This page contain information copyrighted by other individuals and entities. Copyrighted material displayed in this page is done so for archival purposes only and is not intended to infringe upon the ownership rights of the original owners.
The Nautical Institute - Canada - British Columbia - Nanaimo (ID: 30295)
Page 1 of 3 Next Page [Back to companies list]
eading from the sea-buoy to the berth. Widths and depths of channels with notes of any difficult manoeuvres and navigational aids information is helpful. Anchorage: Location. How is the holding ground? Depth at the anchorage? Whether sheltered or exposed? Any recommended method for anchoring (with respect to Current, Vessel heading, P or S anchor, No. of shackles used, etc). Navigational Aids: Principal aids such as Lighthouses, buoyage system and leading lights or marks used to mark approaches and channels. Traffic Schemes: Any Vessel Traffic Management Systems in operation at the port? When and what to report to? Restrictions: Any obstacle that may hinder a vessel in the port. Details of locks, bridges, bars, day or night operations, restrictions due to state of tide, draft restrictions, etc. Berthing: Any specific berthing/un-berthing procedures at the berth/port (e.g. use of anchor while berthing/un-berthing, etc) Tugs: Number of Tugs used. Position where tugs normally join the vessel. Whether ship s lines or tugs lines used? Manner in which tugs used (i.e. Pulling, Pushing, position of contact on the vessel). VHF: Station Call-sign Calling/Working channel Pilot Station Port Control VTS Tugs Agents (Name of Agent: ) Others BERTH & CARGO Berth: Name/Number of berth Type of berth Berth length (m) Depth alongside (m) Max. permissible draft at the berth. Mooring pattern at the berth. Gangway (Ship or Shore Gangway used). Any necessary precautions with respect to gangway. Prevailing wind/current at the berth. Facilities/Equipment available to combat any oil spill. How is the fendering arrangement at the berth? Cargo Handling Facilities at the Berth: Cranes (Number, Type, SWL) Forklifts (Whether available) Pipelines (Number and Diameter) Any other specific cargo handling facility available at the berth. Cargo: What cargo being loaded/discharged? Cargo stowage factor, density, temperature, specific gravity, API, etc. Whether load/discharge is by shore equipment or ship s own gear? Load/Discharge rates? Density: Density of water at the berth/port. For Tankers: Details and specifications of connections (Hose, chicksans, etc) Dirty Ballast and Slop reception capacities, rates and quantities accepted. Any specific local regulations. Loading/Discharging rate. (Maximum quoted by the terminal and average achieved). Inert Gas Requirements. Vapour Return Line availability at the berth. Is shore steam available? Ship-to-ship transfer facilities. GENERAL INFORMATION Fresh Water: Is fresh water available? Whom to be contacted if vessel needs fresh water? Any advance notice required? Method of delivery? Rate of delivery? Cost, if any, per ton? Any ship s equipment required for receiving fresh water (e.g. hose, couplings, etc.) Bunkers: Grades of Fuel available (IFO, MDO, Gas Oil). Viscosities if known. Whom to be contacted if vessel needs bunkers? Any advance notice required? Method of delivery? If bunker supplied by the barge, then any min/max quantity that needs to be ordered? Rate of delivery? Any ship s equipment required for receiving bunker (e.g. couplings, reducers, etc.) Stores: Availability of deck, engine and cabin stores. Provisions: Are provisions available? Is it recommended to pick up provisions (With regard to price and quality of provisions) Repairs: What type of repairs can be undertaken? (Hull/Deck, Engine, Electrical, Electronic, Safety Equipment servicing, Compass Adjustment, etc.) Medical Facilities: How is the medical facility available in the port (Hospital, Dentist, Opticians, etc)? Is it available close to the port? Security: Is there any risk of piracy or pilferage within the port or at the anchorage area? If yes, what are the recommended precautions? Any guards/watchmen required? If yes, how many on board? Is there any risk of thefts/robbery ashore? Safety: Safety regulations for all vessels. Any special requirements for tankers i.e. inert gas, vapour recovery, crude oil washing, etc.) Crew Change: Is crew change possible? Is it straightforward or are there any restrictions? Transport: Nearest international airport? How convenient it is for the crew to go ashore (i.e. public transport system available around the port)? Currency Exchange: Local currency? Is it convenient enough to get the local currency? Banks: Are international banks available in the vicinity of the port? Is it possible/convenient to send money to the native country? Holidays: If you can give any information on the local holidays of the port. Working Hours: Any specified working hours of the port/stevedores, if the port doesn t work 24 hours. Garbage: Is garbage disposal possible? If yes, then whom to contact to? Recreation: Is crew shore leave permitted? Any restrictions on shore leave? What form of identification is to be taken ashore by crew members? Are taxis/public transport available from the port exit to go to the nearest town area? What s the approximate cost of it? Any bus service operated by the seamen s mission? Is there a seamen s club around? Any speciality about or around the port which you would recommend your fellow seamen as a must go place in terms of sight-seeing? Officials & Visitors: Is accommodation and/or meals required for port officials/watchmen/guards? Are visitors allowed? Any restrictions imposed? Surveyors: Are class surveyors available in the port? Fumigation: Whether fumigation can be carried out and measures taken for the protection of the crew? Pollution: What action to be taken on observing/causing pollution? Who to report to and how? Any measures taken by the port in terms of pollution prevention? Weather: Max/Min temperatures, Sea/Swell/Wind conditions? Local Services: Facilities for International Calls? Are Public Telephones available conveniently? Internet Cafes available? What are the rates for its use? General: Any other information that you feel may be of value to the Shipmaster that has not been covered above, e.g. Port State Inspections, Port rules and regulations, etc. Mooring Diagram: Can you please provide a mooring diagram (hand-drawn sketch) of how your vessel is moored at the berth, giving the weather condition (Sea/Swell/Wind ) along with the sketch, during your vessel s stay in the port. Lloyd's Register -Fairplay would welcome the following that may also be used to supplement the Shipmaster s report: Port or terminal booklets Plans of the port, indicating berth names and numbers Blank copies of any Arrival Documents you had to complete for your arrival/port clearance. Any other material relevant to the port which can be useful for the Fairplay Ports Guide. Please indicate how you would like to be paid: US$50 Cheque or Bank Transfer -------------------------------------------------------------------------------------- If you have chosen a direct Bank Transfer, please give us details of the Bank and Account Number into which you would like the funds paid: We will not mention your name in any of our products, but by submitting this report you give us permission to include your report in the "Fairplay Ports & Terminals Guide". However, we will need your Name & Address in order to send the payment to you. Should you wish to send your report in an electronic format