BC Shipping News - November 2014

INSIDE: THE CANADIAN PORT MODEL: IS IT WORKING?

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

Volume 4 Issue 9

NEWS

www.bcshippingnews.com

November 2014

Industry Insight

Rear Admiral Roger Girouard (ret’d) Assistant Commissioner, Western Region, Canadian Coast Guard

Search & Rescue

- Joint Rescue Coordination Centre - Royal Canadian Marine SAR - Canadian Lifeboat Institution

Navy

Royal Canadian Navy busy sprucing up the fleet

NOV

CP PM# 42161530 NOV 2014

Green Marine enjoys a banner year

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4 BC Shipping News November 2014

BC SHIPPING

Contents

NEWS

Cover Story

November 2014 Volume 4 Issue 9

34 Ports

The Canadian Port Model: Is it working?

20 7 8 12

18

Editor’s note

By Jane McIvor

Industry insight

Winning streak RAdm Roger Girouard (ret’d) Assistant Commissioner, Western Region, Canadian Coast Guard Bringing a calm and steady leadership style to a workplace that has undergone — and is undergoing — major changes, Girouard has successfully laid a new foundation for the Western Region that is well-organized, focused and effective.

Royal Canadian Navy busy sprucing up the fleet

By Ray Dykes

25

27

28

History lesson Myths made reality

By Lea Edgar

41

Cargo logistics

43

Transportation Tribunal

45

Legal affairs

Search & Rescue I

Joint Rescue Coordination Centre Working together to save lives

By Jamie Cook

Air Search & Rescue

442 Transport and Rescue Squadron The Royal Canadian Air Force’s West Coast rescuers By 19 Wing Public Affairs

Search & Rescue II Royal Canadian Marine Search & Rescue New SAR vessels boost crew safety

30

Search & Rescue III

32

Ocean management

12

Transportation Act

20 Navy

In brief

Industry traffic and news briefs

38

Canadian Lifeboat Institution An ounce of prevention...

By Liisa Atva

CTA Review 2014

By Darryl Anderson

Million-dollar cargo liability judgements — and no insurance?

By Matthew Yeshin Options for recourse The Transportation Appeal Tribunal of Canada

The search for the Franklin Expedition ships and Canada’s Arctic sovereignty claims

By David K. Jones

47 Environment

Green Marine enjoys a banner year

By Manon Lanthier

50

Waste management

Star Princess shines as example of environmental stewardship

52 Training

Hosework: Practise, practise, practise

By John Lewis

53 Safety

Silvagrip for safety — reducing workplace accidents

50

Ocean AUVs revolutionize ocean data collection

By K. Joseph Spears

On the cover: The Sir Wilfrid Laurier (photo: Lee Carson - NORSTRAT Consulting Inc.); above: HMCS Regina (photo: Cpl Michael Bastien, MARPAC Imaging Services); right: Tervita unloads waste from the Star Princess (photo: BC Shipping News); left: RAdm Roger Girouard (ret’d).

November 2014 BC Shipping News 5

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November 2014 Volume 4/Issue 9

BC Shipping News is as much a business journal as it is a forum for the industry. With informative, educational and entertaining articles, BCSN is a vehicle for discussion on local, national and international maritime issues.

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Contributing Writers Darryl Anderson Liisa Atva John Badowski Jamie Cook Rob Duffus Ray Dykes Lea Edgar Roger Girouard David K. Jones Manon Lanthier John Lewis Trevor Reid K. Joseph Spears Matthew Yeshin

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6 BC Shipping News November 2014

EDITOR’S NOTE

Photos by Dave Roels, www.daveroels.com

Don’t forget to say thanks

I

t’s November and time again to thank those in Canada’s Forces for their service. Here at BC Shipping News, we look forward to this issue — not only to pay tribute to the amazing men and women that dedicate their careers (and lives) to the safety and security of our shores — but because it means we get to work with some incredibly professional and talented people in getting this issue to print.

From the Canadian Coast Guard’s Dan Bate, who helped co-ordinate the interview and article with RAdm Roger Girouard (ret’d), Assistant Commissioner, Western Region; to Lt. Commander Desmond James, who liaised with Ray Dykes on behalf of RAdm Bill Truelove to get the information for his article on the Royal Canadian Navy; and Captain Trevor Reid, Major Jenn Weissenborn and Jamie Cook of Navy Public Affairs (who, by the way, is a very talented writer), who were instrumental in putting together the articles on the Joint Rescue Coordination Centre

and the 442 Transport and Rescue Squadron, their attention to details and deadlines made our job very easy this go-round.

And while technically not part of the federal government fleet, our focus on search and rescue includes to two other organizations who are instrumental in ensuring our safety on the water — namely, the Royal Canadian Marine Search and Rescue and the Canadian Lifeboat Institution. Our thanks to these organizations is perhaps even more meaningful given that they’re staffed with volunteers.

I’m hoping this issue of BC Shipping News will serve to remind you of the number of people who stand watch every day on your behalf — people who have made it their life’s work to help those in need, to protect Canada’s borders, and to rescue those who fall prey to mishap on the water. There’s a family of seven, recently rescued by the CCG (with backup from RCM-SAR and BC Ferries) in Georgia Strait, who are likely doubly

thankful for the dedication and commitment to service that personnel from all of these organizations demonstrate on a 24/7 basis.

While it seems to me that today’s society, guided by mainstream media’s need for drastic (and sometimes inaccurate) headlines, are prone to criticize rather than praise, I’d like to act as a counter to that voice and let the personnel of Canada’s Forces and all the volunteers who support the same goal know that they are appreciated and that there are many in the public domain who are grateful for their service.

Even if it’s just once a year that we stop and pay tribute to men and women across the country and around the world who are putting their own lives in danger on our behalf — as well as those in supporting roles at home — it’s important to recognize the critical contribution these people provide to our well-being and way of life.

So thanks again for your service. It is very much appreciated.

— Jane McIvor

November 2014 BC Shipping News 7

INDUSTRY TRAFFIC

“Smooth move Port of Nanaimo!”

Photo credit: David Mailloux

I

mprovements at Duke Point Property is drawing a strong reaction from users. The Port recently invested $200,000 upgrading the sub-surface infrastructure and re-paving the apron at the Duke Point terminal. The reaction from terminal operators DP World and ILWU labourers has been very positive.

Comments from operations at a ground level confirm that improvements provide a safer and more productive environment for workers.

Brett Hartley, a veteran longshoreman and President of ILWU 508 was enthused about the structural work and the results seen for all crews and shifts. “The deterioration of the pavement over the years interfered with efficiencies for loading. Pot holes and puddles slow you down and can affect the quality of the load.

The new flat surface is like cement and is actually safer because loads don’t bounce or wobble. Everything is faster, especially for the drivers who are not here regularly or when we run multiple shifts with various drivers under changing conditions like light and weather. Consistency and familiarity relates directly to higher levels of efficiency. The new surface now is very smooth — it’s like an airport runway!”

Terminal Manager Pam Fry, on behalf of DP World, is delighted with workers reaction to the new pavement. “Employees seem very happy with the new surface and improvements. They see it as a commitment to the Duke Point facility in anticipation of more work on the way. It’s safer and more productive. As a certified safety officer, these issues often go together. We’ve had

Duke Point’s new upgrade impresses workers. many users drop by to see what has been done here. So you ask me about the reaction to this upgrading? As one employee said: ‘Smooth move Port of Nanaimo!’”

Nanaimo Port Authority’s Terminal Manager, Jason Michell, looks at the quality of service and potential volume of business.

“This improvement, without a doubt, improves safety, handling efficiencies with less costs and risk for the labour force. How can you argue with a safer environment and better production?”

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8 BC Shipping News November 2014

06/03/2014 19:26:33

New Marketing and Communications Manager for ZF Group in North America

T

he Industrial Technology division of the ZF Group is pleased to announce that Martin Meissner has assumed the position of Marketing and Communications Manager for North America.

Meissner, currently the Marketing and Communications Manager for ZF’s marine business in North America, will now be responsible for all facets of marketing-related activities in North America for the Industrial Technology division. The Industrial Technology division encapsulates all of the nonautomotive business activities of the ZF Group, including Off-Highway Systems (Construction and Agriculture driveline components), Marine Propulsion Systems, Wind Power Systems, Aviation, Rail, Special Driveline, and Test Systems.

Meissner returns to the Off Highway side of the business, as the marketing activities for Off Highway were part of his initial responsibility when he started with ZF in 1999. “He knows and understands our industry. Martin will be a great resource for all of the Industrial Technology business units in Germany as they develop and execute their marketing strategies in North America,” said John Duncan, President, Industrial Technology Division, North America.

Gernot Hein, global head of marketing and communications for the Industrial Technology division concurs. “We’re very excited to have Mr. Meissner rejoin our team. It will definitely strengthen our marketing presence in the region, and give industry media a knowledgeable, local contact.” Meissner will continue to be based out of ZF Marine Propulsion Systems Miramar, LLC’s North American Headquarters in Miramar, FL

Nigel S. Greenwood

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

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

World Class Photography for the Professional Community Since 1973

www.daveroels.com 604.733.9222 / dave@daveroels.com

Martin Meissner, ZF Group’s new Marketing and Communications Manager for North America.

November 2014 BC Shipping News 9

INDUSTRY TRAFFIC

Old tug in a new yard: Seaspan gives SS Master a facelift

10 BC Shipping News November 2014

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

Y

ou really have to hand it to Seaspan Shipyards. Not only are they the driving force behind a shipbuilding boom for the West Coast, they are also champions in helping to ensure the past is preserved. Generously donating time, product and resources to give the SS Master a new coat of paint and work on the bearing clearances, tail shaft and rudder stock, Seaspan staff have taken a keen interest in the close-to-100-year-old tug.

So much so that they’ve gone above and beyond their original agreement on work.

“Our original scope of the project was to prep and paint the underwater hull,” says Tom Smith, Project Manager, “but when she came up, the wind and waterline weren’t looking very good so we’re painting all the green as well as the boot-stripe.

We’ve also changed out some anodes and done some bearing clearances on the tail shaft and the rudder stock.”

While the Master will be undergoing a major restoration within the next few years to get her ready for her 100th birthday in 2022 (see www.ssmaster.org for details), the work being done by Vancouver Shipyards — upwards of $50,000 worth —is much-needed maintenance to “keep her looking pretty.” Smith has put seven staff to work on the project, not including

Tom Smith, Project Manager for Seaspan Shipyards, stands in front of the SS Master as she gets a new coat of paint. the seven hours of staff time required to bring the vessel up onto land plus the services of All-Sea Enterprises who brought in divers to position the vessel and verify the bilge blocks were secure.

Having the Master in Vancouver Shipyards — which, by the way, is almost finished undergoing a $200 million modernization project — is receiving much attention from the young naval architects, engineers and other staff brought in for the federal fleet renewal project. “Staff have been asking for tours of the vessel

while she’s here and the Chief Engineer has been wonderful in giving them a complete run-down of the original main engine and how the boiler works and everything,” said Smith.

“It’s definitely cool to see a wooden hull in the yard,” said Miles Dubois, Paint Foreman. “In my entire career at Vancouver Shipyards, I think I’ve seen maybe one other vessel with wood.

Painting steel is radically different from painting wood — basically, you’re painting less for beautification and more for corrosion control. Surface prep and coatings are different and our complete technique changes. It’s a lot more labour intensive and it’s just a great experience to be involved with this.”

Dubois also pointed out that International Paint donated all product required and even did a special custom match to make sure we kept the same colour green for the topside. “Ninety per cent of the paint used at Seaspan is from International Paint — they’re great to work with and we really appreciate their support for this project.”

Going above and beyond requirements on this project illustrates the dedication and commitment Seaspan has for the West Coast shipping industry. As noted by Kelly Francis, Seaspan’s Communications Co-odinator: “We couldn’t just send her away without making her as perfect as we can within the scope and timeframe we have. Everyone at the yard is so appreciative of having such an historic vessel here that the team has gone all out to make this a special project.” BCSN

NEWS BRIEFS

ClassNK receives authorization from Canadian Flag

L

eading classification society ClassNK (Chairman and President: Noboru Ueda) has received authorization from Transport Canada to carry out statutory surveys on Canadian-flagged vessels on behalf of the Government of Canada.

ClassNK has maintained a presence in Canada since the establishment of its Vancouver Office in 1995, now one of nine exclusive survey offices maintained

by ClassNK across the North American region. As a result of the authorization, ClassNK will now be able to carry out surveys, audits, and issue certificates for SOLAS, MARPOL, Load Line and other international conventions for Canadianflagged vessels.

Speaking on the occasion, Chairman and President Noboru Ueda said: “This authorization reflects the rapid growth of our activities in North America and in Canada in particular. We have provided survey and certification services for many of Canada’s leading shipowners

for decades now, and we have consistently increased our resources in the region to support the growth of the local industry. Along with our recent acquisition of British Columbia-based Helm Operations, this authorization represents the next step in our expansion here in Canada and will allow us to further expand the range of services we can offer Canadian shipowners and operators.”

With the authorization from Transport Canada, ClassNK is now authorized to perform surveys and audits on behalf of 111 Flag Administrations throughout the world.

ClassNK also announced this month the establishment of a new Renewable Energy Department. This new department which began operations on October 1, 2014, will oversee a diverse range of activities related to renewable energy, including audits and certification of new technologies.

While ClassNK has previously provided certification for wind turbines, vast technological advances have made it possible to practically harness the power of

alternative energy sources such as wave power, tidal power, and ocean thermal energy conversion. Given the enormous potential of the ocean as a source of energy and the ever-increasing demand for cleaner energy to mitigate climate change, there is a growing need from the industry for highquality technical services that can support the practical development of new renewable energy technologies.

ClassNK Chairman and President Noboru Ueda.

November 2014 BC Shipping News 11

INDUSTRY INSIGHT

Winning streak Rear Admiral Roger Girouard (ret’d), Assistant Commissioner, Western Region, Canadian Coast Guard

R

ear Admiral Roger Girouard (ret’d) was appointed to the position of Assistant Commissioner, Western Region, Canadian Coast Guard (CCG) in May 2013. At that time, the organization was undergoing its most significant transition since 1996 when it moved from Transport Canada to Fisheries and Oceans Canada. Bringing a calm and steady leadership style to a workplace that has undergone — and continues to undergo — such major changes, Girouard has successfully laid a new foundation for the Western Region that is well-organized, focused and effective. From successes in implementing an incident command system for pollution response, to rescuing a family of seven in the Georgia Strait, to being part of the team that discovered the lost Franklin ships, the CCG has been on a winning streak of late. Add to that the former Commander of Maritime Forces Pacific (MARPAC) and Joint Task Force Pacific (JTFP) for the Royal Canadian Navy and, for the Western Region at least, the winning streak looks like it’s here to stay.

BCSN: Could you compare the CCG to the RCN?

12 BC Shipping News November 2014

Bringing a calm and steady leadership style to a workplace that has undergone — and continues to undergo — such major changes, Girouard has successfully laid a new foundation for the Western Region that is wellorganized, focused and effective.

RG: For starters, the CCG on the West Coast is a lot smaller. There are about 1,000 people for the whole Western Region compared to about 7,000 military and civilian personnel that made up MARPAC and JTFP. And the focus of each organization is very different — CCG is focused on safety whereas RCN is about security, so CCG is more responsive and reflexive while the RCN was more strategic, deliberate, and tactical.

When I came to CCG however, I found a familiar atmosphere — the level of professionalism and the depth of knowledge is the same. And, of course, both are salty!

BCSN: What was it like coming into a new position with so many changes occurring — for example, the consolidation of five regions down to three, moving the head office from Vancouver to Victoria, changes to Marine Communication and Traffic Services, etc?

RG: There had been a big loss in terms of historical knowledge — a lot of administrative staff from Vancouver chose not to relocate to Victoria, and Vija Poruks [Assistant Commissioner] and Duke Snider [Fleet Operations] both retired.

The organization had undergone significant change and, with change, there is always turmoil. One of my tasks was to calm things down and get back to day-today business and that’s certainly been my goal in the first year to year and a half. I think we’ve caught our breath now and are back on an even keel.

The headquarters staff is a bit smaller now but the one benefit of centralizing the head office in Victoria is that the internal lines of communications are really convenient and simple. With all but one of my superintendents in Victoria, I have access to them in a way that none of

INDUSTRY INSIGHT my predecessors had. I arrived at a place with three brand new regional directors and the one who’d been here the longest — Cliff Hunt in Integrated Technologies — had really only been in the job a couple of years. It was a brand new team and I’ve had the opportunity to grow our kinship from scratch which has been a successful process and a lot of fun.

We’re on a steady footing now where the processes and our relationships are really coming to roost in terms of what we’re able to get done and how we work together as a regional management board.

BCSN: Are there any additional changes planned?

RG: In terms of the more monumental changes, the lion’s share is complete. MCTS is still ongoing — a lot of the technology is being deployed as we speak and we’re hoping to have the transition completed soon. The one outlying piece is around environmental response which is subject to area response planning.

There are a couple of reviews coming up — one for Vancouver to Juan de Fuca and another for Kitimat/Prince Rupert off to the high water. Both are looking at traffic increases from LNG and oil tankers. If the level of shipping changes, we need to understand those channels better and in the next 18 months, we’re going to do a very deep review of those areas.

The review is more than just for environmental response — it will be a collaboration with the science crowd, First Nations, Western Canada Marine Response Corporation, industry and others and will look at the various technologies for both response and mitigation tools — for example, does the north coast of B.C. need more radar or video cameras, or do we have the right amount of tugs to do escort work. The review will be addressing the 209 conditions put to Enbridge as well as the recommendations from the World Class Tanker Safety Panel. So that’s an area that will go through some changes.

BCSN: Have you had a chance to evaluate some of the changes — for example, the closure of Kits base?

