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New Salish vessels hitting the open waters Preparing for Canadaâ€™s Oceans Protection Plan Methanol-fuelled vessels; a safe, reliable way to transport
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Co n t e n t s Message from the editor.................................................................................................................................4 Out with the old, in with the new...........................................................................................................6 Making Subchapter M compliance an opportunity for the future....................8 Preparing for Canada’s Oceans Protections Plan.............................................................10 Methanol-fuelled vessels mark one year of safe, reliable and efficient operations..........................................................................................................12 All marine, all the time.....................................................................................................................................14
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Cover photo: BC Ferries
B.C. Tugboat 2017
Message from the Editor Welcome to another issue of B.C. Tugboat. In this issue, you can learn about BC Ferries’ three Salish Class vessels that are hitting open waters this year. As well, starting this summer, the Oceans Protection Plan will be introduced, largely in British Columbia. Regardless of the record of safety Canada has upheld, this plan aims to gain the trust of coastal communities and improve processes moving forward. We hope you enjoy this 2017 issue of B.C. Tugboat. If you have any questions or concerns or story ideas, please email me at firstname.lastname@example.org. Ü
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B.C. Tugboat 2017
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Out with the old, in with the new Salish vessels hitting open waters By Cindy Chan
hree new dual-fuel Salish Class vessels are setting sail this year.
the Queen of Burnaby and the Queen of
“Natural gas is also about 40 per cent
Nanaimo – both of which are more than
cheaper, so it’ll help lower operating
50 years old. Typically, BC Ferries keeps a
costs,” Marshall adds.
The Salish Orca, the Salish Eagle and the Salish Raven were built as part of BC Ferries’ three-build ship
vessel for around 40 to 45 years.
The first vessel, the Salish Orca, will go
According to Deborah Marshall,
into service in April of 2017. It will enter
executive director of public affairs for BC
on the Powell River – Comox route. The
Ferries, the three new Salish vessels are
second ship, the Salish Eagle, has just
renewal program. According to Mark
107 metres each. They are BC Ferries’
arrived on B.C. waters. Wilson says that
Wilson, vice-president of engineering
first-ever natural gas-fuelled ships,
vessel is going through the final stages of
for BC Ferries, the three ships will be
which means they are fuel-efficient and
acceptance and into operational training.
replacing two of its fleet’s oldest ships,
It’ll be set to go into operational service
program, one phase out of the fleet
in late June the Tsawwassen – Southern
Golf Islands route. The third and final vessel, the Salish Raven, is currently in the final stages of acceptance in Poland. “It is currently out on sea trial on the Baltic Sea, and we’re expecting that vessel will be on its way to Canada in April,” Wilson says. “It’s about a 55-day journey to get
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B.C. Tugboat 2017
over to Canada through the Panama Canal, and the ship does make a few stops just before the Panama Canal.”
All three Salish vessels were built identically. Wilson explains that they are double-ended ferries with three Wartsila 8L20DF series engines on board. The total power output of the system is around 4.5 megawatts. The ships are equipped with focus
on a high standard of safety with a water mist fire protection system in engineering and passenger spaces, as well as a very modern evacuation system from LSA. Each ship also has a full galley on board for passenger food services and a gift shop for providing high levels of customer service. “[The ships] have a very modern bridge that has clear lines of sight to either end of the ship for loading and unloading for improved safety,” Wilson says.
Service 24/7 – 365 days a year.