by e-mail, please send it to ports@lrfairplay.com Capt. Nitin Mehrotra, Analyst (Ports) Lloyd's Register - Fairplay Ltd, Lombard House, 3 Princess Way, Redhill, Surrey, RH1 1UP, United Kingdom Email: nitin.mehrotra@lrfairplay.com , Tel: +44 1737 379085, Fax: +44 1737 379006 Nautical Institute Nautical Institute British Columbia Branch Minutes of the Directors Meeting 12th November 2003 Present: Captain S.W. Bowles FNI Chairman Captain G.B. Drewery MNI Vice Chairman Mainland Captain A.S. Patterson MNI Treasurer Captain J.K. Steele MNI Secretary Directors: Captains Johnston, Smiley, Snider, Avey, Ruether, Frappell Regrets received from: Captains Shard, Farid, Silvester Clarkson, Marshall, Lee, Smith, Hodgson and Lt Cdr Stanford The Chairman called the meeting to order at 1704 hours. Item 1: Adoption of the Agenda It was moved by Captain Snider and seconded by Captain Smiley that the agenda be adopted as published. Carried Item 2: Minutes of the last meeting It was moved by Captain Patterson and seconded by Captain Snider that the Minutes of the last meeting be approved as written. Carried Item 3: Business arising from the last meeting The Chairman reported that he had sent an email to Ferriby International offering the services of the Branch to advertise their services as they had requested for a modest fee. He had not received a reply. On the subject of liability for the Branch at public events, he had no report to make as yet but the issue remains with him for the moment. Reviewing the past seminar, the Chairman offered congratulations to Captains Patterson and Lewis for the splendid work. This led to a wider ranging discussion on the seminar and some lessons to be learned. Captain Smiley considered that efforts should be made to make Sponsors more visible. Sponsorship should be from all corners of the industry, not only for the benefit of the sponsors, but for those attending as well. He expressed disappointment that some members departed the seminar before the last speaker. Captain Snider suggested that pushing the program back to accomplish more in the earlier part of the day might help as wherever the seminar is held, there will be those who wish to catch a ferry. The Chairman noted this point and stated that we need to recognize that we can do better and the next seminar must pay close attention to sponsor value. In this light, he emphasized that the program items for the next seminar must be absolutely cemented in place. Captain Smiley suggested that this means a press release very early to let everyone know what is going on and this will pull in outsiders. It was the opinion of the Chairman that stability can be achieved via seminar committees with the same people dealing with the same issues each time. This way a routine is established and nothing slips through the cracks. Captain Patterson suggested that the time has come to establish Branch Sponsorship Guidelines. i.e. what you get for various levels of financial support. It was suggested that for something between $1500 and $2000 a sponsor would get the usual visibility on the program as well as time on the stage to address the assemblage. (Secretarial Note: Subsequent to the meeting, Captain Patterson circulated a draft proposal which will be used for planning purposes by the Seminar Committee and will be confirmed at the next Board meeting) Captain Snider pointed out that to ensure that these ideas all came to fruition, the position of a Communications Director needed to be established. He kindly, and indeed enthusiastically, volunteered for this position. It was moved by Captain Avey and seconded by Captain Smiley that Captain Snider be invited to fill the new post of Communications Director, with confirmation to occur when the Board reviews his Terms of Reference. - Carried The Chair expressed the gratitude of the Board and requested that Captain Snider as his first task, bring his proposed Terms of Reference to the Board at his earliest convenience. Item 4: Spring Seminar 2004 It was moved by Captain Patterson and seconded by Captain Frappell that the Spring 2004 seminar take place in Victoria and vicinity and the 2004 Annual General Meeting take place in Nanaimo. Carried - Action Captain Farid, Captain Smiley, Secretary Note: By general consensus, the Victoria location of choice for the seminar is the auditorium at the Institute of Ocean Sciences, Patricia Bay, BC. Item 5: Annual General Meeting The location having been decided in the previous item, it was agreed that the date would be 7 th February 2004. - Action: Secretary Item 6: Treasurer s Report - By request. After having rendered his report, the Treasurer indicated that on a recent visit to NI HQ, he was asked to consider being one of the overseas members of the Finance and General Purposes Committee of the Council. He indicated his intention to accept the post. The Board warmly congratulated him on this signal honour and wished him well in his endeavours. It was moved by Captain Patterson and seconded by Captain Snider that he develop guidelines for sponsorship for the consideration of the Board. Carried - Action: Treasurer It was moved by Captain Smiley and seconded by Captain Avey that the Treasurer s report be accepted and approved. - Carried Item 7: Any Other Business Captain Johnston stated that his recent visit to BCIT Marine Campus to speak to the cadets reminded him that a way for the Branch and the NI to be more visible would be to donate books to the library there. He suggested $500 a year be considered as a suitable level of support. The Chairman thanked Captain Johnston for his excellent idea and promised to speak to Captain Clarkson about it. - Action: Chairman Item 8: Next Meeting The next meeting will be in the same place at 1700 on Tuesday, 9 th December 2003. The ship being in her berth, it was moved by Captain Patterson that the meeting be adjourned. Carried Submitted by: Approved by: Captain J.K. Steele MNI Captain S.W. Bowles FNI Secretary Chairman New Books New Books From time to time we will display new books that we become aware of. Please provide us with the information so your book can be given a 'spot'. We will let you be the judge, AND, if you have a comment about the book - then let's hear it!!! Lumber Deck Cargo Loading Manual by Captain Mike Fothergill MNI Foreword by Captain R. B. Middleton FNI - President of the Nautical Institute - "How I learnt respect for the timber trade" I suppose that every one of us who has gone down to the sea in ships will have memories of our first big storm. It was through reading this book that my brain produced a vivid picture of a very young deck apprentice working on deck alongside the bosun and crew in the middle of a storm in the Caribbean. This was my first trip on board Furness Withy's cargo liner SS Pacific Unity. I also quickly remembered that every day since our departure from Vancouver we had undertaken a daily round of checking and tightening the chains holding down our deck cargo of timber. All was to no avail and despite a well protected foredeck, good solid bulwarks and sturdy gunwales, our deck cargo of timber had shifted, moving all within its path including deck fittings and part of the forward masthouse. Here was a force the likes of which I had never seen before. The next memory that flooded back was of keeping a hospital watch over one of the sailors, injured during our attempts at re-securing the cargo to make our ship safe again. In later life I spent several years in command of geared bulk carriers carrying paper pulp and packaged