RG: Kits has been statistically and operationally looked at in a very detailed way constantly since the closure. The services have changed — Royal Canadian Marine Search & Rescue (RCMSAR) has stepped up, we have a seasonal rescue boat stationed at HMCS Discovery and there’s a better partnership at play on the Vancouver waterfront side with a better network of communications. We’re better at managing big events like the fireworks than we have been in the past and I think that’s because the neighbourhood has gelled around the new model and is serving the community as it should.

My actual preoccupation with regards to search and rescue are some of the gaps I see up north — on the west side of the island, south of Brooks Peninsula, Nootka, there are some gaps in coverage there. Nootka’s population and level of traffic have not escalated in any great way but we have a busy summer season and that’s why we have an Inshore Rescue Boat service there. Hartley Bay is another area that’s currently under assessment because of the pace of change up there. They have a very solid emergency management cell and I appreciate their mindset as seafarers and the vessels of opportunity that turn out when required. However, as we see changes in traffic with more big ships, I lean to the question of whether we need an enhanced relationship with the community or a couple of communities in the area, or perhaps a different kind of full-time presence.

Even in-shore waters can be complex and unpredictable and you may get lucky with a perfect set of circumstances but you never know what’s going to happen. All the assets in the world can still fail to get the outcome that everybody wants.

Commodore Roger Girouard, Commander, Canadian Fleet Pacific, led Canada during its participation in RIMPAC 2004 — an multinational naval exercise which saw 18,000 military personnel from seven nations engaged in combined and joint operations in the waters surrounding Hawaii.

BCSN: You certainly got the best outcome possible with the recent incident in Georgia Strait where CCG rescued a family of seven whose boat had capsized.

RG: Yes, that was a case where we were good and lucky and I’ll take both. It was night but it wasn’t windy and the moon was out. The response was great — the hovercraft was there in literally minutes — I think it was about 24 minutes to get on scene and the guys from Ganges were right behind them with RCM-SAR from Ladysmith close behind and there were some ferries in the area that were ready to assist if needed as well. As with all things, it’s an all-team effort and you either get some breaks or you don’t.

BCSN: In addition to search and rescue, another large part of your mandate is pollution response. As you mentioned, changes to that regime are still under review but you undertook a fairly significant project in recovering oil from the Zalinski this past year and I understand that part of that exercise was to transition the CCG to an Incident Command System response style from the current Emergency Response style. Could you highlight some of the lessons learned?

RG: I look at the Zalinski as being my introduction to pieces of CCG that I didn’t know very well and it served as one of the best learning vehicles I’ve ever seen. It was a mid-level operation, reasonably complex with a fair amount of risk and many unknowns when we first went to look at the vessel so it posed an intriguing challenge. It was not an emergency which allowed us to go through a planning process and work with contractors and stakeholders at a pace that was pretty quick but not urgent and panic-ridden.

CCG is moving to an Incident Command System response style as part of the approach to building a world-class capability for handling tankers and big ships in Canada. This was the first time we implemented incident command —not only was it incident command but we chose to go the route of unified command November 2014 BC Shipping News 13

INDUSTRY INSIGHT The Zalinski wasn’t just a one-off project, it was a contribution to the national capability. Just as important, it was a driver for developing relationships. which allowed us to bring in partners and make them part of the leadership. A number of partners were involved — the Province (in case there was a release of oil that reached the shore); the Gitga’at Nation and the Gitxaala Nation because we were in their territories and they know aspects of that neighbourhood that none of us could; the WCMRC were instrumental in flushing out our capability of containing and recovering any oil that might escape; and contractors including Mammoet, a Dutch-based salvage company, and Global Diving. Each brought an important perspective to the project.

We also brought in CCG staff from across Canada to be able to learn from the experience as well.

The teamwork was amazing to watch.

We had combined teams like WCMRC and CCG staff working together on sweeps and sharing tasks and booms, etc.

BCSN Nov VSY_Layout 1 10/3/14 11:39 AM On the technological and logistic side,

we had this stunning effort to lay down a telecommunications network that hooked up into these fishing camp barges where people were housed and ran video feeds back to Prince Rupert and Ottawa.

BCSN: How many people in total were involved?

RG: During the really active phase and including staff from headquarters and a supporting cast working in the warehouse, about 200 to 225 people. For CCG, it was a big operation — it stretched people’s thinking and the learning process as we were bringing in the incident command system but there was a sense of excitement around doing something new and certainly quite meaningful. You could look down a row over in the plan shop and see a contractor, a WCMRC staff person, a Newfoundlander and a rep from the Province. It really made for some eclectic teams coming together in a way that they Page 1 hadn’t before.

A STRONG PARTNER FOR A STRONG CANADA

Proudly supporting the Royal Canadian Navy and Canadian Coast Guard.

14 BC Shipping News November 2014

BCSN: Now that you’ve gone through that exercise, you must feel better prepared for a real emergency and know that you’ d be able to put those protocols in place more quickly.

RG: Indeed. We had brought in a team from headquarters that was charged with taking ICS and spreading it across Canada to all CCG regions and they took all kinds of lessons-learned notes and captured all the forms and files and techniques that we used. They’ve been morphing all of that into training that will start to be delivered this fall and they have developed a new set of manuals that are almost complete.

The Zalinski wasn’t just a one-off project, it was a contribution to the national capability. Just as important, it was a driver for developing relationships. You don’t want to be introducing yourself to partners on the day of the accident, the day that you’re responding. That’s why we have drills and table top exercises and why we get together inter-departmentally as well as with staff from the Province and local communities. It has driven an attitude that when we’re doing an exercise,

www.seaspan.com

we’re going to start looking more deliberately at who else needs to be here.

BCSN: Another benefit of the Zalinski operation you briefly mentioned was the technical and logistic side. What did you learn in those areas?

RG: In terms of the telecommunications piece, we learned a number of lessons — first and foremost, I learned that I have some brilliant techs working for me that know the nature of the B.C. environment and know how to deal with the isolation. We grew in terms of that networking capability which is something that can be replicated now in any isolated operation. My friends in Central Canada and the Arctic now have a model for doing an operation in isolation and still remain connected.

It also allowed us to learn about inventory management and gave us the opportunity to have conversations with Response Organizations like WCMRC and their counterparts in the east to get a better understanding of the national inventory and the contingencies around moving gear if required. The idea of being able to shift assets is fundamental given the size of Canada. Just looking at the West Coast, we and WCMRC have caches up and down the coast and in a worst case scenario, protocols are in place to move gear around. As the ships get larger and the number of ships that we foresee coming on the coast changes, the question becomes more about looking at certain nodes to ensure we have what we need on hand. That’s one of the things that will come out of that area response planning process as well.

BCSN: Let’s shift focus from operations to fleet. Could you provide an update on fleet renewal as well as maintenance plans?

RG: The mid-shore patrol vessels are in the process of being delivered. We get two for the West Coast and we’ve had a crew back in Halifax where they’re being built to get familiar with the vessels. The initial feedback I’ve had from the first skipper is that he thinks it’s a sports car — ‘she runs like the wind’ he said. The MSPVs are going to be used predominantly for fisheries enforcement. By this time next year, we should have had them delivered and reasonably well broken in here on the coast.

The next big thing in the hopper fleetwise are the light-lift helicopters which will be deployed to B.C. between now and next spring. That’s pretty exciting because it will relieve the efforts that the BO-105 helicopters have had to endure. The new November 2014 BC Shipping News 15

INDUSTRY INSIGHT helicopters will have more capability, more robustness, and more survivability. Following that, the medium-lift helicopters are set to go to tender, with all things going smoothly, by the end of this year with delivery into the latter part of next year and that will completely renew the helicopter fleet here in B.C. Helicopters are fundamental to our operations given our topography and the isolation of so many of our sites and assets.

Back to the waterfront side, after the MSVPs, the offshore fisheries and offshore research vessels should be going to tender in the latter part of this year — the preliminary engineering and design work is being done now. And the other vessel that’s getting a lot of focus is the polar icebreaker. We’ve got some of our engineering staff working on-site with Vancouver Shipyards now on the early stage design and planning process. We’d like to make sure that process goes as quickly as it possibly can so we’re getting a jump on it now.

In addition to all of that, there’s a range of small vessels that will be replaced over the next little while – specialized boats like buoy tenders for the MacKenzie River or small boats that we use for in-shore research and the Fraser River.

BCSN: What about training and personnel, not just as an extension of the fleet renewal program but in terms of additional training and recruitment?

About Roger Girouard

R

oger Girouard was appointed to the position of Assistant Commissioner, Western Region, Canadian Coast Guard in May 2013. He joined the CCG from Royal Roads University where he had been an Associate Professor in the School of Peace and Conflict and the Human Security and Peacebuilding Program since his retirement from the Canadian Forces as Rear Admiral in 2007.

Roger has held a variety of leadership positions in the Canadian Forces including Commanding Officer of HMC Ships Chaleur, Miramichi and Iroquois, Commander Maritime Operations Group Four in Esquimalt, B.C., and Commander Canadian Fleet Pacific. His last appointment with the Canadian Forces was as Commander Joint Task Force Pacific and Maritime Forces Pacific in Victoria, where he was responsible for naval readiness in the Pacific, served as the Search and Rescue Commander for the Region and held responsibilities for security and domestic emergency issues, supporting planning for the Vancouver 2010 Olympics and the contingency work for potential flooding of the Lower Mainland in the Spring of 2007.

Roger served for 34 years with the Canadian Forces and holds a Masters of Arts in Leadership and Training from Royal Roads University, is a graduate of the United States Naval War College in Rhode Island, and has completed numerous professional development courses in security, and defense.

Of his career in the maritime field, Roger notes a “pre-destined” aspect to it: “I remember growing up in Montreal and asking my Dad where those big ships were going and, lo and behold, I ended up going off to find out.”

16 BC Shipping News November 2014

Circa 2005, Rear Admiral Roger Girouard as outgoing commander of Canadian Fleet Pacific (CANFLTPAC), prior accepting command for Maritime Forces Pacific (MARPAC).

RG: It’s an ever-changing world and not only are there some new platforms and technologies — electronics, charts, new sonars, etc. — that staff need to be kept up to speed on but there are also certifications — Transport Canada has, at times, changed requirements for certain tickets so we pay attention to those as well.

The complexity of training increases when we look at some of the generational changes we’re seeing right now. We’ve endured a number of retirements over the last year and that is driving pressure onto the younger generation to get qualified and step into more senior roles. My staff in human resource management and training have a challenge every single day they come to work to make sure that a program is supported by a vessel that is manned by a crew that has all of the required qualifications. It’s not an easy thing to do.

We’ve also got some new technology — for example with MCTS — and the training around that is significant, not only in terms of the technology but because of the consolidation, there are people who will be taking on zones they’re not currently familiar with so throughout this past summer we’ve been sending staff to different areas so they will know the neighbourhood when it’s their turn to take responsibility for that zone.

BCSN: And what about recruitment?

RG: There has been some pretty good inflow. One of the things we watch carefully is the balance between the ‘old and bold’ and the ‘green and energetic’ to make sure there is a good mix in terms of qualifications and experience. We’re finding that it’s not that parts of a program won’t be done but rather it’s the pace at which a program — particularly when the demands are more intricate or higher risk seamanship — takes a bit more time. For example, a set of buoys in a particular spot might take four days rather than two because you need to allow for the learning curve, so that’s been part of the scenario.

CCG is doing some outreach and recruitment — we’ve put some focus on trade schools like Malaspina, Camosun, and BCIT and the flow through the College has been quite good.

INDUSTRY INSIGHT One of the challenges for the College is that recruitment is done nationally yet employment is done locally and there are some spots in B.C., and I’d venture the same for Newfoundland, that are a little less popular for postings so we may need to do some spot recruiting to make sure a site has locals who want to live there as opposed to someone coming in who wants to leave the day they arrive.

We’ve also seen some outflow to industry in the last while as business picks up here in B.C. It hasn’t been big numbers but every skipper lost to industry is one that we don’t have in the inventory that we took the time to grow and develop. I’ll never deny anybody their aspirations, whether it’s fiscal or professional, but it does leave us some challenge.

BCSN: The last subject I’ d like to touch on is Arctic operations.

First, congratulations on the Franklin expedition.

RG: Thanks. There’s a newly famous guy by the name of Captain Bill Noon who’s been wearing a big grin since the find.

He’s extremely proud of his team. I remind folks though that this was a project 10 years in the making. There are a whole bunch of people that have a piece of that success. It was an effort from CCG regions across Canada and it’s a big success for the entire country. It’s a pretty exciting discovery.

About the Canadian Coast Guard

T

he Canadian Coast Guard, a Special Operating Agency within Fisheries and Oceans Canada, helps DFO meet its responsibility to ensure safe and accessible waterways for Canadians. The CCG owns and operates the federal government’s civilian fleet and provides key maritime services such as protecing the marine environment, supporting economic growth, ensuring public safety on the water, and ensuring Canada’s sovereignty and security by establishing a strong federal presence in Canadian waters.

The CCG’s mandate is stated in the Oceans Act and the Canada Shipping Act. They have the responsibility for providing: • aids to navigation; • marine communications and traffic management services; • icebreaking and ice-management services; • channel maintenance; • marine search and rescue; • marine pollution response; and • support of other government departments, boards and agencies by providing ships, aircraft and other services.

On an average day, the Canadian Coast Guard: • Saves 15 lives; • Assists 52 people in 27 search and rescue cases; • Manages 1,233 vessel movements • Carries out 11 fisheries patrols; • Supports 8 scientific surveys; • •Supports 3 hydrographic missions; • •Deals with 3 reported pollution events; and • •Surveys 3.5 kilometres of navigation channel bottom.

For more information, please visit www.ccg-gcc.gc.ca

Of course, it’s only one piece of what was going on in the Arctic this year. We did a lot of survey work, a lot of work looking at Canadian seabed claims and there were a couple of interesting search and rescues that occurred. Activity in the Arctic is picking up and we’re seeing an increase in traffic — oil carriers, cruise ships, pleasure craft, etc. and it’s making us focus on looking at what surveys are needed most and what are the navigational aid requirements as well as the ice-breaking requirements. And then the question becomes when do you station CCG up there for 365 days a year and what form of presence will that look like. Those decisions will be driven by the level of commerce and the need for public safety. There are a lot of people trying to come to grips with what is the right asset mix and what’s the right time.

BCSN: What sort of progress are you making with charting the Arctic? I saw one number that indicated about 20 per cent had been charted?

RG: Yes, that’s a number that sounds familiar. Basically, we have focused on shipping lanes and where traffic is occurring and there has been a lot of effort into getting high resolution charting done for those lanes but it only represents a fraction of the Arctic. Indeed, on the Franklin expedition, a lot of the surveying was with small vessels to build the chart to take the big vessel closer.

That’s the kind of work going on in the Arctic today and a lot more has to be done. The philosophy is the need of traffic will drive the priority. We need to make sure that we know those lanes and we advise shippers that when they’re outside those lanes they will be at risk. We pass that information on to insurance companies as well. BCSN

US naval vessels

CCGS John P Tully

MV Northern Adventure

What do these vessels have in common?

They are all protected by Always On uninterruptible power supplies. alwayson.com 1 877 259 2976 November 2014 BC Shipping News 17

HISTORY LESSON

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

There may be some truth to it

Myths made reality

By Lea Edgar Librarian/Archivist, Vancouver Maritime Museum

A

s I have mentioned in the past, sailors throughout history were a superstitious bunch. Often, these men and women were faced with the great unknown on a daily basis. Their lives were not necessarily in their own hands. It is no wonder that they believed in waves of an unbelievable size, fearsome creatures that could pull a ship down to the cold depths, or paranormal phenomena. Surprisingly — or perhaps not — many of these seemingly tall tales have proven to be true by modern science.

Not everything that ancient seamen saw and experienced was just fodder for a tall tale.

Not everything that ancient seamen saw and experienced was just fodder for a tall tale.

Giant Squid

Aristotle, Pliny the Elder, and many more ancient authors wrote of the giant squid. However, the stories of such a creature likely go back much further. In fact, the giant squid may have been the inspiration for the mythical Norse sea monster,

Rogue Waves

Although their exact causes and predictability are still not completely understood, rogue waves have been proven to not only exist, but cause major damage in recent years. These freak waves of extreme height have been a part of nautical folklore for centuries. Rogue waves are generally differentiated from other waves or rough seas by having a maximum wave height of more than two times the significant wave height.

The thought of a massive wave may bring to mind such cinematic tales as The Poseidon Adventure. In fact, the film was inspired by the story of the Queen Mary. In December 1942 she was carrying 16,000 soldiers from America to Britain when she was struck by a rogue wave. She was hit broadside and nearly capsized by a wave with a height estimated at 28 metres by some witnesses. This incident inspired the book, and subsequently, the 1972 film.

One instance that helped to prove the existence of rogue waves occurred on January 1, 1995 at the Draupner platform in the North Sea. A laser sensor measured the wave height to be 25.6 metres when the significant wave height was 12 metres. Then in 2000, a British research vessel, RRS Discovery, documented waves 29.1 metres high with the significant wave height of 18.5 metres.

Sinking of ships before this evidence was gathered was often simply put down to “bad weather” and not investigated further.

However, now with such studies as the MaxWave Project (2001), these extreme waves are plotted using satellite imagery and radar data and studied so that further losses at sea may be prevented.

It is now estimated that rogue waves have been the cause of more than 200 accidents over the past 20 years. Once thought to be just another yarn told by sailors, these formidable giants are now not only accepted, but thoroughly studied by the scientific community.

18 BC Shipping News November 2014

The Alecton attempts to capture a giant squid off Tenerife in 1861. Illustration from Harper Lee’s Sea Monsters Unmasked, London, 1884.