Wilson says the Salish vessels are extremely accessible, with two elevators on board and passenger stairwells at each corner of the vessel. There are handicap washrooms as well on all car decks and in passenger
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Making Subchapter M compliance an opportunity for the future Until the issue of 46 CFR Subchapter M, towing vessels operating within the United States had not been subject to the same levels of inspection and safety record keeping as ocean-going vessels. The enforcement of Subchapter M could be seen as just another overhead to contend with but, with the correct approach, this new regulation can deliver significant benefits in terms of
enhanced safety, improved reliability and overall better performing ships. pecifically written for the U.S. towing industry to address growing safety and environmental concerns, Subchapter M came into force on July 20, 2016. It represents a comprehensive inspection process with a focus on safety management that operators need to comply with by July 2019. Operators can choose to either
Having TSMS involves a change in regime for towing vessel operators but, if implemented correctly, gives the operator greater control over inspection schedules and offers a level of flexibility to tailor a solution that fits with specific company
The Magazine of the Coast needs. Indeed, embracing a TSMS and integrating it into operating practices potentially offers the best return on
A DV E R T I S E M E N T P R O O F implement a towing safety management system (TSMS) subject
investment in the longer term. For small to medium-sized tug operators, complying with
to external audit and physical twice every proof the ad below veryinspections carefully andfiveemailSubchapter or faxMback and implementing a TSMS may seem very years or they can have annual inspections by the U.S. Coast daunting. With any changes or your approval to run the ad as is. many inland waterway towing operators
Guard (USCG). The USCG has authorized a number of third-
owning fewer than five vessels, implementing and maintaining
party class organizations (TPOs) to certify TSMS.
a suitable safety management system may be particularly challenging. Working with a specialist partner, however, a lean approach to compliance can be achieved. By implementing a tailored TSMS that matches a company’s specific needs, operators can achieve an easy to understand, practical, workable and affordable compliance solution.
Incorporating crew training within its rollout program will
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further ensure new procedures become fully integrated into overwhelmed by new working practices. Authorized TPOs such as RINA are encouraging this approach so they can help operators keep the costs of compliance to a minimum while reliability Subchapter M instills. The RINA compliance program covers a document system along with necessary procedures and resources to ensure correct and efficient implementation of a TSMS. RINA is a member of the American Waterways Organization (AWO), which, in anticipation of the release of Subchapter M,
SAFE Certified Companies should proudly display the SAFE Certified logo. Use of this logo is only granted to companies that have been certified by the SAFE Companies program.
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initiated a voluntary TSMS program known as the “Responsible Carrier Program”. RINA is in the process to achieve third-party auditing accreditation to conduct AWO RCP audits whose program has been approved by USCG. Through this and the TSMS initiative and by working with experienced, international classification experts such as RINA, many operators are already well on the way to Subchapter M compliance.
B.C. Tugboat 2017
� � � �
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Stefano Socci, RINA’s chief operating officer in America, says,
In RINA’s experience, operators are finding that Subchapter M
“With the correct approach, tugboat operators can not only
is not as burdensome as they feared. With help and support
comply with Subchapter M, but also reduce ongoing costs and
of specialist partners, this new way of working is opening up
risks to their businesses with improved safety and reliability.
opportunities to increase profitability. Having safer vessels
The need for new operating procedures should be seen as an opportunity to increase efficiency, and this is where good training to deliver understanding of the regulations and TSMS can really bring real short and long term benefits.” Some of the more worrisome areas to be potentially included in Subchapter M, such as higher levels of machinery redundancy and standardized crew operating requirements (COR), were not in the final release of the regulation. The
in a fleet will increase availability and, with support in the cultural change required, new procedures are delivering a greater level of employee engagement and efficiency. RINA will continue to work to help operators implement the regulations smoothly and efficiently and to keep up to date with any further amendments or advice issued on this regulation. Working in cooperation with U.S. partners such as
decision as to how many crew members are needed on a
Tug and Barge Solutions, it will help transitioning companies
vessel is left to the USCG or TPO. Redundant steering is not
not only to compliance, but also to a long-term, affordable,
called for and the regulation contains no special conditions
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B.C. Tugboat 2017
Preparing for Canadaâ€™s Oceans Protection Plan By Robert Lewis-Manning, president of Chamber of Shipping
