ultimately, trade-offs must be made and navies must make decisions on which is the most important to fund, their own technological gain or efforts to counter the gains of their adversaries. To put it succinctly, a speaker at the last MSC conference in 2014 warned that technology has become increasingly expensive and unpredictable, with no greater confidence that the investment will pay off.

When technology is referenced, it is often thought of in terms of flashy or exciting technologies, such as laser weapons or unmanned drones. However, in reality, technological advancements in the maritime environment are often incremental. While these incremental technological advancements may seem small in nature, they can have significant rewards for navies. Even incremental changes can be problematic, however, and planning for and incorporating these changes can introduce a host of difficulties.

Technology in shipbuilding

While new technology is critical to shipbuilding, the fast pace of technology often overtakes the speed of procurement strategies and contracts, which leads to problems in planning.

How do shipbuilders and governments allow for flexibility to incorporate cutting-edge technology without delaying the process even further? Uncertainty in the process means that shipbuilding planners are often advised to leave final technological specifications until the last possible minute in order to attain the highest level of modernity and technology at the lowest cost.

One way to counter this problem is to have the ship’s design as flexible as the planning process; a ship that can be altered after being built can help bridge the divide between the pace of technology and shipbuilding.

Despite the perceived risk to pursuing increased technologies, many navies agree that these rewards are worth it. One example is the United States Navy’s (USN) experimentation with a flexible ship design and modularity. A speaker at MSC 2014 highlighted modularity as a notable technological shift in shipbuilding for the USN and all navies, and argued that it improved operations efficiency. Modularity is largely seen in the littoral combat ships, with a single hull design that can accommodate “mission modules” — modules can be anti-submarine warfare, mine hunter warfare, surface warfare or special warfare — depending on what the ship is tasked to do. Modularity is designed to maximize versatility of ships and allow for swift modernization, with a single class-wide hull and associated modular combat systems that can be continually upgraded over the ship’s lifespan to maximize the ship’s capability. Automation is another technological gain that shipbuilders, navies and maritime operators are using to their advantage. Automated systems are designed to allow ships to operate more efficiently and effectively, while allowing for less required personnel oversight; this allows ships to deploy with less crew, and use resources more efficiently. Despite inherent development costs, years of work and technical difficulties, modularity and automation have been viewed as an emerging success

MARITIME SECURITY that reduces manpower costs of operating ships and increases their usefulness in a variety of operations.

The reality of technology

In reality, incorporating incremental changes can prove challenging and lead to setbacks for navies and maritime agencies. Even small advancements can run the risk of making ships too complex and neglecting basic capabilities. For instance, the United Kingdom recently announced that their ÂŁ1 billion fleet of six Type 45 destroyers cannot operate in warm waters for long periods of time and are prone to complete electrical failures if they do. The vessels were launched in 2006 and were expected to be an example of sophisticated technology and the cornerstone of the Royal Navy.

However, the destroyers were built with innovative integral electrical propulsions systems that control both propulsion and weapons systems, so in the event of an electrical failure, the destroyer is effectively stranded and defenceless. Due to

the unforeseen electrical system degradation in the warm water, the Royal Navy will have to fix the ships at considerable cost, and this will significantly limit the Royal Navy’s capability to deploy to the Middle East. As a result, navies and maritime agencies need to plan for increasing capacities and capabilities, but must be aware of the potential risks of being an early adopter of technology.

With all of these considerations in mind, navies must ask themselves if they are willing to risk incorporating new technologies or if they should rely on a tried-and-true ship design which could be less problematic but also less capable.

How do navies decide that the risks of planning and incorporating new technology outweigh having a less capable but more reliable ship?

Changing the face of warfare

The rise of technology holds the promise to change the face of maritime warfare, given that cyber wars, drones, and space-based conflicts could very well

be central to the wars of tomorrow. How do navies and maritime agencies plan for and incorporate these technological advancements, given the unpredictability of the technology world? Ultimately, technology is risky and expensive, but absolutely necessary to maintain capabilities and ensure maritime security. The pace of technology will likely only increase as time goes on, so maritime agencies need to be aware of the potential gains and risks.

These and many other technological prospects such as autonomous vehicles, space systems and the increasing capabilities of the various militants will be discussed by delegates from over 25 nations during three days of proceedings at Maritime Security Challenges 2016.

Register now at: www.mscconference. com.

Any comments provided herein are exclusively the editorial views of the author, and do not represent the official policy of Canadian Armed Forces or the Department of National Defence.

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September 2016 BC Shipping News 51

OCTOBER 3-6 VICTORIA, BC mscconference.com

PACIFIC SEAPOWER Panel Discussions

• The Creation of Comprehensive Maritime Strategies

• Where the Land Meets the Sea – A Strategic Overview of the IndoPacific

• Renewing Maritime Capabilities: Politics, People, Platforms and Systems

• Challenges in the Regional Maritime Environment

• Opportunities for Maritime Security Cooperation • Technological Advancements in the Maritime Domain • A Special Debate on the Future of the Arctic

PRESENTED BY

The Navy League of Canada The Royal Canadian Navy The Daniel K. Inouye Asia-Pacific Center for Security Studies

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52 BC Shipping News September 2016

Maritime Security Challenges 2016 KEYNOTE ADDRESSES Vice-Admiral Ron Lloyd, Commander Royal Canadian Navy Admiral Scott H. Swift, Commander Pacific Fleet, United States Navy “Rising Tensions and Strategic Imperatives in the South China Sea” Bonnie Glaser, Center for Strategic & International Studies “US Policy in the Asia-Pacific, at a Crossroads of a New White House” PANELS of INTERNATIONAL EXPERTS Challenges in the Regional Maritime Environment Creating a Comprehensive Maritime Strategy

Challenges in Renewing Maritime Capabilities

Game Changers – Technical Advancements in the Maritime Realm Prospects for Maritime Security Cooperation

Special Forum on the Future of Pacific Seapower TOPICAL PRESENTATIONS: Where the Land Meets the Sea: A Geostrategic Overview of the Asia-Pacific Maritime Militia, the Unofficial Maritime Agency

Pulling Back the Curtain on the North Korean Navy

A Debate on the Future of Maritime Activity in the Arctic Go to mscconference.com and learn more about this major international event held in Victoria, BC

September 2016 BC Shipping News 53

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Cycling for Seafarers September 17, 2016

Get ready to ride!

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Photos by Dave Roels (www.daveroels.com)

54 BC Shipping News September 2016

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