timber from British Columbia to destinations all over the world. These were very much larger vessels, built for the trade, and in comparison the deck cargo tended to be much higher above the water on top of large slab hatches. Timber products were by then well packaged and intrinsically more secure but my respect for them and their latent force never ebbed. It was my memory of the effect of roll and pitch on lashings that taught me to look very carefully at the voyage factors itemised in chapter 10 of this book. The master's voyage decisions have to be built around ocean routeing, weather forecasts and a suitable GM (metacentric height) to give the most comfortable movement and maintenance of lashings with regular inspection and tightening. These are all factors that can be pre-planned but in mid ocean the buck still stops with the master. Probably the most critical factor in loss of deck timber, as stated in chapter 10, is not reducing speed when good and safe seamanship demands it. If you don't believe me, read chapter 12 covering the loss of a deck cargo from start to finish. Just as this book took me back to that first trip to sea as an apprentice, chapter 12 also brought back to mind one of my last Pacific crossings as captain on a large, well-found ship carrying a timber cargo. I experienced many of the same pressures put on the master of the ship in question but I was lucky to already have permission to proceed through Unimak pass and consequently found the benefit of having the Aleutian Islands there to act as a breakwater. We did later find an unreported and very deep area of low pressure off the Kuril Islands and suffered some cargo movement, albeit on this occasion in the hold. This left us with the decision to increase the GM considerably and thus increase our possibility of roll damage or proceed with a 4 list. The answer was to hove to until danger was over and 36 hours later we proceeded safely towards Hokkaido with everything intact. Our charterers were pleased to see us. Congratulations go to Mike Fothergill on collecting so much on-the-job experience in compiling this book. It is practical, informative and acts as a reference for ship's masters and officers loading timber cargo. Above all it will give backing to the decisions made by the ship's master about safety of the vessel against the inevitable call within the charter party to 'proceed at all speed and by the shortest route'. Seaways December 2002 TUG USE IN PORT - Second edition The first edition of this authoritative guide was published in 1997. Since then there have been several new developments in tug design, operational practices and new applications, which are gradually changing the face of the lowing industry. Tugs are often operated close to their limits of performance. New tugs are generally more powerful and more flexible. Sadly there have also been a number of serious accidents. The most significant changes in the second edition are:- Improved diagrams and colour illustrations throughout. Background information regarding tug lowing performance has been extended, including the effect a tug can have on the towed ship. Tug performance and manoeuvrability has been further addressed with respect to the effect different skeg types may have on it. Wind effect on large gas carriers for the required tug power has been included. Typical accidents that happened since the 1st edition with tugs whilst assisting a ship have been considered, including the important lessons that can be learnt from them for day-to-day shiphandling. The necessity for proper training of tug masters and pilots has been even more emphasized, based on accidents that have happened with tugs in ports and on experience with escorting. The same applies to the need for a proper information exchange between pilot, tug master and ship's captain. Ropes and towlines have been discussed in more detail, including those made of high performance fibres. The essential need for proper bollards and fairleads on board ships for the use of fibre towlines, which should also be strong enough to withstand the high towline forces that can be generated by modern tugs, has been emphasized. The paragraph on Emergency Towing Arrangements has been updated, based on the new IMO regulations. The escort chapter has been extensively revised and extended, based on new developments, results of studies carried out, experience gained and escort regulations that have changed during the last five years. Several aspects discussed are important for normal harbour tugs as well. Recent developments in the tug world have been dealt with, as there are the ROTOR tugs, the SDMs (ship docking modules) and the Carrousel tugs. Also the steady development towards smaller tugs with a high bollard pull, which can be handled by two men, if required, has been covered. References to rules and regulations, names of towing companies and tugs, have been updated. Several references have been added for additional information. TUG USE IN PORT For: Pilots and Tug Captains: Shipmasters and Officers: Harbour Masters and Managers: The International Tug and Towing Industry: Training Institutes: and Naval Architects. The contents of this 192 page book with over 100 illustrations and pictures is outlined below. A general review is presented first of factors which affect operational requirements for harbour tugs. Various types of harbour tug are discussed in a general way, addressing the diversity of design, propulsion, steering and manoeuvring capabilities. New developments are covered extensively in the last chapter. After reviewing assisting methods in use worldwide, tug types are considered in more detail, including the performance of different types of tug resulting from the location of propulsion devices, towing point and lateral centre of pressure. The number of tugs required to handle a vessel safely is frequently a topic for discussion between pilots and shipmasters. This important subject is discussed taking into account the effects of wind, current, shallow water and confined waters. The number of tugs and total bollard pull used in several ports around the world is mentioned. Much attention is given to dangerous operational situations for tugs, such as interaction and girting, and to environmental conditions such as fog. Towing equipment is dealt with, particularly in relation to safe and efficient shiphandling. Escorting and escort tugs, being a subject of specific interest nowadays, is dealt with separately. Proper training for a tug captains and crew is essential in order that they handle their tugs safely and efficiently. The same applies to the pilot and/or master for shiphandling with tugs. Training is therefore an important subject in the book, including the use of simulator techniques for training and tug performance studies. All subjects are, as far as possible, related to situations encountered in practice. "The Management of Merchant Ship Stability, Trim and Strength" I.C Clark BSc MSC Master Mariner Merchant ships are complex structures designed to operate both empty and full of cargo. A successful loading plan will ensure the ship reaches its destination safely at the correct limiting draught and that the cargo can be handled efficiently without unduly stressing the hull. Managed incorrectly the ship can turn over or suffer structural failure. It is therefore essential that sea staff and in particular chief officers have a thorough knowledge of this critical subject and can find a practical source of reference should some new and