VANCOUVER MARITIME MUSEUM the Kraken. In 1861, the French gunboat Alecton managed to collect a portion of a giant squid off the coast of Tenerife. They looped a steel cable around the animal but unfortunately it dug into its skin, ripping off only a part of its body. The part was sent to the French Academy of Sciences which, regrettably, considered it a fraud. The encounter was largely dismissed until the 1870s when giant squids starting washing up on the shores of Newfoundland. It wasn’t until 2002 that scientists were able to document living giant squids. The first pictures of a giant squid in its natural habitat were taken in 2004 and the first video of the creature was taken in 2006. The fantastic footage from recent years portrays the immense size and power of these once mythical creatures. These animals average three to nine metres and can reach up to 13 metres in total length. The giant squid certainly inspires the imagination to wonder what else lurks in the unexplored deep ocean waters.

St. Elmo’s Fire

Today we know that the phenomenon called St. Elmo’s Fire is caused by strong electrical fields, such as those present during a storm or a volcanic eruption. However, sailors in the past considered such luminous apparitions to be both good and bad omens. Coronal discharge creates glowing plasma that lingers around pointed objects, such as the masts of a ship. The phenomenon is named after St. Erasmus of Formia (or St. Elmo), the patron saint of sailors and St. Elmo’s Fire was a sign of his protection. The electric lights have been known throughout antiquity.

The ancient Greeks believed that if a single flame appeared it

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Perhaps since these three bizarre legends have now been proven to be reality, we will think twice when listening to these tales. was called a “helene” or torch, and if two appeared they were regarded as Castor and Pollux, who were the Greek patrons of sailors. References to St. Elmo’s Fire were made by Julius Caesar, Pliny the Elder, Magellan, Columbus, and Charles Darwin, to name a few. Darwin wrote a letter to J. S. Henslow saying, “Everything is in flames — the sky with lightning — the water with luminous particles, and even the very masts are pointed with a blue flame…” It was Benjamin Franklin who proved the cause of the lights as atmospheric electricity in 1749. Today, scientists refer to St. Elmo’s Fire as a corposant. The spectacle of mysterious lights above the masts must have been an aweinducing sight indeed. No wonder sailors thought of these lights as a blessing from above.

It is easy to dismiss the seemingly fantastic stories of old sailors. Perhaps since these three bizarre legends have now been proven to be reality, we will think twice when listening to these tales. With modern deep-sea exploration, who knows what other sailors’ myths may actually be true.

Lea Edgar started her position as Librarian/Archivist for the Vancouver Maritime Museum in July 2013. She can be contacted at archives@vancouvermaritimemuseum.com.

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November 2014 BC Shipping News 19

2/7/2013 1:14:42 PM

NAVY

Photos by Dave Roels, www.daveroels.com

Royal Canadian Navy busy sprucing up the fleet

By Ray Dykes

T

he Royal Canadian Navy is in the midst of the most intensive and comprehensive period of fleet modernization and renewal in its peacetime history.

The spruce up of the RCN fleet touches on most of its elements and had begun even before the announcement of the $33 billion National Shipbuilding Procurement Strategy (NSPS) made public by the Harper Government in October 2011.

NSPS is an acronym that has since become joy to the ears of shipbuilders on both coasts and a welcome relief to the Royal Canadian Navy trying to make do with too many Cold War vintage warships in its fleet.

At Canadian Forces Base Esquimalt, which the Pacific Fleet calls home in Victoria, it will be a testing time for the crews of the eight surface warships and two submarines as they’ll be without the normal services of the auxiliary oil replenishment and supply ships the West Coastbased Protecteur and the East Coast-based

NSPS is an acronym that has since become joy to the ears of shipbuilders on both coasts and a welcome relief to the Royal Canadian Navy...

HMCS Preserver. Both vessels have been taken out of service immediately and their 1,400-plus crews are being redeployed among the fleet.

But, there’s already talk in some quarters of the “significant gap” the retirement of these two support vessels built 45 years ago will leave the navy to fill. The two other ships being decommissioned are the guided missile destroyers the Esquimalt-based HMCS Algonquin and the Halifax-based Iroquois. According to Vice Admiral Mark Norman, Commander of the Royal Canadian Navy, each of the four vessels has served with honour and distinction.

End of life

“All of these ships are at or approaching the end of their effective and productive

service lives and any further expenditure of time and money in these ships no longer makes sense, either fiscally or operationally, and takes away from vital work we need to do to prepare for our future,” the Commander says.

The Protecteur, which collided with the Algonquin during sea exercises last year on the way to Hawaii, also sustained serious damage last February in a fire. The damage to the support ship proved “beyond economical repair.” And her sister vessel the Preserver suffers levels of corrosion “that have degraded the structural integrity of the ship below acceptable limits,” says the Vice Admiral.

However, work isn’t due to start on the first of the two new Queenston-class joint support ships (JSS) at Seaspan’s Vancouver Shipyards until 2016 and the

Photo credit: Sgt Craig Fiander, Imaging Services, CFB Esquimalt (Combat Camera)

HMCS Algonquin, seen here in June 2010 during the International Fleet Review, is being decommissioned along with the Protecteur, HMCS Preserver, and HMCS Iroquois.

20 BC Shipping News November 2014

NAVY Royal Canadian Navy will likely be leaning on its allies for help in keeping the fleet topped up with oil and supplies while at sea over the next few years.

On the West Coast, Rear Admiral Bill Truelove, Commander Maritime Forces Pacific/ Joint Task Force Pacific, won’t have a dedicated replenishment ship to call his own as he leads the Maritime Forces Pacific fleet, but that has happened before due to vessel repairs and maintenance schedules and has been handled.

“In these situations,” says Rear Admiral Truelove, “we have worked with our friends and allies to ensure this type of support is available during our training or operations. Navies around the world take a similar approach.”

Made in Canada

Commander Norman has also been outspoken on the challenge and says the RCN “is looking at a range of options to help mitigate the temporary gap in replenishment capability until the JSS arrive.” He didn’t rule out some “made-in-Canada solutions” which some have speculated could include acquiring another vessel or two short term.

Disposal of the four warships and their equipment is the responsibility of the Material Group and Public Works Canada.

Vice Admiral Norman says the process involves “the removal of a whole bunch of equipment.”

The Commander of the fleet says he has “no concern in my professional judgement that we are going to be able to field

Artist’s rendering of the Queenston-class design of Canada’s Joint Supply Ships. nothing but first class, war-fighting capability for Canada” along the journey to the NSPS combat and non-combat contract work completion.

“The NSPS is the long pole in the tent and it is the path for the future of the Royal Canadian Navy and for the Canadian Coast Guard,” he adds.

Halifax upgrades

Over the past few years, the RCN has been working on “the highly successful modernization of our 12 Halifax-class patrol frigates” at their mid-life point and Vice Admiral Norman feels they are as capable if not more than what is now 20-year-old technology in the legacy Iroquois class. “The only difference comes down to some of the specific weapons and sensors.”

November 2014 BC Shipping News 21

NAVY Two West Coast-based frigates, HMCS Ottawa and Vancouver, are progressing through their HCM refits and Rear Admiral Truelove says that work is “going extremely well.”

Service medals

CFB Esquimalt is undergoing a $1.8 billion, long-term upgrade program.

Pacific fleet

Under his command, Rear Admiral Truelove has three Halifax-class frigates and five Kingston-class Maritime Coastal Defence Vessels and all have been involved in international and domestic operations and numerous exercises. As he responds to this writer’s questions, the Rear Admiral says HMCS Calgary, Winnipeg, Brandon and Yellowknife are all at sea conducting operations and training.

And two of the Victoria-class submarines are also at sea. HMCS Victoria continues on operations and exercises as she has done since being declared operationally ready in 2012, and HMCS Chicoutimi has commenced sea trials. HMCS Corner Brook is also on the West Coast and is preparing to go into her deep maintenance period as scheduled at Victoria Shipyards.

Canada will have three of its four submarines at sea by the end of the year as planned, he adds.

The frigate HMCS Regina was given a rapturous welcome and her crew service medals mid-September as she returned to Esquimalt after 254 days, including work in the Arabian and the Mediterranean Seas, and also seizing and destroying 132 kilograms of heroin from a dhow she intercepted off the East Coast of Africa while on NATO duties.

The submarine Victoria crew won an Operational Service Medal for what RAdm Truelove calls “their outstanding deployment on Operation Caribbe in 2013,” intercepting drug traffickers in the waters of the Eastern Pacific. Victoria and three surface ships, HMCS Calgary, Nanaimo and Whitehorse, were also involved in RIMPAC 2014 — the largest maritime exercise in the world — held in and around the Hawaiian Islands and off the coast of Southern California.

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NAVY Rear Admiral Truelove saw such exercises as improving the “interoperability and relationships with partner nations, enhancing our ability to work together during future exercises and operations so that the Royal Canadian Navy and Canadian Armed Forces are ready and capable of working alongside our friends and allies to confront whatever challenges may emerge.”

Onshore developments

But, there is more to the navy than life at sea and there is lots happening onshore as well at CFB Esquimalt as a $1.8 billion upgrade program is being implemented over the next decade. Over the past couple of years, Rear Admiral Truelove says the base has seen the completion of a modern Hazardous Material Handling Centre, the opening of high-tech Fire Hall/ Emergency Operations Centre, and the near completion of a “very complex and modern” underground service corridor.

“These projects,” says the Rear Admiral, “represent only the beginning and I’m looking forward next to seeing the replacement of our main jetties, ongoing divestment of the legacy building and modernization of others.

“I would also like to highlight that we are now moving through the final phase of construction of the new Fleet Maintenance Facility.”

All of this onshore work is vital to ensure CFB Esquimalt is “fully prepared to support the future fleet in a modern, efficient and environmentally friendly manner while also incorporating seismic protection technologies,” he adds.

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Big Seaspan changes

Meanwhile, the miracle transformation of Seaspan — one of the two big winners in the NSPS contracting along with Irving Shipbuilding in Halifax — has virtually rebuilt a new shipyard in Vancouver in less than two years.

For the princely sum of about $175 million, the view outside the Vancouver office window of Brian Carter, President of Seaspan Shipyards, has been transformed.

“It’s unbelievable but we have a brand new shipyard ready to go,” says Carter. “It has been a heck of a couple of years, we’re all systems go.

“The team here has done a fantastic job of preparing us for the NSPS work and we have our heads down working hard for the taxpayers of Canada.”

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NAVY In the past two years, Seaspan has spent over $200 million on its Vancouver and Victoria Shipyards, modernizing them for a project list that should stretch for 30 years or more.

Big Blue

The upgrade projects included the purchase of Big Blue, a $16 million, 300tonne gantry crane; another $140 million on a variety of new workshops and other infrastructure; and another $19 million in shipyard equipment.

At Victoria Shipyards, Seaspan spent $25 million, including a $15 million new Operations Centre which brings together ship repair functions now spread around the yard. The building should open this December and provides modern amenities for both skilled trades and office employees, with the first two levels to be used as a new Machine Shop and for test and trials support.

And at Vancouver Shipyards, work was due to begin at the end of October on the hull of the first vessel under the

NSPS contract. That unnamed vessel — a 64-metre long, Offshore Fisheries & Science Vessel (OFSV) — is one of three similar ships that will kick off the contract.

Then, Seaspan will build a single Offshore Ocean Science Vessel (OOSV) and that will be followed by the eagerlyawaited joint support ships for the Royal Canadian Navy with construction due to start in December 2016, replacing the two vessels just retired.

Carter is also excited about Seaspan being selected to build a cable ferry for BC Ferries; the restoration of the 1922 vintage SS Master, an old wooden, coalcarrying steamer tug (see page 8 for details); and other smaller naval contracts the company hopes to win in coming months.

“Big Blue” — a $16-million, 300-tonne gantry crane seen here being used for the first time (October 2) to erect a mobile storage shed. Seaspan staffer Danny Armstrong handled the job like a pro.

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

Job security

24 BC Shipping News November 2014

Talk about job security for those in the trades or any willing workers should they want to venture away from the oil sands of Alberta and other remote projects in northern B.C. Recruiting is being done through the unions — the Marine & Shipbuilders Union Local 506, the International Association of Machinists & Aerospace Workers, Local 213 of IBEW, and Local 170 of the United Association of Plumbers & Pipefitters — and Seaspan is working closely with them. Carter says the buildup of skilled workers will be a slow process depending on the NSPS contract demands.

“I think we will get a lot of our workforce from those wanting to come home to be with their families,” says Carter.

And for those just graduating from high school, he adds, “For a young person wanting to work with their hands, Seaspan can offer much more than jobs or project work building Canada’s noncombat fleet.”

On its own behalf, Seaspan has boosted its white collar management team by about 250 people over the past two years and he expects the production workforce to have grown to about 1,000 by the time work begins on the joint support vessels late in 2016.

No wonder Carter stands by a comment he made earlier this year that the British Columbia shipbuilding and repair industry is more vibrant than it has been in decades.

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.

SEARCHCARGO & RESCUE LOGISTI Search and Rescue in British Columbia

Working together to save lives

By Jamie Cook, Navy Public Affairs

T

Canada’s SAR system is a collaborative effort that traces its roots back to 1986, when the Government of Canada established the National Search and Rescue Program (NSP). and this responsibility is assigned to the Canadian Armed Forces (CAF) and the Canadian Coast Guard (CCG). Through Canadian Joint Operations Command (CJOC), the CAF oversees air and marine SAR operations in Canada. The command structure shown allows for a rapid and effective response to the dynamic, fastpaced nature of SAR incidents.

The hubs of Canada’s SAR system are three Joint Rescue Coordination Centres (JRCC), which are responsible for co-ordinating, planning, controlling and conducting maritime and aeronautical SAR operations inside their Area of Responsibility (AOR). Within the Victoria SRR, JRCC Victoria, commanded by RAdm Bill Truelove, Commander Joint Task Force Pacific, is the nexus of SAR activity on Canada’s Pacific. Headquartered at Maritime Forces Pacific/Joint Task Force Pacific

Headquarters in Esquimalt, JRCC Victoria is a 24/7 operation with an average of 3,000 calls for assistance each year.

These calls may come from a variety of sources: transfers from 911 operators, direct phone and radio calls from those in distress or personal locater and 406 MHz emergency beacons aboard vessels. In such a vast area, it can be difficult to accurately determine one’s location as equipment might become water damaged, or batteries might die — newer affordable technologies, such as a robust emergency beacon, take away the guess work and speed up rescue efforts. Thus, JRCC continues to encourage education, awareness and preparedness across the region to ensure British Columbians remain safe and to reduce the annual number of SAR cases.

“Working together to save lives” is the objective of the NSP and this underpins the combined nature of SAR operations.

Photo credit: Mike Mitchell, Canadian Coast Guard

he Victoria Search and Rescue Region (SRR) is a vast area encompassing all of British Columbia and the Yukon Territory. With over 1.4 million square kilometres of mountainous terrain and a maritime domain that covers 680,000 square kilometres of Pacific Ocean, it is an impressive piece of real estate to keep watch over.

The beautiful shorelines, scenic mountain ranges, picturesque lakes and vast forests attract heavy recreational activity during favourable weather, while the international gateways of the Port of Metro Vancouver and the rapidly growing Port of Prince Rupert bring large numbers of commercial freighters into the Region. To add onto this, B.C.’s waters also support worldrenowned seasonal fisheries while also seeing over a million cruise ship passengers voyaging to and from Alaska throughout the summer months.

Complicating matters, much of the Victoria SRR remains vulnerable to the extremities of nature, leading to a wide variety of calls for Search and Rescue (SAR) assistance every year. There is no typical request: emergencies can be anything from a missing kayaker to a medevac from a commercial freighter 200 miles offshore.

In this region, like any other in Canada, the public depends upon a reliable, professional, and capable Search and Rescue (SAR) system. The SAR crews operating in this region must be highly skilled and flexible to confront the unique challenges the region poses.

Canada’s SAR system is a collaborative effort that traces its roots back to 1986, when the Government of Canada established the National Search and Rescue Program (NSP). The NSP is a co-operative effort by federal, provincial and municipal governments along with other SAR organizations focused on saving lives.

Canada’s obligation for air and marine SAR is defined by international agreements,

Search and rescue operations require a great deal of communication and collaboration from all partners — that’s where the JRCC comes in. www.tymac.ca November 2014 BC Shipping News 25

SEARCH & RESCUE A number of agencies contribute to the effective SAR network in the Victoria SRR, — one dedicated RCAF Squadron, 11 CCG stations, two CCG patrol vessels, 26 Civil Air Search and Rescue Association (CASARA) locations with their own aircraft, and 30 Royal Canadian Marine-SAR (RCM-SAR) units. In addition, organizations such as the Canadian Lifeboat Institution also put resources on the water and voluntarily respond to mariners in trouble.

JRCC Victoria routinely anticipates and monitors higher-risk activities such as the Herring Roe Fishery, Celebration of Lights, and other activities with elevated potential of requiring a SAR response.

Historical distribution of incidents, the influence of weather patterns, and the geographic location are all variables that are considered in any adjustments to SAR asset staging and readiness posture; all with an objective of ensuring an appropriate response level.

Regionally, JRCC Victoria maintains close working relationships and co-ordinates resources with the RCMP, Emergency Management BC (EMBC), Emergency

Health Services, BC Ambulance Service (BCAS) as well as other organizations that conduct SAR services such as the BC Search and Rescue Association and local emergency response centres. Collectively, all the agencies work together to provide the best possible response to perilous distress situations.

These relationships are both national and international. JRCC Victoria, on a daily basis, collaborates closely with the U.S. Coast Guard JRCCs in Alaska and Washington State, allowing SAR crews from both countries to respond to distress calls, regardless of which side of the border they may come from.