he tug and barge community has always been a staple of marine transportation in British Columbia, providing services to remote communities and major ports alike. While it may appear that some highly anticipated projects have only made marginal headway in the past two years, it is
relatively safe to assume that some of them will come to fruition shortly and that the demand for marine transportation and support services is likely going to increase considerably. The expectation of growth has sparked the interest of coastal and indigenous communities where increased industrial activity has potential economic opportunities, but also the potential environmental and
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B.C. Tugboat 2017
Robert Lewis-Manning. social impacts. In anticipation of these concerns, the federal government announced the Oceans Protection Plan â€“ a $1.5-billion plan that will unravel this summer, largely in B.C. The importance of the Oceans Protection Plan cannot be overstated. While our industry has an enviable record of safety, several recent incidents have shaken
the confidence of coastal communities and rebuilding the trust of Canadians should be a priority for the marine industry such that we are prepared for
endangered species, and improved capabilities for managing incidents when they occur. Without a doubt, the opportunities for the marine
transportation sector are impressive and we would be wise to embrace Canada’s desire to be an innovative leader in sustainable shipping. Ü
the increased volume and complexity of marine transportation in B.C. One of the principle objectives of this plan is to work more closely with coastal and indigenous communities. Of course, this aspect of the plan is already a reality for many in the tug and barge industry, as they have operated alongside many small and remote communities for decades. Notwithstanding, the expectations of coastal communities has increased and numerous stakeholders now consider their involvement essential in the planning and risk management of marine traffic, and wish to have “first responder” capability. Indeed, coastal communities are often the first to be on-scene during an incident and often have considerable experience in local areas. The federal government’s approach will inevitably lead to new planning processes that should integrate risk planning and mitigation, but also conservation planning and implementation. A holistic approach to coastal management will put an obligation on marine stakeholders to be proactive and innovative with the use of technology, data and engagement of governments and stakeholders. The B.C. tug industry is well positioned with experience and must now develop sufficient capacity to both fulfil the commercial and operational demands, but also to support the education, advocacy and planning that
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Protection Plan and, more generally, the increased attention paid to the marine transportation sector overall. The Ocean Protections Plan is an aggressive approach that will include advances in coastal management, an increased focus on protection and recovery of coastal habitats and
will be required as a result of the Oceans
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B.C. Tugboat 2017
Methanol-fuelled vessels mark one year of safe, reliable and efficient operations
pril 2017 marks one year since Waterfront Shipping (WFS) welcomed seven of the world’s first oceangoing vessels capable of running on methanol
into its fleet. The first three vessels were delivered in April and the remaining four later in 2016. These innovative vessels have achieved accolades from the marine industry for their use of clean-burning methanol as an alternative marine fuel. Over the past year, the seven 50,000 dead-weight tonne methanol tankers – powered by two-stroke dualfuel engines capable of running on methanol, fuel oil, marine diesel oil or gas oil – have been operating safely and reliably across the globe. “It has been exciting working with our shipping partners over the last few years to advance this new, clean technology,” says Jone Hognestad, former president of Waterfront Shipping, who retired in March 2017. “Investing in methanol-based marine fuel is an important step in
B.C. Tugboat 2017
We are proud to invest and have two of our JV vessels, Mari Jone and Mari Boyle, built with the first-of-its-kind MAN B&W ME-LGI two-stroke dual-fuel engine. Our overall focus in the development of the dual-fuel system concept has been safety and engine reliability. We have found the technology for handling methanol is well-developed and offers a safe dual-fuel solution for low-flashpoint liquid fuels. Safety measures include all methanol fuel equipment and distribution systems double-walled and ventilated with dry air, ensuring there is no direct contact with methanol and safe for operators and engineers. Any operational switch between methanol and other fuels is seamless and records a slightly better efficiency compared to conventional HFO-burning engines. Our vessels have regularly been running on methanol and we foresee this continuing going forward. – Patrik Mossberg, chairman, Marinvest/Skagerack Invest With the growing demand for cleaner marine fuel, methanol is a promising alternative marine fuel and helps the shipping industry meet increasingly strict emissions regulations with relatively minor and cost-effective modifications to existing vessels. "Tests in blending water with methanol also show promising results in terms of meeting the International Maritime Organization's NOx Tier III requirements. Such a new Tier III solution could become a game-changer. Further tests are scheduled in the near future to conclude if this could be a new way forward," states René Sejer Laursen, sales and promotion manager of MAN Diesel & Turbo.