unexpected contingency arise. Ship stability can be counter intuitive. Releasing the high cargo first on a vessel with an extreme angle of loll is one example, controlling a heavy lift on ship's gear is another. A ship in a seaway has dynamic movement which is directly related to the distribution of weights in the hull, however, rolling intensity can be significantly increased in following seas due to the hull form and parametric rolling can be induced by head seas. The design of ships makes them sensitive to bending movements and shear force and this book reviews the underlying theory and shows the way to relate this to the ship's loading manual and loading computer. Hopefully mariners will not need it, but flooding due to bilging is covered in a special chapter as are the SOLAS sub-division and damage stability requirements and the Load Line regulations. This guide, with its coloured three dimensional illustrations provides a unique insight into the subject which can be appreciated visually as well as theoretically. The guide has been designed for the ships library and for those who want and need a deeper knowledge of this subject to improve the management of stability and stress in an operational environment. What differentiates this practical guide from other books is the completeness of its approach. Ships have to meet mandatory design criteria. Physics dictates the way forces then interact concerning the ships stability and strength both in calm water and in a seaway. Understanding these complex relationships more fully so that ships can be operated more effectively is the purpose. "This book has been written to help provide operators of ships with the main principles of how a ship behaves at sea. The text includes all the stability and trim topics covered in the examination syllabi laid down by the U.K. maritime authorities for the deck officers' certificates of competency but I have also tried to explain the basic physics which underlies this subject. I hope this will provide a reader with more insight into the design process of a vessel and give him or her an appreciation of how features of the design effect a ship 's behaviour in terms of stability characteristics and seakeeping." Mr. I.C. Clark, MSc Master Mariner International Fire Service Training Association (IFSTA) Marine Committees out of Oklahoma, USA have produced two firefighting training manuals which Captain John Lewis MNI and Captain Stan Bowles FNI both had a hand in as participants Chair of the Landbased and Marine Firefighting Committees respectively. 1. N ew books from IFSTA - a asset in any mariners library. A. "Marine Fire Fighting for Land-based Fire Fighters" . This book should be a useful tool for any fire department/brigade involved in a maritime response - and there are very few that don't have at least some marine aspect in their jurisdiction. The book is also very informative with respect to the mariner asit gives an insight into the methods employed by Land-based Firefighters. Remember these guys do this for a job! B. "Marine Fire Fighting" , the firefighting book for seafarers. Reaction from seafarers worldwide has been positive. Thi book was compiled by mariners and fire fighters and is useful both as a classroom text and as a self study book. Several mariners have e-mailed us stating how useful they found it for on-board training. Study Guides for both books are also available and together make a useful on-board training resource for any seafarer wishing to get serious about the subject. Remember, you can't call the fire department when your out on the great blue yonder! So these two books should be mandatory reading. To find out more - Call 1-800-654-4055 or check IFSTA out on line at www.ifsta.org John Lewis comments: My thanks to colleagues and friends for a most enjoyable (though sometimes exhausting) experience with the Marine Committee. ditto Stan - Webmaster Canadian Marine Advisory Council Canadian Marine Advisory Council (CMAC) November 4-7, 2002 National Meeting Synopsis National CMAC meeting convened in Ottawa on November 4,-7, 2002, at the Government Conference Centre. The National Meeting commenced with an opening plenary session at 1300 on November 4, 2002. Ms. Debra Normoyle, Director General, Marine Programs, DFO/CCG and Mr. Gerard McDonald, Director General, Marine Safety, Transport Canada gave the opening remarks, followed by adopting this session (November 2002) agenda and April-May 2002 minutes. The opening session was co-chaired by Ms. Debra Normoyle and Mr. Gerard McDonald. During the following days standing committees and their respective working groups started their specialized work. The Ad-Hoc committee on Marine Security Issues convened on November 5, 2002. The closing session was held on the afternoon of the last day November 7, 2002, to allow reports of the standing committees and their working groups to be presented. The closing session was co-chaired by Mr. John Adams, Commissioner, DFO/CCG and Mr. William Elliot, ADM Safety and Security, Transport Canada. The following announcements were made: The appointment of Ms. Ursula Menke as Deputy Commission, DFO/CCG. B. Nash was nominated as Chairman of the Board of Steamship Inspection in addition to his regular position as Director, regulatory of International and National Affairs. The appointment of Capt. J. Clarkson as Associate Dean PMTC effective January 2003. The appointment of P. Nelson as VP Council of Marine Carriers effective March 2003. Mr. G. McDonald advised that a Port State Control Ministerial Conference will be held in Vancouver 2004. He also mentioned the review of the International Labour Organization (ILO) Instruments . This review is divided into three parts. Part I and II contain a summary of the examination decision to date of the Governing Body concerning the revision of maritime standards and an examination of maritime instruments. Part III proposes an integrated approach to future standard setting in the maritime field and to replace the existing body of 30 conventions and 23 recommendations dealing with employment of seafarers. The main proposal in Part III is for one flagship instrument, which will represent the Bill of Rights for the industry and seek to insure progress toward sectoral universality of obligations. A working group on ILO Maritime Labour Standards is being formed. This working group will provide a forum for ship owners and seafarers to discuss their view and ensure their input is reflected in the Canadian position, which will be used during High Level Tri-Partite Working Group Technical Conference of 2004 and the Maritime Session of ILO of 2005. The product of WG will form the base for the drafting of the regulations under CSA 2001. Mr. G. McDonald also addressed the following issues: Marine Security: More details are included in the Ad Hoc Committee on Marine Security Agents. New STCW 95 Certificate of competency . Delegation to Class. MOU between the USA and Canada to harmonize regulations dealing with hours of rest and certification. Small Vessel safety regulations New regulations to incorporate TP 1332 is near completion. SVIS Database (small vessels) was chosen as a pilot project operators could register self-inspections. New Marine Waste Reception Facility Database, with the following key features: It is a user friendly (intuitive); Self Managed by Waste Facilities Co.; Automated download to IMO; Commercial Clients will have access through TC www & the new Marine Portal. Status: Undergoing acceptance testing. Production by mid