Multi-agency national and international training exercises serve to strengthen relationships, enhance interoperability and improve understanding of command structures. Every year, 442 Transport and Rescue Squadron conducts a SAR training exercise and works side by side with CASARA crews. Most recently, members of the Canadian Coast Guard, RCM-SAR and the U.S. Coast Guard participated in a hoist training session in the waters off Pender Island. Exercises

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26 BC Shipping News November 2014

like these also allow the men and women of SAR agencies to put faces to names and connect in their common passion of helping the citizens they serve.

Search and Rescue is a ‘no fail’ mission that requires the immediate and well-coordinated response of many agencies across the Victoria SRR. Highly trained SAR aviators and mariners from across the province, responding under the leadership of the Victoria JRCC, provide British Columbians with one of the very best Search and Rescue organizations in the world. These crews are, in turn, supported by brave and understanding families who deserve our gratitude and appreciation. Family support allows our Search and Rescue teams to remain focused on doing what is necessary, ‘so that others may live’. With marine and air traffic anticipated to grow within the Victoria SRR for years the come, the existing interagency SAR partnership will ensure a strong foundation to respond to whatever challenges may emerge.

Jamie Cook is a co-op student with the Maritime Forces Pacific/Joint Task Force Pacific Public Affairs office at CFB Esquimalt in Victoria, B.C.

AIR SEARCHCARGO & RESCUE LOGISTI 442 Transport and Rescue Squadron

The Royal Canadian Air Force’s West Coast rescuers By 19 Wing Public Affairs Photo credit: Cpl Sylvie Kervin, 19 Wing Imaging, © 2013 DND-MDN Canada

O

n Canada’s rugged West Coast, when a plane goes missing or a boater gets in trouble, members of 442 Transport and Rescue Squadron are among Joint Rescue Coordination Centre (JRCC) Victoria’s first choice to respond to the emergency. As a joint effort involving a number of government agencies and volunteer organizations, Search and Rescue (SAR) in British Columbia depends upon reliable and capable partners like 442 Squadron. With JRCC Victoria, which is under the command of Joint Task Force Pacific Commander RAdm Bill Truelove, responding to an average 3,000 calls per year, 442 Squadron plays a valuable part of SAR efforts in the Victoria Search and Rescue Region (SRR).

Based at 19 Wing Comox, British Columbia, the 190 military members and 60 civilians of this storied Royal Canadian Air Force (RCAF) squadron are well-equipped and trained to handle some of the most demanding rescue missions in Canada. Indeed, the Victoria Search and Rescue Region (SRR) is one of the most challenging in which RCAF SAR crews operate. With the potential for poor weather conditions year-round and remote and sparsely populated search areas, the squadron relies on some very unique and capable aircraft to help them get the job done.

For rotary wing support, the aircrews use five CH-149 Cormorant helicopters. As one of the largest SAR helicopters in the world, it has a range of over 1,000 kilometres and is capable of generating exceptional lift with its three General Electric turbine engines, each producing 1850 horsepower. With an anti-icing system and advanced avionics, the helicopter is capable of hovering high in the mountains to extract a patient on a mountainside as well as flying at night over the Pacific to hoist an injured crewmember from the deck of a heaving ship.

Providing fixed-wing duties are six of the proven, CC-115 Buffalo aircraft. With superior Short Take-Off and Landing capabilities and the ability to fly low and slow through the mountains and valleys of interior B.C., these maneuverable aircraft continue to serve 442 Squadron well

Master Warrant Officer Gavin Lee with 442 Transport and Rescue Squadron is lowered to the ground from a Cormorant helicopter during a SAR exercise in 2013. Inset: 442 Squadron badge — Description: The Haietlik, the Lightning Snake of Nootka Indian Legend. Motto: UN DIEU, UNE REINE, UN COEUR (One God, One Queen, One Heart). to fulfill overland and off-shore missions.

Using the rear ramp, crews can parachute life rafts, emergency pumps and supplies to distressed people at sea. A team of Search and Rescue Technicians are also able to parachute to the rescue; bringing with them a wide range of medical gear and expertise to help those at sea or on land.

The airmen and airwomen of 442 Squadron are on call 24 hours, every day of the year. SAR missions are demanding and require the teamwork of a wide range of different military and civilian trades including RCAF aircraft technicians (who maintain and service the Buffalo fleet), pilots, navigators, flight engineers, SAR Techs and administrative staff. Additionally, contract maintenance for the Cormorant is provided by civilian technicians of IMP Aerospace and Defence Ltd. 442 Squadron maintains excellent working relationships with partner agencies and organizations, often participating in joint SAR exercises alongside the Canadian Coast Guard, Royal Canadian Marine-SAR, and the Royal Canadian Navy. These agencies collectively work together to ensure a rapid and effective response to any distress situation.

Annually, 442 Squadron‘s average number of SAR missions is between 200 and 250. While the squadron is focused on providing responses to aviation and marine incidents under the Federal SAR mandate, it is often called upon to assist with provincially managed Ground SAR incidents like injured backcountry hikers or stranded climbers To this end, 442 Squadron has a busy training program that ensures crews are ready to respond to difficult missions when called upon. One of the most renowned rescue missions completed by 442 Squadron was the MV Prinsendam incident. The cruise ship caught fire in the Gulf of Alaska on October 4, 1980, forcing the 510 people aboard to take to lifeboats. The squadron launched three Labradors helicopters and two Buffalos for the 800 kilometre journey north in a combined American/Canadian effort.

Despite poor weather and fierce winds, one of the largest single marine rescues in history was brought to a successful conclusion with no loss of life.

Drawing on proud traditions, 442 Squadron continues to protect those who fly the skies and ply the busy waters of Canada’s west coast with dedication and professionalism.

November 2014 BC Shipping News 27

RCM SEARCH & RESCUE

CARGO LOGISTICS

New SAR vessels boost crew safety RCM-SAR renews its fleet with new vessel designs

T

he first time Coxswain Dan Wright took the helm of a Royal Canadian Marine Search and Rescue’s “Falkins” Class rescue vessel, it was like he had never driven a boat before. An accomplished rescue helmsman aboard twin-outboard vessels at RCM-SAR’s North Vancouver station, Wright faced a steep learning curve with the powerful new waterjet-driven vessel. The wheel responded differently, the throttles had a strange new feel, and the “bucket” controls that directed the jets were a complete mystery. However, after a few hours at the helm, Wright was able to spin the 40-foot rescue vessel on its axis, move it sideways, and finesse his way around obstacles.

“Just after I finished my training, I happened to be the coxswain on our very first call with the new jet boat,” said Wright. “Using an alongside tow, we were able to dock a disabled sailboat into some very tight quarters. I couldn’t have done it without the jet boat’s manoeuvrability.

Now, it would be hard for me to go back to outboards. These boats are great.”

Wright is one of several dozen RCMSAR crew members who have qualified on the Falkins Class jet boats, introduced five years ago and built to RCM-SAR’s own design standard. Designed to be a safe, dependable rescue platform for RCM-SAR operations on the B.C. coast, the vessels

Crews like the way the boats handle in close quarters and their roomy cabins allow more sophisticated electronics and greater comfort on extended search and rescue missions. are enclosed-cabin, self-righting boats that can accommodate either outboards or the more common diesel-powered Hamilton jets (supplied by Jastram Technologies).

There are now seven jet-powered and one out-board powered Falkins Class vessels in the RCM-SAR fleet.

“When we designed these boats, we took a close look at what our partner rescue organizations in Europe were doing,” said Jim Lee, RCM-SAR’s president. “We had a long list of requirements, mostly aimed at crew safety. These included swept-back front windows to handle high seas, selfrighting capability, and shock-absorbing seating. We also decided to move to jets for added manoeuvrability, shallower draft, and safety for people in the water.”

The design has been very successful and three more boats are scheduled to be built. Crews like the way the boats handle in close quarters and their roomy cabins allow more sophisticated electronics and greater comfort on extended search and rescue missions. The Falkins class boats have been manufactured by Titan Boats in Sidney and Kamma and Blake in Port Alberni.

The most recent addition to the RCMSAR fleet is the Type 1 rigid hull inflatable, a nine-metre self-righting vessel with a Shockwave Integrated Controlled Environment shock-absorbing console to help lessen the impact of heavy seas.

The ICE platform supports all the crew seats and cushions the ride. The RHIBs have a range of 250 nautical miles and are equipped with a state-of-the-art electronics suite. These boats are powered by Yamaha 225 hp outboards. There are four in the fleet today with four more planned.

RCM-SAR also operates a range of Zodiac and Titan RHIBs at its more than 40 rescue stations.

“In 2009, we launched our vessel standardization program to improve crew safety, streamline training, reduce maintenance costs, and provide even better search and rescue response for the public,” said Lee. “We’re really pleased with our new designs and how well the boats are performing during actual search and rescue missions.”

RCM-SAR is an all-volunteer charity with about 1,000 members. It has rescue stations in high traffic areas such Photo credit: Lonnie Wishart

With a total of eight vessels in the fleet and three more on order, the Falkins class vessel (RCM-SAR 64 shown above) has become a standard vessel design for RCM-SAR .

28 BC Shipping News November 2014

RCM SEARCH & RESCUE Photo courtesy RCM-SAR

as Vancouver and southern Vancouver Island, and in remote communities on the north coast. It is a key part of the marine rescue system and receives its taskings from the Joint Rescue Coordination Centre in Victoria. RCM-SAR crews respond to about 800 calls every year, about a third of the calls in this region.

One of the busier stations isn’t on the coast. The RCM-SAR station on Shuswap Lake is very active during summers when the lake is packed with houseboats and pleasure craft. The Shuswap crew is often dispatched by 911 to respond to medical calls on the water or at isolated cabins that dot the lakeshore.

Funding for RCM-SAR comes from several sources. The Canadian Coast Guard provides funding for missions and on-water training. Vessels and equipment are supported largely through provincial community gaming grants. Corporate and private donations help too.

RCM-SAR is building a new training centre near Victoria for its members. It will be home to the fast rescue craft simulator, a key teaching tool for electronic navigation, communications, SAR skills,

The Type 1 rigid hull inflatable — a nine-metre, self-righting vessel with a Shockwave Integrated Controlled Environment shock-absorbing console — is the most recent addition to the RCM-SAR fleet. and team-building. It is similar to an aircraft simulator with computer-generated wrap-around scenery and sound. As well as navigation training, RCM-SAR members can earn Transport Canada certifications such as Small Vessel Operator Proficiency, Master Limited 60 Ton, and MED-A3 emergency duties. All active crewmembers must be certified in first aid.

As a member of the International Maritime Rescue Federation, RCM-SAR

sends two of its volunteers to Europe each year for an international coxswain exchange. This year, coxswains from Nanaimo and Victoria travelled to Sweden to learn new techniques and get to know some of their international colleagues.

“Great vessels, great training, and of course great volunteers are what makes our non-profit such a success,” said Lee. “We’re really proud to be part of the marine community in British Columbia and are thankful for its support.”

Photo credit: Mac Mackay

November 2014 BC Shipping News 29

LIFEBOAT INSTITUTION Lifeboats on the Fraser

An ounce of prevention...

By Liisa Atva

D

uring a commercial fishery opening on the Fraser River 300 gillnetters dot the water from Sandheads, at the mouth of the river, east to the Port Mann Bridge. Aboard a 12-metre gillnetter two fishermen are bent over their nets hauling in salmon. The sockeye are plentiful — offspring from a record run four years earlier. Visibility is good — it’s a clear sunny, August day yet the fishermen seem startled when the Steveston Lifeboat comes up behind them and blasts its horn rapidly four times — code for larger vessel coming or “Pick up your nets.”

“Scotsman dead ahead!” shouts a Lifeboat crewman. The floating orange ball that marks the end of the gillnetter’s net is in the middle of the shipping channel. Rapidly bearing down behind the Lifeboat is a container ship. The fishermen scramble and manage to tow their nets out of the way seconds before the ship passes. During an earlier 24-hour fishery, another gillnetter was not so lucky. A fully laden deep-sea ship sliced through its net, narrowly missing the boat and its crew.

With safety patrols and round-the-clock escort services during commercial and native salmon fishery openings not currently the mandate of any government-funded agency, the CLI has taken on this role.

The Steveston Lifeboat, and its sister, the Fraser Lifeboat, are Canadian Lifeboat Institution (CLI) vessels. Founded in 1981, the CLI is a not-for-profit, volunteer organization funded by private and corporate donations. The crew, all volunteers, are trained to professional marine standards and include men and women from their 20s to post-retirement age.

The Fraser River is one of Canada’s busiest waterways — tugs with barges of wood chips headed to the mill at Crofton, gravel from Texada Island, container ships, rail ferries, packer boats with prominent “Cash” signs buying fish, Fisheries and Oceans Canada boats, the Canadian Coast Guard hovercraft, a dredger clearing silt, whale-watching tour boats…and in the midst of all the commercial activity, sailboats, pleasure yachts, and kayakers.

Increased activity during a commercial

fishery increases the risk of potential collisions for everyone.

The CLI participates in the FishSafe Safety Committee, a collaborative group of organizations working to help make the Fraser River a safer place. The Committee’s goal is to provide all of the vessels traversing the Fraser with a better understanding of safe navigation, and hopefully, improve communication between them.

The south arm of the Fraser River is over a kilometer wide where it spills into the Straight of Georgia but the recommended channel for larger vessels is a 200-to-250 metre sliver. To prevent grounding, deep-sea ships and tugs with tows endeavor to stay on the “ranges.”

The range markers on the Fraser are trapezoid boards painted red and white with fixed or flashing orange lights at night. Two or more range markers

During the Sockeye Fisheries Open on the Fraser River (August & September 2014), the CLI attended to 21 incidents and undertook 105 commercial escorts for a total of 2,100 volunteer crew hours.

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

30 BC Shipping News November 2014

LIFEBOAT INSTITUTION

Photo courtesy CLI

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

The Steveston Lifeboat, built in Pearl Harbor in 1944, served as an Admiral’s barge until 1958 when she was sold into private use and eventually came to British Columbia. Purchased in 1988, she was put into SAR service under the Canadian Coast Guard Auxiliary flag. In 1994, she started service with the CLI. Well-suited to her patrol and training roll, she continues to give great service, living up to the CLI motto — “The sea shall not have them.”

The Fraser Lifeboat, formerly named the Famous Grouse, is a 47-foot Tyne Class vessel purchased from the Royal National Lifeboat Institution (RNLI) in the U.K. Tyne Class Lifeboats were built for the RNLI and are self-righting. The hull design is particularly suited for operations where there is danger of hitting bottom or “tapping.”

Powered by two GM6V92TA turbo-charged V6 marine diesel engines, it has a top speed of 18 knots.

aligned indicates the centreline of the channel. To avoid collision, fishing vessels need to avoid setting their nets across the ranges. Unfortunately, not all do. The larger vessels and tugs attempt to weave their way through the nets but there is a limit to the degree they can zigzag.

With safety patrols and round-the-clock escort services during commercial and native salmon fishery openings not currently the mandate of any government-funded agency, the CLI has taken on this role. Their strategy is to sail up to a mile ahead of the tugs and ocean-going vessels to give early warning and ensure the channel is clear of nets, helping to prevent accidents before they happen.

Although the CLI is not a first-responder tasked to marine emergencies by the CCG — a role filled by other parties, including the Royal Canadian Marine Search and Rescue — they are considered a partner in search and rescue, assisting with incidents encountered while out on the water – 4,000 since inception. On several occasions, the CCG has been able to stand down since a CLI vessel was in the vicinity.

The CLI assisted 21 fishing vessels during this year’s sockeye fisheries. In one incident, a gillnetter from Sechelt lost her steering and was drifting across the channel with a net full of fish.

The Steveston Lifeboat towed the gillnetter out of the channel, waited while the fishermen hauled in their net laced with 160 sockeye and then towed the boat to the dock. The fishermen were disappointed with the catch but grateful for a tow.

Other incidents have included helping a gillnetter recover a net tangled in her propeller; assisting a lone fisherman, aboard a 40-foot fishing vessel with a broken fuel pump, in raising his 150-pound anchor against an ebb tide; and refloating and towing several gillnetters, grounded on the rocks near Garry Point.

As part of its continuing accident prevention program, the CLI is participating in the “Risk Assessment” process for the potential future movement of tanker traffic along the Fraser River. The Fraser Lifeboat was deployed to assist with the assessment conducted by Canadian and International experts. The

CLI also assists with safety patrols during herring roe fisheries in the Strait of Georgia, yacht races, safety education and, to the delight of the Steveston community, bringing Santa Claus to the Christmas celebrations.

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November 2014 BC Shipping News 31

OCEAN MANAGEMENT

Ocean AUVs revolutionize ocean data collection

By K. Joseph Spears

T

he search for the lost Malaysian airliner MH 370 has focused global attention on the need for ocean data and how little, in fact, we know about our oceans. While 72 per cent of the planet is covered by oceans, less than 10 per cent of the seafloor has been mapped. The reality is we know more about the moon and Mars then we know about the ocean. Unmanned autonomous underwater vehicles (AUVs), will play an important and growing role in ocean data collection. Given a recent request from Fisheries and Oceans Canada (DFO) for detailed mapping of the near-shore West Coast waters, robotic technology, which has revolutionized ocean data collection, will be a significant contributor to meeting this request.

This article examines the use of unmanned AUVs for a variety of ocean applications and how the use of AUVs will continue to grow as the technology becomes more mature. For example, a AUV manufactured by Bluefin Robotics is one of the cornerstone tools used in the search for the MH370 off the Australian coast. It is operated by Phoenix International under contract to the U.S. Navy’s Supervisor of Salvage and Diving being deployed from the Royal Australian Naval vessel ADV Ocean Shield. It is perhaps the most useful tool employed in the search. Just a few short years ago, this type of underwater search would not have been possible.