the right direction and reinforces our commitment to sustainable proven technology that provides environmental benefits and meets emission regulations.” “In 2012, we were looking to renew part of our fleet as time charter vessel contracts naturally expired and to add new vessels to the fleet to meet increased product transportation needs. As an innovative and leading global marine transportation company and a wholly-owned subsidiary of Methanex Corporation, the world’s largest producer and supplier of methanol, it was only natural that we
As we were evaluating our investment in this technology and having the Leikanger and Lindanger built with an engine that can run on a fuel such as methanol, it was important that we assessed its adaptability and use. Now with our vessels in operation and in the waters, we have found methanol to be one of the best alternative fuels due to its wide availability, the use of existing infrastructure and the simplicity of the engine design and ship technology. Methanol shares similar characteristics with other marine fuels with respect to storage and handling and can even be bunkered by trucks if required. Using methanol as a marine fuel is a feasible and practical solution that supports the shipping industry and regulatory requirements. With the recent announcement by IMO for a global 0.5 per cent sulphur cap for vessels worldwide effective 2020, methanol will soon be one of the very few fuel alternatives to MGO that can be utilized by existing modern vessels after relatively minor and cost-effective retro-fit modifications compared to, for instance, LNG. – Rolf Westfal-Larsen Jr., CEO, Westfal-Larsen Management In April 2017, Marinvest celebrated two of its vessels together attaining over 3,000 hours running on clean-burning methanol, and estimated that the use of methanol rather than conventional marine fuel had prevented more than 80,000 kilograms of sulphur oxide emissions. Results like this speak to the environmental benefits of using methanol as an alternative marine fuel by significantly reducing the emissions of sulphur oxides, nitrogen oxides and particulate matter.
investigated methanol as a future fuel for our vessels,” states Hognestad. WFS invited three shipping companies, Marinvest/ Skagerack Invest (Marinvest), Mitsui O.S.K. Lines, Ltd. (MOL) and Westfal-Larsen Management (WL) to collaborate on the project and, in December 2013, announced plans to commission these dual-fuel vessels. Shipping partners, engine manufacturer MAN Diesel and Turbo SE and the two shipyards building the vessels, Hyundai Mipo Dockyard in Korea and Minaminippon in Japan, worked closely to bring this innovative commitment to life. Since then, it has demonstrated and verified the potential to move the shipping industry forward. Ü
B.C. Tugboat 2017
All marine, all the time
oton Industries has been in business for over 40 years, serving the commercial marine, fisheries and pleasure boat market. They are elite dealers for FLIR thermal cameras and Furuno Marine electronics, as well as being Raymarine Marine
Electronics’ largest Canadian dealer. They are direct dealers for Simrad Marine Electronics, KVH Industries, Garmin, Icom, ComNav Marine Ltd., Intellian and Maretron. Roton is also the distributor for Espar diesel heating systems and Em-trak Marine Elecronics Ltd.’s AIS systems from the United Kingdom. Roton Industries is a technical supplier with the owner, Ken Johnston, having been in the marine electronics field for more than 35 years as both a technician and technical salesperson. The company has recently supplied electronic systems to the Port of Vancouver, Vancouver Fire and Rescue Services, Canadian Coast Guard, Tymac Launch Service Ltd. and various Royal Canadian Marine Search and Rescue units throughout British Columbia. From the office, showroom and warehouse on Granville Island in downtown Vancouver, employees can assist in sales, service and system design for any and all marine electronic packages for both commercial and pleasure boats. They carry a large inventory of equipment and parts to back up their sales and support of their customers. They also work closely with boat builders, independent installation companies, and brokers in supplying products and support. For more information, visit roton.ca. Ü
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Published on Nov 16, 2017