December 2002. Ms. D. Normoyle addressed the following issues: Marine Security: Amendments to Marine Transportation Security Act. Automatic Identification System (AIS) AIS project status The Treasury Board has approved the funding for AIS project this year. AIS project team was established August 02, project director, Miriam Van Roosmalen. AIS Test Bed program for this fiscal year Project definition, project charter, and AIS policy statement developed. AIS Next Steps: Apprise interested maritime interests of AIS Project. CCG Management Board Approval of Project documentation. Completion of test bed projects. Continued Government support of Full Implementation of AIS Canada-wide. Domestic AIS Situation AIS was originally thought of as a marine safety system. After September 11, 2001, Canada studied its options regarding maritime security and emphasis was placed on AIS becoming part of the solution. Transport Canada is the designated lead agency for Maritime Security. DFO/CCG has mandate to prepare for the implementation of AIS. The focus of AIS implementation changed from Safety of Navigation to Maritime Security. Loran C Funds are being made available to maintain the system till 2004, and CCG will look into it by the end of the year. Regulatory reform update. The reform project is under way and project teams are fully operational and they are dealing at present with 15 sets of regulations. Marine Service Fees. CCG received a proposal from the industry for the elimination of Marine Service Fees. A business case is being developed and to be completed by December 2002. Legislative Update: Canada Marine Act (CMA) : CMA received Royal Assent on June 11, 1998. The Minister of Transport was required to complete a review of the provisions and operation of the Act during the fifth year after it received Royal Assent and to report back to both Houses of Parliament with the results. On May 26, 2002, the Minister of Transport announced the appointment of a four member expert Panel to undertake consultation with stakeholders and to make recommendations based on these consultations. The Panel will travel to selected locations across the country to hear the views of stakeholders. The Panel will prepare a final report with its recommendations on CMA implementation issues. The report must be submitted to the Minister early in 2003, in order that the Minister may complete the review by June 2003. Marine Liability Act (MLA): This act deals with the liability of marine operators in relation to passenger, cargo, pollution and property damage. The intent is to provide a uniform method for establishing liability that balances the interest of shipowners and passengers and provides limits on liability. The act established maximum liability for operators of $350,000 per passenger. It also prohibits the use of liability wavers, which were frequently overturned by courts, leaving the operators open to unlimited liability. In addition, it establishes provisions for apportionment of liability according to the degree of fault or neglect by the passenger. This framework is based on international convention. The act received Royal Assent on May 10, 2001, and came into force August 8, 2001, and it is applicable to all incidents governed by Canadian maritime law. It applies to the carriage of passengers by vessels used for Commercial and Public Purpose but does not extend to Pleasure Vessels . MLA also provides for the introduction of compulsory insurance requirements for marine operators. While the Act determines the general principles, the specific requirements for compulsory insurance will be set out in regulations. The regulations have not yet been drafted and therefore operators are not yet required to carry insurance. Over the coming months, Transport Canada will conduct extensive consultations with the marine, insurance and other interested industries to develop these regulations. Navigable Waters Protection Act (NWPA) Project teams have been formed and they will begin public consultation on the modernization of the Act. The following issues are of interest to the Nautical Institute BC Branch members: Ad Hoc Committee on Marine Security Issues: The committee was chaired by R. Day and the main speaker was John Platts, Special Advisor, Marine Security, Security and Emergency Preparedness: Marine Security consultation sessions were held in Vancouver, Halifax and Montreal in June 2002. These sessions were designed to inform and consult with marine stakeholders on security issues and to obtain industry input. The principal points expressed by stakeholders: Willingness to partner with Government in security matters. Expect Federal Government to take the lead. Concerned about cost/burden on industry. Need for Canada to remain competitive with U.S. Necessary to demonstrate strong marine security regime to U.S. open trade. Resolve issues/regulations surrounding Customs Control Areas (CCRA). Concerns about criminal background check on port workers. Ports seeking financial assistance for security measures (comparison to U.S.) Update on Federal Government Marine Security Initiatives: Anti-terrorism Measures Pre 9/11: Mainly the security of cruise ship passengers and baggage at Canadian Ports under Marine Transportation Security Act. Federal Government involved in marine security but for reasons primarily related to organized crime, smuggling and illegal immigration. Anti-terrorism Measures Post 9/11: Budget 2001 - $ 60 M. for marine security. Initial focus on - Domain awareness, mainly with Canada s EEZ. - Collaboration with U.S. & IMO. Some Key Priorities: Amending legislation and regulations. Enhancing domain awareness. Integrating data sources. On-going collaboration with U.S. and international organizations. Understanding marine infrastructures and supply chain vulnerability. Undertaking security clearance for port workers, crew and passengers. Some Emerging Realities: Federal departments and agencies must work together. Security is an integral part of the cost of doing business. U.S. security initiatives have potential economic impact on Canada s marine sector, Technology can play an important role. Next Steps: Transport Canada to work closely with its marine stakeholders in implementing security initiatives. The Interdepartmental Marine Security Working Group is developing a multi-departmental approach to marine security. Update on the International Activities: IMO - MSC Working Group on Maritime Security. Diplomatic Conference December 9, 2002. - Amendment to SOLAS - International Ship and Port Facility Code. Other issues: ILO International Conference 2005. Seafarers identification. Container security. Early implementation of AIS. Designated person (ISM) can act as a security officer. Bill 55 (Security Bill) has been re-introduced as C-17. Regulatory Reform Update: Time Frame Transition: Phase 1: Regulations that pose a high level of risk to safety. Regulations that are not consistent with CSA 2001. CSA 2001 will be brought into force at the end of phase 1 Phase 2: Regulations that pose a lower level of risk. The present approach to Regulatory Reform: It is a joint TC & DFO/CCG project. Management structure Steering Committee has been formed to meet regulatory and review process. Regulatory Project teams have been formed. Establishing work plans. Need to identify and examine the issues and the needs of stakeholders. Developing communications and consulting strategy. To link the work of project teams with CMAC s Standing Committees. The new concept for developing regulations