Most British Columbians don’t realize that B.C. is a centre of ocean robotic technology and has been for at least the last 40 years. It was the B.C.-built Scarab submersible, operating from the CCG John Cabot, that recovered the flight data recorder from Air India 182 in the 32 BC Shipping News November 2014

While 72 per cent of the planet is covered by oceans, less than 10 per cent of the seafloor has been mapped. The reality is we know more about the moon and Mars then we know about the ocean.

Irish Sea after a terrorist attack in 1985.

At the time, the specialized icebreaking cable repair ship had the submersible on board and it was fortuitously in the area. Captain Bill Nash, former Director General of Transport Canada Marine, led that operation. B.C.’s ocean robotics sector is an often overlooked industry but it is critically important in the 21st century.

Recently, the British Columbia government put together an informative brochure on this sector which can be found on the website of International Submarine Engineering Ltd. (www.ise.bc.ca).

As ocean governance grows to embrace all ocean activities, there is an urgent need for the collection and processing of ocean data in real time. Access to this data is equally important to the end users, regulators and the public. Much attention has been focused on the processes and mechanisms required to manage Canada’s ocean space, however, baseline information is necessary in order to make sound ocean governance decisions that are based on fact and not opinion. Oceanography is based on fact but the cost to collect baseline data is prohibitive and continues to increase. As costs increase, we need to be creative in how we collect and share this information. AUVs provide a cost-effective solution. More importantly, AUVs can provide a consistent, year-round presence which is critical to observe how ecosystems, species, and physical conditions change over time.

Baseline data is especially important for Canada’s West Coast where a variety of energy export projects have been proposed. Much discussion has been generated around pros and cons of various proposed projects, however, very little of the dialogue is based on year-round in-situ physical measurements of the physical and biological systems of the coast. Without this baseline information, the environmental impacts from normal operations, as well as catastrophic lowprobability/high-consequence shipping events, cannot be known. In other words, we are simply guessing.

The complexity and interaction associated with marine activities is only going to increase as new commercial activities develop. The challenge of ocean governance is also growing with an increasingly diverse group of stakeholders. Arming stakeholders, regulators, academics, and proponents alike with the same baseline data will smooth the way for fact-based discussion, evidenced-based decision making and enlightened project development.

The first and most critical step is to collect the data on a consistent and persistent basis. Robots, such as AUVs, are similar to satellites in space as they provide consistent data streams and, in some cases, they are able to collect data not otherwise available.

AUVs provide a cost-effective means to collect ocean data especially as compared to the cost of oceanographic research vessels and manned systems. With academic

OCEAN MANAGEMENT research budgets being cut worldwide, a diminished quantity and quality of data is being collected in Canada and around the world. The beauty of AUVs is that they can stream data every hour or two which is particularly useful in applications such as marine pollution response.

While it is beyond the scope of this article to get into a technical review of all ocean robotic systems we will look at two systems.

Buoyancy gliders

Self-propelled AUVs

Self-propelled AUVs have batteries to operate a propeller, wings, and a tail

equally important to share it with potential stakeholders. section. Like buoyancy gliders, AUVs are incredibly versatile with respect to their missions and instrument payloads. The main advantage is that they are more diverse in terms of size and they are more maneuverable than buoyancy gliders and the dive can be preprogrammed. The main disadvantage of the self-powered AUVs is mission duration as battery power is used during all phases including propulsion.

International Submarine Engineering Ltd. of Port Coquitlam, B.C., has been a world leader in the development of selfpropelled AUVs for over 40 years. They can be programmed to operate in a certain path or configuration depending on the research needs. The firm’s AUVs are used by the Government of Canada in the Arctic. In fact, it was an ISE-designed and built AUV launched from both Ice Island and the CCG St. Louis St Laurent that provided the data used in defining Canada’s article 76 claim in Arctic waters for extending the Continental shelf under the Law of the Sea Convention beyond the 200 nautical miles.

ISE’s AUV Arctic Explorer is the largest of the Explorer AUV class, measuring over seven metres long and weighing over 2,000 kg. It is equipped with an extendedrange capability, making 80 missions covering 450 km possible. This AUV was used this past summer in Simpson

Strait while looking for the Franklin Expedition. A spin-off of this research has led to detailed bottom surveys of a good portion of the Northwest Passage.

Clearly, there is technology to collect ocean data in a cost-effective manner which is revolutionizing oceanography.

In my earlier article on ocean data (May 2014), I indicated there is a critical need for baseline ocean data to help stakeholders make evidence-based decisions. While it is important to collect the data across a broad ocean spectrum — it is equally important to share it with potential stakeholders. This is often referred to as data fusion and/or data sharing. We need to take a similar approach to the development of technology in B.C. to data sharing. This, in turn, will bring B.C. to the forefront of environmental and ocean governance and leadership. Ocean drones on, over, and under the sea will be important tools for development, protection and governance of Canada’s West Coast.

K. Joseph Spears is a principal of the Horseshoe Bay Marine Group and has a long-standing interest in applied oceanography. He has undertaken oceanographic sensor research aboard commercial vessels for the Dalhousie’s Oceanography Department and has worked as a research diver on the East Coast. Joe can be reached at kjs@ oceanlaw canada.com

Photo credit: Lee Carson/Norstrat

A buoyancy glider is a metal cylinder of about five feet long and 10 inches in diameter. The glider has wings and a tail and uses small changes in buoyancy in conjunction with the wings to convert vertical motion into horizontal motion and thereby propel forward. Because buoyancy is the main driver, the gliders have very low power consumption and can run for weeks to months depending on the battery packs, bio-fouling, and dive depth. Various instruments can be mounted in the science bay or strapped directly to the glider itself. Buoyancy gliders have been used in the Southern Ocean for over six months in duration and have also crossed the Atlantic Ocean.

As always, batteries are the limiting factor with respect to mission length.

For example, in 2012, the Haida Salmon Restoration Corporation used two Slocum gliders to determine baseline conditions, changes over time, and to calibrate shipboard instruments. They collected over two million data points on several instruments including dissolved oxygen, temperature, salinity, chlorophyll and dissolved organic matter as part of their ongoing oceanographic research.

This data was presented at the Oceans 2013 conference in San Diego and has been released to the public.

Month-long buoyancy glider projects have been conducted in the Salish Sea, Saanich Inlet, the west coast of Vancouver Island to Haida Gwaii, and between Kitimat and Douglas Channel. The glider missions are able to collect data from the surface to a depth of 200 metres 24/7, providing high quality and high quantity data that is superior to shipboard sampling. The gliders are incredibly versatile with respect to instrument payload, mission length, and mission locations.

While it is important to collect the data across a broad ocean spectrum — it is

B.C.-built ISE Arctic Explorer UAV owned by Canada used during the Franklin search utilized a high tech Kraken Sonar.

November 2014 BC Shipping News 33

PORTS

The Canadian Port Model: Is it working?

T

he Canadian Port Model – is it working for you? The Chamber of Shipping of British Columbia posed this question to a group of senior industry executives at a workshop in mid-September. Through a series of four panels, representing ports, terminals, beneficial cargo owners and transportation service providers, about 75 attendees engaged in an open and honest discussion where issues and perspectives were put forward with a goal of seeing serious solutions.

Facilitating the session, Captain Stephen Brown, President of the Chamber, did a good job keeping panelists on track and provided insightful summaries following each of the panel topics.

“It’s not often that we get the opportunity for all sectors — and especially senior representatives of all sectors — to meet and engage in a meaningful discussion,” said Captain Brown, further noting the timeliness of the meeting given the upcoming review of the Canada Transportation Act. In that context though, Captain Brown recognized that legislation alone would not fix all of the issues, however, “if we

34 BC Shipping News November 2014

Common themes began to emerge as members of each panel took turns providing their own perspective on the theme of the workshop and the challenges faced. don’t identify the issues ourselves, someone else will do it for us and the recommendations may not necessarily be the ones we would have made.”

With that, Brown introduced the first two panels: Representing ports were Peter Xotta (Port Metro Vancouver), Shaun Stevenson (Prince Rupert Port Authority), Bernie Dumas (Nanaimo Port Authority), Zoran Knezevic (Port Alberni Port Authority), and Yoss Leclerc (Port of Quebec); and representing terminals were Stephen Edwards (Global Container Terminals), Brad Eschelman (Western Stevedoring Co. Ltd.), Dave Kushnier (Alliance Grain Terminal Ltd.), Jim Belsheim (Neptune Bulk Terminals (Canada) Ltd.), and Jim Rushton (Maher Terminals Prince Rupert).

Common themes began to emerge as members of each panel took turns

providing their own perspective on the theme of the workshop and the challenges faced.

Ports

There was agreement among panelists that the Canadian port model had many benefits over that of the U.S. “We have a competitive advantage because our ports fall under federal jurisdiction rather than regional,” said Peter Xotta who used examples like the Asia-Pacific Gateway and Corridor Initiative and other infrastructure development to illustrate how Canadian ports serve national interests.

One disadvantage however was the ability of Canadian ports to facilitate growth through infrastructure upgrades and development because, unlike U.S. ports, “we’re very challenged with the borrowing powers and financial tools available to us,” said Shaun Stevenson. Bernie Dumas echoed those comments by noting that better funding programs and less regulation would allow ports to take advantage of the opportunities to grow.

Additional challenges noted by speakers representing ports included: • the interface between provincial and federal review processes and the inability to move projects forward in a timely manner complicated by land use and access challenges from opponents to resource development ; • the national attitude that does not recognize the importance of ports being able to expand to meet Canada’s needs; and • the increasing complexity of port governance and operations amid increased regulations covering issues like environment and security that have added significant costs to project development.

When asked to provide comment on the Canada Transportation Act review, panelists were generally supportive and recognized the need for a review, however cautioned that it was important that interest groups opposed to development do not negatively impact the process.

PORTS “The review must look beyond our needs and look at the needs of all Canadians as a whole,” said Zoran Knezevic. “We must collaborate to create incentives for investment and opportunities to leverage the movement of resources.”

Terminals

While each panelist was “hard pressed” to say the current port model wasn’t working, there were issues that presented challenges in their abilities to accommodate growth.

Of the benefits, Stephen Edwards was the first to point out that the public-private model under which terminals in Canada operate was preferred to that of other countries that privatized ports or narrowed the focus to states and/or regions. Both Edwards and Brad Eshelman pointed to factors such as certainty and reliability as being key in capturing interest and investPublication ment in port facilities.

BC Shipping News Of the critical issues impacting on the competitiveness of terminals, panelists emphasized: Issue • land availability – both in terms of capNovember 2014 acity and cost as well as competition between residential and industrial use; • the challenge to create conditions Size that were conducive to investments Island page development vertical)– for for (half infrastructure example, tax breaks; • inland development projects that were Deadline previously funded by governments were October 6, 2014 now funded

by Gateway improvement fees levied on businesses; • First Nations land rights and social Features licence on environmental issues; Navy / Coast process Guard / SAR • permitting roadblocks and delays; • the overall rising cost of business that Industry insight: was compounded by each of the issues Ÿ National Shipbuilding above.

Procurement Strategy In working through solutions, strong update emphasisRescue was placed on freight reliability, Ÿ Joint Cocertainty of regulations, ordination Centrecost competitiveness and labour reliability. Ÿ RCM-SAR Jim RushtonSetting recounted the his experience Ÿ Anderson: as a container stage for terminal Canadaoperator in Prince Rupert that nicely summed Transportation Act up the challenges facing communities surrounding changes ports and terminals. “The activity in the harbour in past years was very different to what you have today,” said Rushton.

“There has been a transition away from locally run industries such as fishing and forestry to an economy based on trade that is international in nature and has led to a disconnect with communities.”

Rushton called for a national strategy that outlined the future of ports to allow people to see the big picture.

Discussion

Comments and observations from attendees allowed panelists to further discuss issues like opposing interests of communities as well as the active debate about the environment and social issues.

There was additional discussion on port access (rail/road) and potential solutions such as short-sea shipping and greater use

of inland ports to alleviate congestion and address the issue of waterfront land availability.

The next two panels extended the logistics chain out to include beneficial cargo owners and transportation service providers. Captain Brown introduced the panel representing cargo owners: Mark Thomson (West Fraser Timber Co. Ltd.), Craig Olley (Teck Coal Ltd.), Scott Rudderham (Canpotex Limited), Bob Meredith (Canadian Tire) and Scott Galloway (Freight Management Association of

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November 2014 BC Shipping News 35

PORTS

Captain Stephen Brown, President of the Chamber of Shipping of British Columbia with the panel representing terminals: Stephen Edwards (Global Container Terminals), Brad Eschelman (Western Stevedoring Co. Ltd.), Dave Kushnier (Alliance Grain Terminal Ltd.), Jim Belsheim (Neptune Bulk Terminals (Canada) Ltd.), and Jim Rushton (Maher Terminals Prince Rupert).

“Reliability, service, and reputation,” said Mark Thomson... “These are the things that matter to our clients and if we don’t get their product to market on time, they will go elsewhere.”

Canada); then the panel representing transportation service providers: Dave Bedwell (China Ocean Shipping (Canada) Inc.), Peter Amat (Pacific Basin Shipping (Canada) Limited), Louise Yako (BC Trucking Association), Peter Ladouceur (CN Rail) and Greg Wirtz (CLIA - North West and Canada).

36 BC Shipping News November 2014

Beneficial cargo owners

“Reliability, service, and reputation,” said Mark Thomson as the first to present the cargo owners’ perspective. “These are the things that matter to our clients and if we don’t get their product to market on time, they will go elsewhere.” Thomson’s views were reaffirmed by other panel

members who, in one case, compared the logistics chain to a “lottery” — “…we input our requests into the system while every other drayer is doing the same thing and many times we will not get what we’re asking for,” said Bob Meredith who suggested developing creative ways to improve the reservation system.

Panel members also raised issues such as the need for cost efficiencies to ensure competitiveness; and investment into infrastructure including an urgent need for an increase in rail capacity. Scott Rudderham made the observation that the port model fundamentally worked fine when it is not busy. “As soon as it becomes capacity constrained, it doesn’t work at all.” Rail capacity was a challenge for all panelists and it was felt that a lack of capital investment in the rail system was a key factor in restricting growth.

In responding to questions about the CTA review, panelists wanted to ensure business solutions were developed collaboratively and that they had a say in any proposed changes. Scott Galloway noted that the review of the CTA would give the opportunity to identify challenges around infrastructure and capacity and to provide input into solutions that would create cost competitiveness and efficiencies.

Transportation service providers

Overwhelmingly, those panel members representing the marine aspect of transportation referenced the cost of doing business in West Coast ports and the

PORTS challenges of year-over-year port fee increases as well as the short notice of those increases. They felt constantly challenged by over capacity of rail, trucking inflexibility and the lack of a port logistic chain that could account for extra capacity, all of which leads to delays and increased costs.

Addressing concerns noted, Louise Yako outlined how the BC Trucking Association was dealing with many problems that were difficult to resolve — “with 23,000 trucking companies in B.C., there are too many businesses operated by people with no business experience and they are cutting rates in competition with each other,” she said. She also raised issues of safety and creating efficiencies for port access.

Providing the rail operator perspective, Peter Ladouceur spoke in terms of “gateway rather than port” and described challenges stemming from the overall supply chain. With larger ships

...jobs and a high quality of life are very important to the public and, to achieve a balance that allows both for growth and a sustainable environment, education on the issues and transparency to earn public trust are critical. coming into the port and the impact that alone has on the supply chain, Ladouceur reported that CN is constantly looking for opportunities to collaborate — with other rail lines as well as terminals and shippers — and manage costs.

Discussion

Following the second set of panels, Captain Brown again opened the discussion up to the audience who asked about plans for increasing capacity in rail as well as safety aspects of the system, especially in the movement of hazardous goods. All were in agreement that “nothing matters more than safety” and that the industry must find ways to share the network.

Guest speaker: Robin Silvester, Port Metro Vancouver

Ports: Yoss Leclerc (Port of Quebec), Zoran Knezevic (Port Alberni Port Authority), Bernie Dumas (Nanaimo Port Authority), Shaun Stevenson (Prince Rupert Port Authority), and Peter Xotta (Port Metro Vancouver).

Cargo owners: Scott Galloway (Freight Management Association of Canada), Bob Meredith (Canadian Tire), Scott Rudderham (Canpotex Limited), Craig Olley (Teck Coal Ltd.), and Mark Thomson (West Fraser Timber Co. Ltd.).

The workshop ended with a keynote presentation from Robin Silvester, President and CEO, Port Metro Vancouver, who succinctly summarized five pillars of support that required balance to be able to effectively maximize throughput and mobility: labour, rail, truck, marine and terminal aspects. Of labour, rail and truck — stability was key and could only be achieved through collaboration and co-operation. For terminals, he saw initiatives such as a licencing system for trucks, GPS systems for tracking, extended hours and incentives for quicker turnarounds as important initiatives in managing the increase in activity; and for ports, infrastructure upgrades through public-private partnerships would remain a focus.

Silvester reiterated many of the issues already raised during the workshop — challenges with land availability; population growth that puts residential and commercial interests into competition and conflict; and social licence issues with visible protests and opposition to many projects. However, Silvester noted, jobs and a high quality of life are very important to the public and, to achieve a balance that allows both for growth and a sustainable environment, education on the issues and transparency to earn public trust are critical. BCSN

Transportation service providers: Dave Bedwell (China Ocean Shipping (Canada) Inc.), Peter Amat (Pacific Basin Shipping (Canada) Limited), Louise Yako (BC Trucking Association), Peter Ladouceur (CN Rail) and Greg Wirtz (CLIA - North West and Canada).