is to amalgamate, TPs with Board decisions and Safety Bulletins. As an example, the new Cargo regulations will be the amalgamations of several regulations such as, Port Warden, Tackle, Grain Cargo, Timber Cargo, Fumigation, DG Shipping, Standards and TPs. Next Steps: v Focus on Regulatory Reform. v Bring the CSA 2001 into force. Global Maritime Distress and Safety System (GMDSS): Various Issues: Status of A1 Sea Area: Canada will declare A1 Sea Area operational as of August 2003. Status of A2 Sea Area: Canada declared A2 Sea is operational October 2002. VHF DSC: Automatic channel switching during critical operations is a concern. The Standing Committee on Navigation and Operation recommended delaying VHF DSC carriage requirement until the International Electronic Commission (IEC) standards come in place for tug and towing operations within H.T. III waters (Hopefully this will solve the channel switching issue). Electronic Chart Display System (ECDIS): The carriage of ECTIC and associated Electronic Navigational Charts remain voluntary. Both primary and secondary ECDIS must be IMO Type approved. Back up system must be able to utilize S-57 format. Updates must consistent with existing Notices to Mariners frequency (monthly). Loran C Latticed Charts: The Canadian Hydrographic Service (CHS) has retained J. D. Pace to assess, by means of limited consultations, the commercial marine vessel requirement for hyperbolic latticed charts in the event Loran C is retained in service for a long period, as a back up to Global Positioning System (GPS). The stakeholder position is summarized as follows: 1. Users do not support the retention of Loran C at its present level of position accuracy as a back up for GPS. 2. Users support the decision to render Loran - C obsolete and do not support the reintroduction of Loran C Lattice charts by CHS. 3. Users do not use Loran C TD s to plot position fixes and use instead coordinate converted Lat/Long. Positions thus obviating any need for overprinting hyperbolic lattices on CHS charts. 4. Users do not use Loran C TD s consequently they have no need for any Loran C latticed CHS charts. In the event Loran C is selected to back-up GPS, improvements in Loran C accuracy approaching that of GPS are expected via direct Lat./Long. Readout. INNAV System: INNAV is a CCG Integrated Marine Information System with the following features: Integrates all data required for the Vessel Traffic Management, including Radar and AIS (extended coverage in future) on one workstation. Share, in real time, Marine information between all MCTS centres. Supplies and shares Marine Information with multiple users (ports, Pilots, St.Lawrence Seaway & Marine Agents, etc.). INNAV system offers four levels of access control, depending on the level security clearance: 1. Security level 01: Vessels with no restrictions. 2. Security level 02: All tankers / All vessels carrying Dangerous Cargo. 3. Security level 03: All Government vessels not on Enforcement Patrols (CCG/DFO) 4. Security level 04: All vessels on Enforcement Patrols/ Canadian & Foreign warships / U.S. Coast Guard vessels. Change in Traffic Separation Scheme: It was announced that portion of TSS in Haro Strait from Danger Point to Brochie Ledge has been suspended. A letter jointly signed by Canada and USA has been sent to IMO requesting not to implement that portion in Boundary Pass and Har o Strait until another submission will be produced in March 2004, for inclusion at IMO in July 2004. Amendments to Collision Regulations: Amendments to Rule 34 ( k ) and Rule 45 have been published in Gazette part I on June 15, 2002: Rule 34( k ) Paragraph ( k) of Rule 34 of Schedule I to the Collision Regulations is replaced by the following: ( k ) In the Canadian waters of a roadstead, harbour, river, lake or inland water-way, a power-driven vessel that is leaving a dock or berth shall give a signal of one prolonged blast unless (i) the vessel is a ferry making a scheduled departure from a dock or berth from which more than six daily scheduled departures are made. (ii) the visibility is not less than 3 miles, and (iii) the master of the ferry has used all available means appropriate to the prevailing circumstances and conditions to determine if the signal is needed for a safe departure and has determined that it is not. Rule 45 Rule 45 of Schedule I to the Regulations is amended by adding the following after paragraph ( b ): Any vessel operated by the Canadian Coast Guard Auxiliary may exhibit a blue flashing light as an identification signal when the vessel participates, at the request of the Canadian Coast Guard, in search and rescue operations. ( d ) A vessel referred to in paragraph ( b ) or ( c ) that exhibits a blue flashing light as identification is not relived from any obligation to comply with the Steering and Sailing Rules set out in Part B of this schedule. Seafarers Identification Card: This ID Card is being reviewed at the present time in Canada in conjunction with the discharge book. It will be similar to the new immigration card. It will either a combined structure or separate identification system. The results will be shown at the Spring 2003 CMAC. Basic Safety Training: Implementation Policy for Basic Safety Training for small commercial Vessels will be in place as of April 1, 2007. Crewing and Marine Certification Regulations: Both will be combined in one set of Regulations and it is being undertaken at present. It will also include, Tug and Barge manning, shipping masters, Minimum safe manning document for domestic vessels. This will be presented as a discussion paper for Spring 2003, session of CMAC. Agenda Item: The Nautical Institute BC Branch requested an amendment to Crewing Regulations as follows: a. Establish the lower threshold for all vessels at 750 KW to carry an engineer. b. Increase the threshold to 2000 KW for day/non-berthed vessels (i.e. Pilot Launches) on H.T III, IV, Inland and Minor Waters. Response: This agenda item will be taken under advisement when the new Certification and crewing document is developed. All new requests for both sets of regulations are on hold until the new regulations are formalized. New Certificate of competency document: Department of Transport is setting up printing stations in various offices across the country. It will be a passport type document, with black cover for deck and purple for engineering certificates and silver foil stamping on the cover. It will include various security features and will consist of sixteen sequentially numbered pages, Digital photo and a bar code. Present certificates will be replaced with this new type as the certificates come up for renewal, as usual every five years. MOU between US/Canada on Personnel Certification: MOU has been signed and the official signature will take place on November 12, 2002 in Washington, DC. This MOU addresses marine qualifications for vessels operating across the border. US will allow Canadian Flag ships with personnel holding qualifications accepted to TC and also with no STCW 95 endorsement. Crewing Regulations hours of rest will also be accepted. This MOU will be published in a Ship Safety Bulletin. Examination Questions Update: This project is underway for various papers related to engineering and deck certificates. Electrical paper for Master Mariners has been taken off the list of papers as of Oct/02. International Oil Spill Conference: This conference will be held on April 6 10, 2003 in Vancouver, BC. Canada s Oceans Strategy: What is the strategy? o Federal statement of oceans policy released July 12, 2002. o Promotes ecosystem-based management. o Three core policy objectives: Supporting Sustainable Economic Opportunities. Understanding and protecting the Marine Environment. International Leadership. Why do we need a strategy? Increasing number and diversity of oceans users: Renewable resources (fishing, aquaculture) Non-renewable resources (offshore petroleum) Ocean space (marine transport, cables, tourism & security. Need for increased coordination of oceans-related activities to help achieve sustainable economic development. To meet Canada s international obligations and demonstrate ocean management. SEN Working Group: Personnel Standing Committee is requesting members on SEN working group. This WG will also address ECDIS and AIS training Spring Session CMAC 2003: The spring session of CMAC 2003 will be held at the Government Conference Centre in Ottawa on Nay 5 - 8, 2003. Prepared By Capt. Z. Farid MNI - Delegate to CMAC Oil on canvas by M Armstrong The Art Gallery Captain Malcolm Armstrong FNI - works Oil on canvas by M. Armstrong FNI Capt. Vancouver's Arrival at Nootka 1792 New Westminster1890's Battle of Put-in Bay Lake Erie 1813 SS Tees on the West Coast HMCS Rainbow in the Strait of Magellan The Loss of the Carelmapu,1915 Bluenose Pamir and Island Warrior, 1945 Sudbury to the Rescue (Makedonia) 1955 SS Princess Patricia in Glacier Bay Susan of Pender off Race Rocks Light House Dryad Point lighthouse chart 3720 Wasp vs Frolic Virginia Quadra and Coloma Sovereign of the Seas Glory of the Seas Marco Polo (the fastest ship in the world) HMCS Vancouver off to war again, and again Langara Lighthouse Sunset Santa Saturnina Pacific Grace Bark Endeavour Indefatigable National Meeting Synopsis National Meeting Synopsis Canadian Marine Advisory Council (CMAC) November, 2000 CMAC National Meeting convened in Ottawa November 7 9, 2000 at the Government Conference Centre with a working group on Certification and Training held on November 6, 2000. The National meeting commenced with opening plenary session. Opening remarks were given by Mr. Bud Streeter, Director General, Transport Canada, Marine Safety, followed by adoption of the November 2000 agenda, and minutes of May 2000 as written. The opening session was co-chaired by Mr. Bud Streeter and Ms. Anne O'Toole, A/DG Integrated Business Management, DFO/CCG. A summary of follow-up to the May 2000 CMAC recommendations and action taken was circulated to all delegates. The Chair discussed the revised CMAC new proposed schedule for the May session. The opening plenary will start at 1300 Monday May 7, 2001 and closing plenary will be on Thursday May 10, 2001. During the afternoon sessions and the following days, standing committees and their respective working groups started their specialized work. The closing session was held on the afternoon of the last day to allow for reports of standing committees and working groups to be presented, this was followed by a short discussion on their submissions. The session was co-chaired by Mr. J. Adams, CCG Commissioner, and Mr. Bill Elliott, ADM Safety & Security. The following issues are of interest to the Nautical Institute, BC Branch members: CSA 2000 Update Bill C-35 has been shelved and due to the national election this bill will be re-introduced to the parliament as soon after the election and the parliament resumes its sessions (expected to be February 5, 2001). Was referred to the Transportation Committee on October 6, 2000. This Act has been given a high priority and will be re-introduced once parliament is in session. Marine Safety is developing a strategic framework document outlining the plan for regulatory reform setting out priorities, timelines and consultation mechanisms. Regulatory reform will be undertaken using a short-term (3 years) and long term (6 years) plan. The short-term plan will focus on the regulations that must be competed to support new concepts introduced in CSA 2000 and to cover provisions that have been moved from the Act to regulations. It will also cover provisions that are consistent with CSA and will identify those posing high risk to marine safety or the environment. The long-term plan will concentrate on the existing regulations that are legally consistent with CSA 2000 and/or pose a low level of risk to the marine community but need to be updated and modernized. Beginning early in 2001, Marine Safety will conduct consultation meetings across the country on regulatory reform. Invitation to consultation meetings will be sent to national and regional CMAC members 3 weeks in advance of each consultation meeting. Ms. Anne O Toole advised the delegates of the changes in Senior Management of CCG with the real focus on regional director generals. Mr. Mike Henderson has been appointed A/RD Pacific; Mr. Rick Bryant is on assignment for the Commissioner. Mr. Bill Elliott, Deputy Commissioner DFO/CCG moved to assistant Deputy Marine Safety & Security, Transport Canada. Coordinated Approach for Prosecution (Criminal Liability) Mr. R. Lantaigne, Canadian Shipowner's Association, reported on the various acts and regulations that ships master or senior officer are charged with in case of a marine accident. They are charged for more than one act; CSA, TSB Act, Environmental protection Act, Fisheries Protection Act, etc. It is a multiple conviction for the same offence. This is a disturbing trend and against the charter of rights. Mr. Bud Streeter advised that the government will look into all legislation and will try to streamline the process. Transportation Appeal Tribunal of Canada (TATC) The Cabinet has approved the policy changes to establish a TATC draft legislation and make consequent and related changes to various other transportation acts. TATC is a multi-model tribunal, which will provide individual and companies with enforcement review and appeal rights. The TATC process will be independent, informal, expedient and economical. Amendments are being proposed to the CSA, Railway Safety Act and Marine Transportation Security Act to identify the enforcement actions under these acts that will be subject to review by TATC. An informal session was held with Ms. Kim Ellerd, Director, Strategic and Issues Transport Canada. Various concerns were discussed with regard to TATC. It was announced that consultation meetings will be held once on the West Coast and twice on the East Coast and notice of these meetings will be e-mailed to CMAC delegates. Comments on the draft legislation are requested by December 15, 2000. Captain J. Pace submitted his report to ECDIS steering committee and was circulated to delegates attending ECDIS working group. His report included various recommendations and input is requested on suitability. Some of these recommendations are: proceed with national development of ECDIS, AIS and INTERNET on board together with steps to upgrade VTS design ECDIS and AIS implementation in simple achievable increments with focus on achieving robust technology Define dynamic information (MIO) priorities for transmission to ships, and identify the service providers who will deliver real-time data. Wait for broad bandwidth INTERNET service via satellite at low cost instead of developing alternate interim or proprietary communication pipeline solutions. develop navigating model as an instrument based process centered on passage planning develop detailed ECDIS navigation procedures for standard use on all ships Implement mandatory BRM and ECDIS training and certify users. research human factor issues