November 2014 BC Shipping News 37

TRANSPORTATION ACT

Canada Transportation Act Review 2014

By Darryl Anderson

Managing Director, Wave Point Consulting

O

n June 25, 2014, the federal Transport Minister launched a review of the transportation economic and associated regulations in Canada. The review provides a once-ina-decade opportunity to consider how the national transportation system can best be leveraged to support Canada’s continuing economic growth. A major economic recession, new interest in overseas energy exports, a reinvigorated and ambitious federal trade policy agenda, the Asia-Pacific Gateway and Corridor Strategy, public safety concerns, and increased stakeholder/public activism are just some of the most significant changes that have occurred since the last review.

This article will provide an introduction to the process and provide some insight into some of the issues that stakeholders think are important for our federal transport legislation.

Canada Transportation Act review

The review will examine the extent to which the national transportation system has the capacity and adaptability that will allow it, and its users, to respond effectively to evolving international and domestic conditions and markets. This will include examining major global and national trends relevant to transportation; projecting freight capacity needs across the system; examining whether existing or planned capacity and performance improvements will be responsive to these needs and periodic demands for surges in capacity.

Specific topics of interest to BC Shipping News readers that stakeholders are asked to consider, include: • Whether adjustments to the current transportation legislative and policy 38 BC Shipping News November 2014

A major economic recession, new interest in overseas energy exports, a reinvigorated and ambitious federal trade policy agenda..., and increased stakeholder/public activism are just some of the most significant changes that have occurred since the last review. framework are required to support Canada’s international competitiveness, trade interests, and economic growth and prosperity; • How strategic transportation gateways and corridors can be developed and leveraged to support Canadian prosperity through linkages to global markets; • How the quality and utilization of transportation infrastructure capacity can be optimized through, for example, improved alignment of transportation policies and regulations and/or the use of innovative financing mechanisms; • How technological innovation can contribute to improvements in transportation infrastructure and services; • Whether adjustments to transportation safety and environmental regimes are needed to continue achieving high standards for safe and sustainable transportation, given increasing system volumes/demands; • How safety and well-being concerns related to rail transportation (including the movement of dangerous goods) through communities can be addressed; • Whether current governance and service delivery models for key federal operations, assets and agencies — including the Canadian Transportation Agency, Canadian Pilotage Authorities, the St. Lawrence Seaway, and airport and port authorities — can be improved.

Review process

The Review Panel, being led by the Honourable David Emersion, will provide advice on possible steps to help ensure that the national transportation system has the capacity and nimbleness to support economic activity across all sectors over the medium-and longterm. The Review Secretariat issued its first discussion paper at the end of September. This document gave us some indication of the Commissioner’s initial thinking. The Review Panel is due to report to the federal Minister of Transport at the end of 2015. Yet, the timing and delivery of the Panel’s recommendations may be ultimately determined by the timing of the next federal election.

To get a further glimpse of the subjects of interest, a number of individuals and organizations were contacted and asked to provide their perspective.

Rail freight expected to be a dominate issue

A key issue in previous reviews of federal transportation legislation has been the performance of the railway sector.

The impact of railway behaviour on freight shippers and the broader economy was a very hot topic earlier this year when the federal government announced new legislation in response to the backlog of grain moving to export position.

TRANSPORTATION ACT In 2001, the Canadian Transportation Act Review (CTAR) panel examined the data on railway industry performance after deregulation. The analysis (shown in Graph 1) legitimately concluded that economic deregulation had resulted in lower costs for rail transportation. The CTAR 2001 report provided an index of railway revenues per tonne kilometre (in constant 1988 dollars from 1988 to 1999) to support their findings. The analysis clearly showed that revenue per tonne km on a constant 1988-dollar basis was on a downward trend from 1988 to 2003.

Phil Davies, Principal Davies Transportation Consulting Inc. extended the CTAR 2001 index using CN’s annual revenue per tonne mile figures and the earlier downward trend has not held up (shown in Graph 2).

Graph 1 — Analysis of costs for rail transportation following deregulation.

Freight Management Association of Canada perspective

The CTAR 2014 review will no doubt consider evidence on whether economic deregulation has gone too far and if the railways are abusing their market power.

Since the topic of rail service and competition and other issues will be at the heart of this review for many shippers, we sough the perspective of the Freight Management Association of Canada (FMA). The FMA provides government relations on behalf of the buyers of freight transportation. In response to our questions, President of the FMA, Robert H. Ballantyne, made a number of observations related to freight surface transportation topics.

In terms of what is working well in the current Canada Transportation Act, Ballantyne noted that the existing rail shipper protection provisions, such as the service level compliant process, regulated interswitching rates and Final Offer Arbitration (especially for large shippers) were effective.

However, the current Act’s provisions with respect to competitive line rates were an area that needs to be improved. He also commented that rail shippers in the U.S. have access to aggregated railway waybill sample data. If similar data were mandated to be made available here it would be useful for Canadian shippers.

On the topic of rail safety, Ballantyne acknowledged that municipal governments — especially first responders — have a need to know the details about the types of dangerous goods and energy products that were moving through their

Graph 2 — Further analysis of costs for rail transportation since 2003 show the downward trend has not held up. communities. The CTA Review process could no doubt serve as an important forum for clarifying what level of aggregate data and the timing of release of information should be made available. As rail and port traffic increases, the need for providing data to municipal stakeholders grows in importance.

Finally, on the topic of structural issues of importance that should be considered by the Review Pane,l Ballantyne noted the issue of transport and port system capacity to meet bulk, breakbulk, containerized and other forms of cargo as being important topics to address with this review.

Railway Association of Canada perspective

No discussion on the future shape of economic regulation in the transport sector would be complete without the perspective of the Railway Association of Canada (RAC). The association

represents some 50 goods, tourist, commuter and intercity rail businesses in Canada and their 34,000-plus employees, and has more than 60 associate member suppliers and partners. RAC acts to inform officials, develop programs, policies and resources and communicate with the public and media to strengthen the role and capacity of rail to deliver leading services that are economically viable, socially cohesive, future focused and environmentally sustainable.

Michael Gullo, Director, Policy, Economic and Environmental Affairs provided the RAC responses to the questions below.

Q. What existing provisions of the Canada Transport Act should be kept?

A. The Canadian railway sector supports any regulatory environment that favours commercial forces, and the innovation and increased supply chain collaboration they promote.

November 2014 BC Shipping News 39

TRANSPORTATION ACT Q. What needs to be changed? A. The CTA review presents Canada’s railway industry with an opportunity to foster a greater understanding of rail’s significant capacity, and its positive role in both export and domestic supply chains. RAC will emphasize the importance of supply chain collaboration, network capacity investments, and winter weather’s impact on rail technologies and service reliability. RAC would support any changes that favour co-operative supply chain collaboration.

Alberta Government’s perspective

The Freight Management Association of Canada and the Railway Association of Canada offer sharply differing perspectives. Therefore, we sought the perspective of Alberta, home to many of the export products that use the Pacific Gateway and major Canadian railroad.

Sara Wong, Director, Multi-Modal Transportation Policy and Project Director, Transportation Strategy for Alberta, noted: “Alberta is the largest-volume rail shipper in the country and the demand for our products is growing as we expand into new markets. A repeat of last winter’s backlog of commodities moving by rail to port would put our long-term economic growth at risk.

For Alberta and Canada to avoid any permanent damage to our reputation as a reliable global supplier of energy, food and other goods, we must aggressively seek and swiftly implement solutions to strengthen our ability to safely deliver goods to market in a timely manner.”

Wong further stated: “For Alberta, market access is an issue that goes beyond any one industry or commodity group. That’s why, as a government, we are collectively working to ensure that all interests are represented and will continue to advocate for our export industry and be actively engaged in the review. Alberta strongly encourages representatives from all commodity sectors to participate in the federal CTA review process to ensure their concerns and suggested solutions are put on record. As a government, Alberta is also working with stakeholders to make a comprehensive presentation at the appropriate time that would provide suggested solutions to ensure there is sufficient capacity to meet future growth.”

Maritime transport perspective

Some shippers, railways, airlines and some provincial governments have welcomed the announcement of the CTA Review process with press releases, neither the Canadian Maritime Chamber of Commerce, the Association of Canadian Port Authorities, nor the Chamber of Shipping of British Columbia have taken such an approach.

The Honourable Lisa Raitt, Minister of Transport in remarks to the Association of Canadian Port Authorities in August said: “The review is an opportunity to examine our legislation and policy frameworks, to ensure they are up to date and contain the right measures for modern times. It will look at how we can ensure that the national network has the capacity and is nimble enough to meet medium and long-term demands.”

More specifically, with respect to ports, Minister Raitt observed that “the CTA Review will provide an opportunity to examine the governance and service delivery models for Canada Port Authorities and identify how they can be improved.”

The federal Transport Minister and former President/CEO of the Toronto Port Authority challenged the ACPA conference delegates and their stakeholders as well as the CTA panel, to help develop ways that all can work together to address these matters.

The B.C. maritime community has accepted the Minister’s challenge and under the leadership of the Chamber of Shipping of British Columbia has already hosted a workshop on the theme of whether the Canadian port model was working (see page 34 for a summary).

Conclusion

The perspectives of those interviewed for the article suggest that competition, infrastructure capacity, safety, and market access may be some of the shared policy objectives. The question for BC Shipping News readers is what, if any, policy and practical changes are required to ensure that Canada’s multimodal transport and maritime logistics system meets the needs of those who rely on global supply chains to serve both domestic and international clients.

Those in the shipping and port sector are at the forefront of meeting freight transport system customer demands. I welcome and encourage a robust exchange of ideas on this topic, especially as it pertains to possible solutions. While many stakeholders will agree on the objectives, there will no doubt be heated debate about the best way to reach them. The voices and perspectives of the shipping, port and marine sectors need to be at the forefront of this important national discussion.

Darryl Anderson is a strategy, trade development, logistics and transportation consultant. His blog Shipper matters focuses exclusively on maritime transportation and policy issues. http://wavepointconsulting.ca/shipping-matters.

40 BC Shipping News November 2014

CARGO LOGISTICS Contract liability

Million-dollar cargo liability judgements — and no insurance?

By: Matthew Yeshin, Managing Director, Marine and Transportation Practice, Marsh Canada Limited

A

lthough negotiated contracts of carriage are not new, the expectations under contract are, with greater frequency, significantly exceeding the standard limitations of liability established under a Carrier’s Bill of Lading. In addition, the enforcement of the contractual terms are less likely to be settled commercially between the parties through freight or services off-sets, but rather are heading to courts to decide and enforce the terms of the agreement.

Therefore, in addition to the greater liability that the carrier or intermediary is taking on through a negotiated contract

...in addition to the greater liability that the carrier or intermediary is taking on through a negotiated contract of carriage, the flexibility around how that increased liability is being settled is diminishing. of carriage, the flexibility around how that increased liability is being settled is diminishing. As a result, both the actual liability incurred, and the cost of dealing with that liability, are increasing.

Since it is often a contractual requirement that a cargo liability and/or general liability insurance policy be in place to

back these contractual liabilities, with the cargo owner to be added as a loss payee, it is not a surprise that the insurance industry is concerned about these carrier and intermediary (broker) contracts that their clients are entering into.

Almost all Cargo Liability policies are based on legal liability (read the Insuring

!

T U

O D L SO

November 2014 BC Shipping News 41

CARGO LOGISTICS Since the insurance industry does not respond well to unanticipated exposures, and to manage uninsured risk, carriers and intermediaries need to create a balance between the flexibility required by the sales team...and the control required by risk management/legal to address risk.

Conditions of your Cargo Liability policy — it will likely be along the lines of “To indemnify the Assured in respect of its legal liability for loss of or damage to cargo whilst in the care, custody or control of…”), with a very limited number extending liability to automatically include contractual liability. These policy forms then further require that the carrier or intermediary’s standard contract terms be provided and approved by underwriters as part of the quoting process, with the extent of liability accepted under that standard form becoming part of the foundation used by underwriters for rating the policy.

When a carrier takes on liability that exceeds the liability anticipated by the Cargo Liability policy, underwriters want an opportunity to evaluate the change in exposure, and if necessary, charge an additional premium for it — or in some cases take the position that they do not want to cover certain contractual obligations.

When this contract pre-approval expectation is a warranty under a Cargo Liability policy, the failure to get approval of a contract may result in the underwriters denying a claim, and/or refusing to defend a claim that would otherwise not have created a liability for the Carrier under their standard contract of carriage or convention. In the event that the

shipper has also requested to be added as a loss payee on the Cargo Liability policy, this position can further frustrate the relationship between the parties involved.

Recognizing the rising number of customer carrier contracts that are being presented, and the challenges, both in terms of obtaining timely approval and even tracking what contracts are being signed, some Cargo Liability policies are introducing flexibility for the carrier or intermediaries to sign contracts that are outside of their standard agreements, so long as the liability does not exceed or extend to certain defined amounts or exposures. While this does help carriers or intermediaries turn their contracts around more quickly, it unfortunately leaves an aspect of discretion to the carrier or intermediaries’ sales person to determine whether an exposure is within or outside of scope. This discretion, unless well managed, can become problematic in the event of an incident that the underwriter feels is out of the scope of coverage.

In addition, the flexibility provided by underwriters does not extend to include contractual obligations that may have been agreed but not immediately covered by a Cargo Liability or General Liability policy. These would include broad indemnity provisions and liquidated damages, which are not part of a standard legal liability contract, but are much more

frequently included as a contractual liability — which the shipper has requested to be, and expects to be, insured to try to help ensure enforceability.

Since the insurance industry does not respond well to unanticipated exposures, and to manage uninsured risk, carriers and intermediaries need to create a balance between the flexibility required by the sales team to negotiate deals and the control required by risk management/ legal to address risk.

Taking transportation contracts seriously, while also understanding the insurance coverage(s) that you have in place, including the limits and restrictions provided under those policies is the starting point to ensuring that you are not taking on liability that is beyond your financial appetite. From there, when new contract conditions are introduced, carriers and intermediaries should feel comfortable discussing the intentions of clauses with the shipper before signing the agreement.

It is much better to have clarity around expectations before an incident takes place, rather than having the intention of the agreement, and the costs associated with that intention, decided by a judge and a team of lawyers.

If you would like to learn more please attend Matthew Yeshin’s seminar on Risk and Liability in Global Shipping at Cargo Logistics Canada Expo and Conference taking place January 28 to 29, 2015, at the Vancouver Convention Centre West.

Cargo Logistics Canada is Canada’s largest and best-attended event for all stakeholders in Canadian supply chains.

For more information please visit: www. cargologisticscanada.com. Registration is now open!

BC SHIPPING NEWS

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Subscribe now!

To subscribe, contact BC Shipping News

T: 604-893-8800 / E: jane@bcshippingnews.com or visit: www.bcshippingnews.com 42 BC Shipping News November 2014

TRANSPORTATION TRIBUNAL Option for recourse:

The Transportation Appeal Tribunal of Canada An interview with Chair John Badowski

W

hile the Transportation Appeal Tribunal of Canada (TATC) is not a new subject for BC Shipping News (see the December 2011 article from Joe Spears), the appointment of Chair John Badowski and renewed efforts to raise awareness about the TATC have prompted a refreshed look at this option for recourse should you be on the wrong side of a Transport Canada (TC) inspection. As we hear from Mr. Badowski, the TATC exists to provide those in the transportation industry an avenue to ensure TC inspection decisions are fair and warranted.

Background — John Badowski

Appointed to the chair’s position in January 2014 for a five-year term, Badowski’s resume reads as though he was being prepped for the position since beginning his career. After 27 years in the Toronto Police Service where he held supervisory and senior management positions in several of its units, including the Marine Unit, Community Programs and Forensic Identification, Badowski was a member of the Refugee Protection Division of the Immigration and Refugee Board of Canada (IRB) for the past six years. He is a former chairperson of the IRB’s Professional Development Committee and a former member of the International Association of Refugee Law Judges where he served on its Expert Evidence Working Party.

“I have conducted at least 450 face-toface tribunal hearings and at least 200 more paper reviews. Also, I was a manager for two years at the IRB so I’m used to doing high-volume management of tribunals. So with my background in adjudication and a strong background in law enforcement and investigation, it all fed together to lead to management of the Tribunal.”

Background — TATC

“It’s fairly simple,” said Badowski of the mandate of the Transportation Appeal Tribunal of Canada. “We were created to be an impartial panel or review board of any action taken by the Ministry of Transport.” The origins of the TATC can

With upwards of 90,000 commercial vessels, 45,000 fishing vessels and over one million pleasure craft..., Badowski is surprised more people don’t take advantage of the free service. be traced back to its predecessor, the Civil Aviation Tribunal, which was created in 1986. While there was no major incident or accident, it was realized that the aviation industry was being treated differently from other transportation modes so, in 2003, the federal government changed the CAT mandate to be inclusive of rail, marine and some additional “odd little things” such as the tribunal for international bridges and tunnels (“we’ve never had a case from this one”) as well as false advertising in the travel industry.

The process for getting the TATC involved is fairly simple as well: a written request, including a copy of the notice received from Transport Canada, will initiate a review. Notices of actions run the range of enforcement, suspension, monetary penalties and even medical suspensions — in fact, Badowski notes that 50 per cent of the cases presented to the TATC are medical in nature. “Pilots or mariners can be suspended based on a change to their medical licence and that can be a financial burden on the person holding the licence,” said Badowski. “For example, a mariner can lose their status for watchkeeping abilities and this will impact on that person’s ability to perform all of their duties.”

The process

On average, the TATC deals with 300 requests for reviews of actions taken by Transport Canada. These are split evenly between marine and aviation industries.

Of the 150 marine-related cases, half are penalty-type reviews and half are medical in nature. While most of the medical cases proceed to a review, roughly half of the ones involving penalties are typically resolved before reaching the hearing stage.

It’s important to note that the TATC does not get involved if the charge is criminal in nature. If the police (Transport

John Badowski, Chair, Transportation Appeal Tribunal of Canada Canada cannot charge a person with a criminal offence) decide to charge the person with a criminal offence, even after the review process has begun, the TATC will stay their action. “Aside from criminal charges, the TATC is the body of recourse for any action taken by Transport Canada,” said Badowski. “Our role is to listen to the facts, weigh the evidence and make a clear, concise and informed decision.”

With upwards of 90,000 commercial vessels, 45,000 fishing vessels and over one million pleasure craft (albeit not typically falling under the realm of the TATC), Badowski is surprised more people don’t take advantage of the free service. “To me, 150 cases for marine-related issues per year is a drop in the bucket. I believe there’s a general lack of awareness that we exist — that there is a recourse if an action is taken. And my greatest fear is that those who have actions taken against them, think that we’re just another branch of Transport Canada, which we are not.”

November 2014 BC Shipping News 43

TRANSPORTATION TRIBUNAL

While the setting and process of a Tribunal hearing resembles a regular court session, it’s more informal and hiring a lawyer is not mandatory.

While the setting and process of the hearing resembles a regular court session — i.e., a TATC panel member acting as judge; a representative from Transport Canada acting as prosecutor; and the person charged as the defendant — it’s not always necessary to hire a lawyer. “If it’s a serious case — for example, a large company with a death involved — there are going to be a lot of lawyers sitting at the table. But for the guy with a fishing boat who spilled some fuel in the harbour, it’s going to be less adversarial. It never hurts to have a lawyer but it’s not mandatory. Panel members have been trained to ensure the person charged is not overrun by the Ministry’s lawyer and to ensure that they understand the proceedings, have their rights protected, and have equal rights to submit documents and make statements.”

And the hearing is free! “We absorb all costs,” notes Badowski. “You may have to drive to a nearby city to get to the courthouse but there’s no cost for the hearing itself. We bring the panel member (or members) to you and that’s our cost.

Transport Canada sends out the prosecutor at their cost.”

Hearings are usually scheduled with one TATC panel member to adjudicate.

“Determinations”, as the decision of the first-level adjudicator is called, can be challenged if it’s felt an error has been made. When that happens, a three-member tribunal is struck. “The three-member panel is mostly looking for errors in applied laws,” explains Badowski. “The transcript of the previous hearing is analyzed and a decision is made but they will not consider new evidence.”

Should there still be dissatisfaction with the decision, the last option for redress is a federal court review.

Panel members

At the moment, the TATC has 27 panel members. “I’m expecting that to grow to 32 in just a few weeks,” said Badowski.

“They’re all experts in their fields and they are spread across Canada. We have pilots, aviation experts, master mariners, engineers and people with marine expertise. We also have one rail expert and will

Located at Vancouver Waterfront and Roberts Bank

www.flyingangel.ca 44 BC Shipping News November 2014

be growing to three very shortly given recent changes to legislation governing rail. And we match the case that’s presented to us with the member most familiar with the issues.”

Badowski further noted that he has a small cadre of doctors. “We have five right now but I’m hoping to grow that very quickly. I have two in the appointment process and am about to ask for as many as another eight for the new year. Because we’ve had a small number of doctors and have lost a few through attrition, we have a backlog of medical cases. We’ve taken serious steps to address that so we are seeing the number drop. For people who have had their licence suspended or put on hold because of a medical decision, I like to have the case heard as soon as possible because their livelihood depends on it. You want the case heard in a few weeks rather than years and that’s why I’m trying to get as many doctors on board as I can.”

Conclusion

While John Badowski has only been in the position of chair for little more than 10 months, his efforts to streamline some procedures and make others more efficient are starting to come into play. “It’s been a very positive challenge and experience so far,” he says. “I have both excellent members and staff in the field and here in Ottawa and overall, things have gone very smoothly.”

And while the decision handed down may not always be the answer wanted, Badowski believes in the effectiveness of the Tribunal as a service to Canadians -hence, the goal of raising awareness of the advantages of using the TATC. “Not that I’m looking for more work but our job is to serve Canadians and if they don’t know we exist, then I’m not doing my job.” BCSN

LEGAL AFFAIRS The search for the Franklin Expedition ships and Canada’s Arctic sovereignty claims

By David K. Jones

A Vancouver Lawyer with Bernard LLP

T

he search for the two Franklin expedition ships — Erebus and Terror — achieved a historic milestone in September 2014 with the discovery of Erebus. The search team was led

by Parks Canada with public and private partners including the Canadian Coast Guard, the Royal Canadian Navy, the Arctic Research Foundation, and One Ocean Expeditions.

The Canadian government’s search for the ships has been linked to Canada’s sovereignty claims over Arctic waters.

This article summarizes the law of the sea relating to Canada’s claims; highlights issues in Canada’s claims; and explains how the search for the Franklin expedition ships may relate to those issues.

Canada is a signatory to the United Nations Convention on the Law of the Sea (UNCLOS). UNCLOS establishes the legal framework for states to claim sovereignty over coastal waters and the sea bed. “Sovereignty” is the right of a state to govern a defined territory through the enactment and enforcement of its laws, and the recognition of those rights by other states. The maritime zones defined

by UNCLOS are: Internal waters: A state may exercise full sovereignty over internal waters within the “baseline.” The baseline follows the low-water line along the general direction of the coast, but it can also encompass the waters of an enclosed bay, with the waters of the bay being internal waters.

Offshore islands may also establish the baseline. For example, the waters of Johnstone Strait and Georgia Strait are internal waters. Canada claims a baseline

The Canadian government’s search for the ships has been linked to Canada’s sovereignty claims over Arctic waters. from Haida Gwaii to northern Vancouver Island, encompassing Queen Charlotte Sound, but the United States disputes that claim based on the length of the line.

The official baseline on B.C.’s central coast remains unspecified.

A similar concept applies to archipelagos, and Canada claims the waters of the Arctic archipelago as internal waters by drawing the baseline along the coasts of the outer islands of the Arctic archipelago.

Canada’s Oceans Act and Regulations list the specific geographical points of the baseline along Canada’s coasts from which Canada’s maritime zones are measured.

Territorial sea: The territorial sea extends 12 miles out from the baseline. A coastal state exercises full sovereignty over the territorial sea, subject to the “right of free passage,” the right of foreign flagged ships to sail through the territorial sea unhindered, as long as the passage is “innocent,” that is, not contrary to the coastal state’s laws.

Contiguous zone: The contiguous zone extends 12 miles seaward of the territorial sea. A coastal state’s rights within this zone are limited to preventing infringement of its customs, fiscal, immigration and sanitary laws.

Exclusive economic zone (EEZ): The EEZ extends from the outer limit of the territorial sea to 200 miles from the baseline. In this zone, the coastal state enjoys sovereign rights relating to the

exploitation of natural resources and the protection of the marine environment.

Other states are entitled to the freedom of navigation, overflight and laying of cables and pipelines in other states’ EEZs. Continental shelf: The continental shelf is geographically the shallower water extension of a coastal state’s land mass underwater. Legally, UNCLOS defines the zone as including the slope from the shelf to the deeper sea bed, and an area at the bottom of the slope. A coastal state has rights to exploitation of the resources of the sea bed and subsoil in the continental shelf. The zone extends to 200 miles whether or not the continental shelf extends that far, or a state can claim a zone seaward beyond that point if the geographic continental shelf extends beyond 200 miles.

High seas: The high seas are all waters outside states’ EEZs. The “freedom of the high seas” includes the rights of all states to freedoms such as navigation, fishing, and laying of submarine cables and pipelines.

According to a paper titled “The Arctic: Canada’s Legal Claims” by François Cóté and Robert Dufresne, Canada’s sovereignty over the land masses of the Arctic Archipelago are well established and recognized by other states, with the exception of Hans Island, a small island between Canada’s Ellesmere Island and Greenland, claimed by both Canada and Denmark. Since even a small island November 2014 BC Shipping News 45

LEGAL AFFAIRS Ironically, by charting Arctic waters, Canada is enabling navigation in the Northwest Passage, perhaps providing future support for the American claim that the Northwest Passage is a strait used for international navigation. creates maritime zones, there is a large expanse of water and the sea bed at stake in the claims for sovereignty over Hans Island.

Another contested area concerns a boundary dispute between the United States and Canada in the Beaufort Sea. A straight line drawn seaward extending from the land boundary between Alaska and the Yukon Territory favours Canada.

If the line is drawn seaward perpendicular to the coast, the Americans benefit. The area in issue is the large wedge-shaped expanse of the Beaufort Sea lying between the two lines.

Based on Canada’s sovereignty over the islands of the Arctic archipelago, Canada’s claim over Arctic waters is similarly well established, with two of the significant issues being:

• Canada’s claims related to the continental shelf; • the Northwest Passage, with the U.S. arguing it is a strait used for international navigation.

The first issue, the continental shelf, is significant for Canada’s sovereignty claims in the Arctic because a large area of Arctic waters south of the north pole are outside the 200-mile limit of northern nations. To support a claim for a continental shelf zone beyond 200 miles from the baseline, UNCLOS requires that a state submit information to a special commission for the commission’s recommendations. The Canadian government has expended significant effort to map the continental shelf in the Arctic to establish its claims. Russia, Denmark and Norway also claim an expanded

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continental shelf in the Arctic and the claims overlap.

Since the search for the Franklin expedition ships has taken place in a more central and southern area of the Arctic archipelago, the search has no impact on Canada’s claims relating to the continental shelf in the Arctic.

The second issue is the Northwest Passage, which is claimed by Canada to be internal waters within the Arctic archipelago. The Americans assert a right of “transit passage” through the Northwest Passage based on the view the waters are a “strait used for international navigation.” That term is defined in UNCLOS as a strait used for navigation between two areas of high seas or EEZs. While the Northwest Passage has not traditionally been used for international navigation, if Arctic waters become more ice-free and more ships transit the Passage, it may be considered to be used for international navigation. Transit passage provides ships with greater rights of passage than “innocent passage,” but it is not the freedom of navigation of the high seas.

If the Northwest Passage is considered a strait used for international navigation, Canada’s full sovereign rights over internal waters will be limited by the right of ships to transit the Passage.

The search for the Franklin expedition does not directly affect the question of whether or not the Northwest Passage is a strait used for international navigation; however, as part of Canada’s exercise of sovereignty over Arctic waters, the bathymetric data compiled in the extensive search is being used to chart previously uncharted waters. Ironically, by charting Arctic waters, Canada is enabling navigation in the Northwest Passage, perhaps providing future support for the American claim that the Northwest Passage is a strait used for international navigation.

This charting activity, and the discovery of a historically significant ship such as Erebus, are components of Canada’s assertion of sovereignty in the north, or as the government promotes: “exercising our sovereignty includes maintaining a strong presence in the North, enhancing our stewardship of the region, defining our domain and advancing our knowledge of the region.”

David K. Jones is a maritime lawyer and partner with Bernard LLP in Vancouver, B.C. and can be reached at jones@bernardllp.ca.

ENVIRONMENT Advancing environmental excellence

Green Marine enjoys a banner year

By Manon Lanthier

Communications Manager, Green Marine

G

reen Marine is experiencing a remarkable time with increased global recognition, an expanding membership, an improved verification and certification process and, most importantly, the continually improving results of the marine companies participating in the environmental program.

The 2013 results, marking the sixth year of evaluations by participants, confirm the program’s effectiveness in guiding and encouraging ship owners, ports, terminals, shipyards and Seaway corporations in Canada and the U.S. to surpass regulatory environmental requirements.

The results announced during GreenTech 2014, Green Marine’s annual conference in June, placed the participants’ overall average environmental performance at 3.1 on the 1 to 5 scale with Level 1 representing regulatory compliance and Level 5 indicating excellence and leadership.

“An improvement from 3.0 a year earlier was achieved even though Green Marine’s criteria had been made both more expansive and demanding, and several new participants had joined the program,” said Green Marine’s Executive Director, David Bolduc. “This reflects the real commitment by participants to year-overyear improvement in their environmental performance.”

Demanding, ambitious

Two new performance indicators were added to the 2013 evaluation: garbage management for ship owners and environmental leadership for terminal owners/ operators. ‘Community impacts’ and other indicators have been revised and now demand a greater effort by participants.

In keeping with Green Marine’s aim for continuous improvement, additional indicators are currently in the design stage with the goals of introducing new

The 2013 results, marking the sixth year of evaluations by participants, confirm the program’s effectiveness in guiding and encouraging ship owners, ports, terminals, shipyards and Seaway corporations in Canada and the U.S. to surpass regulatory environmental requirements. challenges and expanding the program’s scope. Existing criteria are regularly scrutinized by Green Marine’s advisory committees to ensure they evolve in line with regulations, technological breakthroughs, and exemplary practices. The contribution of the advisory committees — comprised of participants, government legislators and/or agencies, non-governmental organizations, and environmental groups — ensures the environmental program maintains its relevance, credibility, and advancement.

The advisory committees are always hard at work, raising the bar for Green Marine participants. At its September meeting in Vancouver, for example, the West Coast Advisory Committee established a working group to determine ways to mitigate the impacts of underwater noise on marine mammals and ecosystems. The working group will bring together industry, government, scientific experts, and NGO’s representatives to establish the criteria for a new performance indicator for underwater noise.

Enhanced verification and certification

Green Marine has enhanced its verification and certification process by arranging for the training and subsequent accreditation of an increased number of verifiers. Every verifier undergoes training to fully understand Green Marine’s evaluation framework and standards, as well as the verification and certification

process. A third party ensures objectivity in the selection of accredited verifiers.

The expanded pool of verifiers not only provides Green Marine’s participants with access to highly qualified individuals in Canada and the U.S., but ensures a high degree of consistency and credibility in all verification procedures.

Green Marine’s certification policy has also become more demanding. It now fully realizes the founding principle of continual improvement by making certain progress mandatory. A participant must now attain Level 2 — the systematic use of a defined number of best practices — in at least one of the performance indicators within the first year of joining the program, as well as demonstrate as of the second year an annual improvement of one level for at least one performance indicator until Level 2 is achieved for all applicable performance indicators.

West Coast recruitment

Green Marine is in the final stages of hiring a program manager for the West Coast and hopes to announce the successful candidate by the end of October.

Based in Seattle, this person will be dedicated to serving B.C. and U.S. West Coast participants. Membership has steadily increased on the West Coast since Green Marine broadened the program’s frontiers in 2010 beyond the Great Lakes and St. Lawrence region to include all of Canada and the U.S. November 2014 BC Shipping News 47

ENVIRONMENT

Green Marine membership has more than doubled in the last seven years.

Despite more demanding criteria, Green Marine members continue to improve on their enviromental performance.

Green Marine’s next expedition, GreenTech 2015, is set for Seattle, Washington, from May 27 to 29. Save the dates for Green Marine’s first conference on the U.S. West Coast.

Twenty of the 85 companies participating in the program are now from the West Coast with the number expected to steadily rise. The newest member is Global Containers Terminal which is entering its Vancouver and New York terminal operations in the program.

GreenTech resonance

After Green Marine’s tremendously successful 2013 annual conference in Vancouver, it was time to visit the opposite side of the continent. GreenTech 2014 marked the first time Green Marine has held its annual conference on North America’s East Coast. Another first was the hosting city of Saint John, N.B., proclaiming a Green Marine Week in June and flying the organization’s flag in front of the city hall.

GreenTech’s first order of business was the official signing of a Memorandum of Understanding (MoU) between the 48 BC Shipping News November 2014

Association of Canadian Port Authorities (ACPA) and Green Marine. “On behalf of the membership and the board of directors of the ACPA, we are very excited to sign this Memorandum of Understanding,” Wendy Zatylny, ACPA’s President, stated.

“The MoU codifies a relationship that already exists as most of the Canadian port authorities are already strong members of Green Marine as the ACPA has been in a more informal way.”

Zatylny said the work done to date by port authorities and others within the shipping industry to achieve greater sustainability has impressed her as “living proof” that industrial activity and environmental stewardship are not an either/or proposition.

“This MoU will empower both of our organizations to reach deeper into the port community and to work together to develop more tools and further support its members in the good work they are doing as part of Green Marine.”

Raymond Johnston, Green Marine’s President, added his enthusiasm for the accord. “We’re very pleased to sign this document as an official framework for the greater co-operation between our organizations to advance the Green Marine environmental program,” he said. “We look forward to expanding our co-operation in reducing the maritime industry’s environmental footprint.”

The MoU outlines the intentions of both organizations to advance environmental sustainability at Canadian ports by working together to facilitate the participation of ACPA member ports and their tenants in the Green Marine environmental program. Joint initiatives will include efforts to increase recruitment, benchmark industry performance, establish consistent data reporting, and undertake and/or facilitate industry-related environmental research.

Green Marine extended an equally warm welcome to Kurt Nagle, President and CEO of the American Association of Port Authorities (AAPA), to GreenTech 2014. “The AAPA was very proud to be able to sign a Memorandum of Understanding with Green Marine at our annual conference in Orlando last year,” Nagle said. “The MoU provides for a partnership and collaboration between our two organizations and among our members to look for ways to improve our environmental performance by taking concrete, measurable actions – that measuring being the key – and this agreement serves as a framework for that co-operation towards environmental enhancements in and around seaports throughout the Western hemisphere.

“We think it’s important as an industry and as an association to provide our membership with the best tools available in all areas of their operations – and the environment is certainly one of those areas,” Nagle added. “That’s why we feel the Green Marine program is an excellent tool for our members to utilize to improve their environmental performance. We encourage all of our members throughout the Western hemisphere to consider becoming actively engaged in the Green Marine program.”

Carbon neutral event

GreenTech 2014 marked the first time that Green Marine arranged for its annual conference to be a carbon neutral event.

Planetair, a not-for-profit organization based in Montreal, assisted Green Marine in calculating the carbon emissions related to the gathering.

Conference attendees each completed a brief survey indicating the distance travelled and mode of transportation used to and from the conference. Planetair furnished the tools to convert

ENVIRONMENT and calculate all of the transportation and hotel use into carbon emissions. Green Marine is compensating for the 32.2 tonnes of carbon emissions by purchasing credits within the Planetair portfolio at a cost of $25 per tonne. Green Marine decided to invest in this portfolio because it financially supports projects to create efficient and renewable energy, which is a goal shared by Green Marine members.

The success of the carbon neutrality initiative has already prompted Green Marine to collaborate again with Planetair to make GreenTech 2015 a carbon neutral conference as well.

GreenTech 2015: save the dates!

Green Marine’s next expedition, GreenTech 2015, is set for Seattle, Washington, from May 27 to 29. Save the dates for Green Marine’s first conference on the U.S. West Coast. The conference will be held at the Renaissance Seattle Hotel. With the sixth largest port in the U.S. and the nickname Emerald City because of all of its greenery, Seattle is an ideal GreenTech destination. Green Marine’s Certification Ceremony will take place at the Seattle Aquarium which is renowned for its marine conservation.

The call for presentations and exhibitors will soon be posted on line at www. green-marine.org/greentech.

Left to right: David Bolduc (Green Marine), Wendy Zatylny (ACPA), Kurt Nagle (AAPA), and Raymond Johnston (Green Marine). the maritime sector that excel in efficient operations, implement fresh thinking, offer proven efficiency benefits or advance technological innovation.

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The greater recognition that Green Marine has been garnering includes being named as a finalist for three significate awards this year alone. Green Marine was first nominated for the inaugural Lloyd’s List North American Maritime Award for the Environment category in February.

The organization also made the short list of three finalists for the GLOBE 2014 Association award for sustainable leadership last March during the international conference and exposition on business and the environment. Last but not least, Green Marine was one of five finalists for the Initiative of the Year Award at the inaugural Ship Efficiency Awards 2014 hosted by Lloyd’s Register in October in London, England. The Green Marine environmental program was selected from an international pool of nominees.

These first-ever Ship Efficiency Awards, hosted by Lloyd’s Register and organized

by Fathom, recognized and celebrated the organizations and individuals within

outset among representatives of the industry, government, environmental groups and the scientific world. Green Marine’s successes and expansion prove that working together bears results and, with every year of evaluation, the program is getting closer to overall environmental excellence.

Pilot boarding and disembarkation Water taxi service Marine towage services Barge services including supply of fresh water Cruise vessel waste removal Sludge oil and bilge water removal Blackwater/greywater removal Transportation of ship’s stores Canada Border Services Agency bonded carrier Certified for handling of dangerous goods Barge loading ramp SWL 66 tonnes

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November 2014 BC Shipping News 49

WASTE MANAGEMENT

Star Princess shines as example of environmental stewardship

W

...BC Shipping News welcomed the opportunity to learn more about the cruise industry’s efforts to keep cruising an environmentally friendly vacation.

The 12-year old Star Princess vessel is 285 metres long (about the length of two football fields) and 36 metres wide, weighing over 108,000 tons. It has 17 decks, four pools, 1,300 staterooms that can accommodate up to 3,100 passengers and 1,060 crew. While not the largest vessel in the Princess fleet that travels the Pacific Northwest/Alaska cruise theatre, it does represent the average. The vessel was currently on an 11-day cruise travelling from Skagway, Alaska back to her home port in San Francisco.

The tour started with a visit to the bridge. Kovacenic described much of the equipment and the protocols in place for monitoring all functions of the ship, for example, air stacks and waste water systems — and gave a brief overview of some of the particulars of the vessel, for example, it has a capacity for 3,300 tonnes of fresh water and 3,320 tonnes of heavy fuel oil.

Addressing questions about air emissions, Kovacenic and Wirtz were helpful in outlining the current requirements

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Photo: BC Shipping News

hen the opportunity arose to join the Vancouver Island chapter of the Air and Waste Management Association (AWMA) on a tour of the Star Princess, berthed at Ogden Point in mid-September, BC Shipping News welcomed the opportunity to learn more about the cruise industry’s efforts to keep cruising an environmentally friendly vacation.

Joined by Cruise Line International Association – North West and Canada’s President Greg Wirtz, and Communications Co-ordinator Carly Wignes, about 30 members of the AWMA and three representatives of the Vancouver Island Health Authority were taken for a behind-thescenes look at how Princess Cruises manages their waste and emissions. The AWMA is a global non-profit organization that serves as a forum for information exchange, professional development and public education as well as a networking vehicle for more than 5,000 environmental professionals in 65 countries. Those members on the tour represented government environmental agencies, regional Health Authorities and private environmental consulting firms and all showed keen interest in their discussion with Star Princess’ Environmental Officer, Petar Kovacenic.

Petar Kovacenic, Environmental Officer under the North American Emission Control Area (ECA) regulations which call for vessels to burn a low-sulphur fuel, presently at a one-per cent sulphur content but moving to 0.1 per cent in January 2015. The Star Princess has been granted a temporary exemption from the regulation as the ship will be installing seawater scrubbers later this year, which are designed to eliminate virtually all sulphur dioxide and particulate matter emissions.

Carnival Corporation, which owns both Princess Cruises and Holland America Line – frequent visitors to B.C. ports — have committed to installing scrubbers on more than a third of the total Carnival Corporation fleet within the next two years.

While this exemption allows the Star Princess to continue using traditional marine fuel oil in the ECA, they nevertheless switch to a low-sulphur distillate when docked in Victoria harbour until such time as the scrubber systems become fully operational.

The next stop on the tour was the main engine control room. AWMA members met Chief Engineer Piero Ferrero who was very engaging with the group. He

Photos: BC Shipping News

WASTE MANAGEMENT

Star Princess staff ready the containers for pickup by Tervita.

Tervita trucks removing the waste from the Star Princess will berthed at Ogden Point.

explained many of the controls and monitors, including the type of propulsion (six diesel-engine Wärtsilä generators with two Siemens synchronous motors and alternators); the sludge and bilge water tanks and compliance with international regulations to ensure their proper maintenance; the advanced wastewater treatment system or AWTS (three Hamworthy Membrane BioReactor treatment units); and equipment and machinery used for incineration and soot cleaning.

When asked about emergency situations and contingency plans, the CE was able to point to numerous back-up systems including two Caterpillar generators, each producing 900 Kw that would kick in when needed.

While explaining each piece of equipment, the CE would also describe many of the processes in place for reducing, recycling and disposing waste. He spoke very highly of the local staff of Tervita, their waste handler in Victoria (especially Peter Lehmann, Senior Service Manager – Marine) who collect the offloaded waste streams — sludge, liquid waste, food waste, incinerator ash, materials deemed hazardous material (for example, batteries, light bulbs, aerosol cans and paint) as well as all of the recyclables — aluminum, tin, glass, cardboard, etc. — and dispose of it in an environmentally friendly manner.

He noted the different systems in place for bilge water and oily water separators; and how both black water and grey water are treated through the AWTS (including on-board sampling as well as independent sampling to ensure levels are within regulatory limits) before being discharged from the ship.

To get a first-hand look at the processes for waste collection and disposal, our next stop on the tour was in the Garbage Sorting Area. Here, AWMA members were able to observe the machines and processes in place for preparing the waste to be picked up by Tervita (in the Port of Vancouver, Tymac Launch Service provides the same waste disposal services for vessels visiting Canada Place). Each department on the ship sorts their waste and brings it to this area where it is further processed and prepared for pick-up. There is a glass crusher; a compactor for cardboard; a locked hazardous material storage area (with limited access); a cold room where food scraps are stored (later, Tervita turns the food scraps into compost for use locally as fertilizer); and even a “silver recovery unit” which removes the silver residue from photo waste.

Kovacenic estimated that, for an 11-day cruise, Tervita will pick up nine one-cubic metre containers of food waste. Peter Lehmann provided some average numbers of solid waste taken

off a cruise ship: Of the total 2,950 tonnes, 855 is garbage, 1,570 are recyclables, and 525 is compost. Lehmann noted that that translated to 70 per cent of the total solid waste diverted from landfills. Bilge water and bunker sludge is sent to Tervita’s treatment facility for processing (i.e., separating out the oily waste).

Overall, the systems in place to ensure the Star Princess and its guests are not negatively impacting the environment around them are impressive. Processes that have been developed in partnership with local service providers like Tervita to efficiently and effectively dispose of cruise ship waste highlight why the cruise industry has the reputation of being a marine industry leader in the sustainable management of operations. BCSN

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November 2014 BC Shipping News 51

TRAINING

Hosework: Practise, practise, practise

By John Lewis, FNI, CRSP SeaFire Training Ltd.

A

recent assignment teaching firefighting on board a vessel (a cruise ship) led to some interesting observations. The ship’s officers and crew had a good understanding of the theory of fire, fire behaviour and fire prevention: they understood the onboard systems for detection and suppression; but the basic skills of hosework and use of Breathing Apparatus for search and rescue were assumed and thus not practised. The lack of practice became evident when we moved out of the classroom and onto the deck to demonstrate techniques. The intent of this short article is to focus on what may be done on board to promote effective use of hoses in fighting fire.

Even the heaviest nozzles encountered on board are capable of adjustment. It is rare to find a straight bore nozzle except on a wash down hose. However, many seafarers fail to identify the use of variable nozzles beyond “full shielding for protection” and “don’t use a straight stream on an oil fire.”

Stream Patterns: The various patterns which may be attained with an adjustable nozzle are illustrated below. The deficiencies we noted during fire drills were 1) the assumption that the hose and nozzle worked because it “looked OK” and 2) failure to exercise the hose handlers on the use of the different patterns.

It is important that hose handlers develop the habit of checking the pattern setting before directing the stream at anyone or anything. Three people are recommended per hoseline; one to handle the nozzle, one to back him/her up and provide relief if necessary and one to handle the bight of the hose. The first two should be in full fire outfits and wearing SCBA for interior attacks.

Exercising: The objective is to have them appreciate that the wider the fog, the less the reach, and how to effect smooth changeovers of pattern and of personnel. The crew members generally realize that the more droplets in the stream the greater

Stream patterns from an adjustable nozzle.

52 BC Shipping News November 2014

the cooling capacity, but many do not appreciate that to avail of this cooling means getting closer to the fire.

The nozzle person directs the stream at the deck and checks the pattern. Full shielding on, establish water flow; change to straight stream and direct the hose at a distant target (a bench, a tank coaming or deck house.) Advance, changing to narrow then wide fog and again to full shielding. Retreat, reversing the patterns. Have the back up person take the nozzle, the hose handler take the place of the back up and a new crew member takes the place of the hose handler. The person who was on the nozzle stands aside and the exercise is repeated until all crew members involved have experienced all three positions. This is easier described than done, but once the rhythm is established, competency comes easily. We are then ready to move onto door opening procedures and hydraulic ventilation exercises.

The uses of the patterns are: Full Shielding: Gives personnel protection from radiant heat and may be used in combination attacks, e.g. water with dry chemical (dry powder in European terminology.) Caution: if too close to the flames, the vortex effect will suck the fire towards the nozzle.

Wide Fog: For close-up attacks and for indirect application.

Indirect means applying very short duration bursts into the thermal layer above the fire. This aids extinguishment without disturbing the thermal balance. A direct attack, i.e. onto the fire, may disturb this balance and bring the heat gathered at the deckhead down around the firefighters to their discomfort, if not injury.

Narrow Fog: Very useful for pushing the fire away and controlling it. Also useful for hydraulic ventilation (using the Venturi effect of the stream across an opening or through a hatch or port to more rapidly exhaust the products of combustion).

Broken Stream: Good for attacks from a distance on incipient fires or when cooling is required. A balance between straight stream and fog.

Straight Stream: As we all know, NOT to be used on oil fires.

The distance and reach gives safety. Excellent for overhauling Class A fires where penetration and break up of debris is desired.

Not to be used on interior attacks until the heat has been controlled by indirect attacks and dissipated through ventilation.

Safe and successful use of these techniques involves a thorough understanding of fire behaviour. Application of these techniques in firefighting will be decided by the Master and Officers. These decisions are implemented by the Crew who must be practised in the use of hoses and nozzles and understand the applications.

Failure to practise the art of hosework may result in a skills deficiency as serious as that of having to read the instructions on an extinguisher before using it.

SAFETY Silvagrip for safety – reducing workplace accidents

W

ith safety being a number one priority for any industry, when a new product comes along that is easy to apply, lasts longer and is more effective than the traditional product, it’s time to consider switching. And so it is the case with Silvagrip®.

Silvagrip® is a new revolutionary patentpending, peel and stick non-skid product used to increase safety and lower the incidence of slip hazards in the workplace. It is a product of Silva Non Skid Solutions LLC. Silvagrip is now available on the West Coast through its distributor, SILVAGRIPWEST. Silvagrip was first designed for longboard racers. The hard turns and high speed of the sport requires boards with extreme grip and unfailing adhesive. The sheer force applied in long-board racing far exceeds the normal wear and tear as seen on a standing surface. As the product developed, it became obvious that Silvagrip applications could provide a safety benefit to many different industries. For example, workboats, in rough seas, may pitch 60 degrees thus applying similar forces to the non-skid surfaces on the deck.

Silvagrip is a blend of molten aluminum, ceramic and oxygen. This creates an extremely tough material yet it is still flexible so it can be wrapped around edges without cracking. The aluminum/ ceramic blend is a patented product used in Silvagrip.

Conventional non-skid tapes use resins to hold the abrasive. This profile wears out via grit pull out, by being worked back and forth in traffic until the abrasive falls out. The abrasive particles don’t wear out, they just fall out. Silvagrip abrasives are encapsulated by molten metal and solidified in position permanently, making Silvagrip superior in durability by design.

When the molten metal alloy hardens, it leaves a very sharp surface with each particle displaying a random structure. This random structure produces an excellent grip profile preventing slips with impressive wear resistance.

Silvagrip has a Rockwell hardness of Rc60+ and a high bond strength of 2,500 psi. This alloy is resistant to oils and fuels, unaffected by sun, salt, and weather.

Silvagrip is designed for harsh environmental conditions like salt water and is

resistant to many chemicals found in the work environment. The anti-skid surface is ideal for heavy day-to-day foot traffic found on most work boats and industrial walkways. The inventor of the patented aluminum/ceramic materials used in Silvagrip has been testing the product with the U.S. Navy since 2003.

In 2014, the U.S. Navy approved Silvagrip for application to ship decks and received the designation Military Specification: MIL-T-24 667-X1.

The key advantage of peel and stick nonskid over epoxy non-skid is that it has none of the associated costs and constraints associated with applying traditional epoxy non-skid. Silvagrip can be applied to any dry clean surface and is ready for traffic immediately after installation. Benefits includes a longer life expectancy than epoxy finishes, with conservative estimates at 10 years or longer. It is waterproof, UV proof, corrosion proof, resistant to wear, easy to clean, and simple to install.

The Steveston Harbour Authority in Richmond, B.C. chose Silvagrip for their new utility workboat. Working under diverse weather conditions and often in emergency situations, there was a need to ensure the boat deck did not present a slip hazard. Mike Jones, Operations Manager, chose to install Silvagrip peel and stick to the entire exposed vessel floor and on the step rail. “We were looking for a durable surface that would prevent slipping yet wouldn’t need to be replaced so often. We felt Silvagrip met our needs for a reliable non-slip surface that can handle salt water and other diverse weather conditions.

Installation was very simple and took no time for curing or drying. It looks good and stands up well with our water tests,” he said.

Recent installations have also included the dock at Arrow Marine Services, the pool ladders at Winskill Aquatic & Fitness Centre in Delta, and the South Surrey Pool. Silvagrip is a multi-industry safety product with many different applications in commercial, institutional, and hospitality environments and also in many public areas.

Initially, cost is comparable to traditional non-skid applications but where the cost savings is realized is in the laboursaving, time- saving, and longevity of the product.

Silvagrip was applied to the new work boat for the Steveston Harbour Authority and has received great praise from Operations Manager Mike Jones.

Silvagrip will be featured in the new product category at the Pacific Marine Expo in Seattle in November. They will be exhibiting their product at Booth #407.

Silvagrip is distributed by SIVLAGRIPWEST. Owner Lloyd Johannesen has over 25 years of global experience working with special metal alloys and thermal spray products. He can be reached at 604-376-7857 or lloyd@silvagripwest.com. For more information visit www.SilvagripWest.com.

November 2014 BC Shipping News 53

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Women on the Waterfront Lonnie Wishart is a real professional. The BC Maritime Employers Association and the International Longshore and Warehouse Union were delighted to have partnered with her to produce a powerful, important piece about a vital new part of the BC waterfront.

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54 BC Shipping News November 2014

Commercial Marine News for Canada’s West Coast.

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THE BIGGEST THING WE MOVE IS TIME

Worldwide, Mammoet is the leading expert in lifting, transporting, installing and decommissioning large and heavy structures. Mammoet has built up extensive expertise, along with the world’s most sophisticated and powerful fleet of equipment. And yet, all that power is nothing without a thorough understanding of what is most important to our customers.

We believe that time is the currency that matters most to them.

Uptime. Turnaround time. Time to market. That’s why we strive to bring their deadlines forward. It’s an integrated, daily effort shared by everyone at Mammoet.

When it comes to the maritime industry, optimizing the productivity of docks and yards is essential. The more ships can be repaired or constructed simultaneously, the better.

With ships and yachts growing increasingly large, many shipyards are now challenged to optimize their use of facilities and access routes.

Mammoet brings together engineering expertise, over two hundred years of operational experience and a large fleet of both land-based and floating equipment to accelerate projects and contribute to our customers’ profitability.

Would you like to know what we can do for you? Please call Mammoet Canada West at +1 780 449 0552. Or send an e-mail to: info.edmonton@mammoet.com.

Discover more on www.mammoet.com