and develop ECDIS with human focus perform cost-benefit analysis as part of rulemaking activity proceed with development of regulations and carriage requirement in step with IMO Captain J. Pace is working in China at the present time and Transport Canada is looking for an independent consultant to complete this work. On May 25, 2000, CCG declared DGPS as fully operational. President Clinton announced on May 1, 2000 and effective immediately the intentional degradation of the GPS service known as Selective Availability (SA) would be reduced to zero, in essence removed. GPS now provides and advertised accuracy of 20 m 95% of the time and 30 m 99.9% of the time. The actual accuracy of GPS has been observed over a short period of time to be better than advertised. The International Association of Lighthouses Authorities (IALA) has specified that regardless of the removal of SA, the accuracy of GPS is not sufficient for positioning accuracy requirement of Harbour and Harbour approaches. CCG mentioned that reliability statistics for DGPS are coming in and it looks like we are not meeting the international standard of 99.8% for some of our stations. USCG / Australia also have some concerns. IALA proposes 99.5% but CCG is proposing 99.2% This is being presented to CMAC for discussion. A risk assessment analysis will be performed on the issue and will be presented at the spring 2000 CMAC meeting. A revised draft will be presented at the Spring CMAC meeting after including comments received from stakeholders. Sailors & SKANTI class D VHF / DSC are in the market at the present time. TC has not received any negative feedback to the suggestion of using the Blue Flashing light to Canadian Marine Rescue Vessel Auxiliary while engaged in search and rescue duties. Vessels so engaged must not presume that the blue light identification signal gives them precedence or right of the way. This will be gazetted in Part 1. CFOA requested to use the word may instead of shall for complying with this requirement, providing that the master of the vessel must satisfy himself with certain criteria .TC will look into this issue favourably. Radio Equipment for Small Pass. Vessels (Less than 6 persons) Based on TSB findings it is recommended that such vessels to carry two way VHF radio and when outside VHF range, then any reliable two way means of communication with CCG station or a reliable person ashore. This will go to Gazette Part I. Regulations has been Gazetted in part I and will go to Gazette Part II. Present regulations are outdated and in the new draft they will match NFPA 10 and NFPA 11. Canadian Sail Training Association and TC are looking for possible certification depending on size and voyage. This will enhance safety and brining them in line with the rest of the marine industry (sea service requirement will be the same). Some of the present sailing masters will be appointed examiners. A grace period will be announced. No change with certificate of service on fishing vessels over 60GT Certificate of fishing class IV requires a certificate of service and a course and oral exam Another alternative is to take the following courses 020-040-060. Sea service requirement is one year, in vessel over 5GT plus the required MED. For reduction to zero tonnage requirement to carry a certificate master; some form of certificate will be developed A" Fishing Vessels" working group will be formed at the Spring CMAC 2001 to deal with all issues related to the fishing industry. TC is setting up a WG to look into the issue The will be introduced by February 1, 2002 ROC course has been approved and the document is on Industry Canada web site. SEN course has been approved as of January 2001. Discussion paper amendments to the crewing regulations and the main certification regulation; The following are the proposed solution to some issues in both regulations: Combining both regulations into one regulation which could streamline administration effectiveness Two-tier Nautical Certification structure Canada to adopt STCW 95 model of certification. Near coastal and deep-sea (ocean) voyages need to be defined. Definition of Canadian Ship. This has been dealt with in CSA 2000 and crewing regulations to be changed to reflect that licensed commercial operated vessel to be taken into account. This is in addition to vessels registered in Canada Definition of near coastal voyages. Same limits of H.T.I (200 N.M. or the continental shelf whichever is further) Limited Master and Mate pleasure craft requirements the requirements for pleasure craft in relation to the limited master and mates could be eliminated in its entirety in crewing and certification regulations and all pleasure crafts, regardless of size to be regulated by CCG Minimum Tonnage to have a certified master. It has been proposed that any commercial vessel, regardless of tonnage, will be required to have a certified maser. TC will introduce a certificate similar to that of operators proficiency certificate for pass vessel 0 5GT, non-pass vessel 0 10GT, fishing vessel 0-60GT TC will put together a reasonable structure requirement and will be discussed with the marine industry Cease issuing certificates of competency immediately and create an exchange provision that would cover the certificates previously issued under this policy. Crewing regulations section 6 repealed and 63 are in place (all seafarers require valid medical certificates) Basic safety training (A1) a two year extension, as of July 30, 20000, is requested to non-conventional vessel similar to that offered for fishing vessels Bridge watchman certificate tonnage upgrade to 500 GT an additional person on watch shall be required on sips of over 500 GT (STCW95) Hours of Rest ( STCW 95) ; accept hours of rest for ships on conventional voyages as stipulated in STCW 95 Area of validity for limited master and mates include inland waters and minor waters. Leave it as it is for 60GT Upgrade certificates of seafarers holding 350 GT to 500 GT Continued Proficiency Certificate to be changed to Continued Proficiency Enforcement Watchkeeping Service for the master 350 GT. Towboat industry has reservation to this issue Sea service requirement for watchkeeping mates certificate: remove all references to 6 months sea service smooth and particularly smooth waters which limits WKM certificate. Service agreement with companies now in place will not be affected. Calculation of sea service time for nautical certificates: Calculate 1 day for 12-hour regularly scheduled watches Recognition of work performed on board other watchkeeping systems Cadet time has been raised Recognition of work performed on board with a limit of 12-hr. max/ day Clarify watchkeeping time vs. sea time Unmanned machinery spaces (UMS) time to be defined Deep sea passage no accepted solution reached. The rest of issues will be discussed in spring CMAC 2001 session Universal Automatic Identification System (UAIS) A paper prepared jointly by TC and CCG, Fisheries and Ocean Canada was circulated to CMAC delegates. The conclusion reached in this paper states "the implementation of AIS in Canada will be prime example of raising new technology in a timely manner to improve marine safety and achieve operating efficiencies. AIS should be implemented through a partnership arrangement with shared decision making among the principals. It is important that all parties work together to ensure that the safety benefits of AIS can be realized sooner rather than later, and to everyone s mutual advantage". Type-approved AIS equipment is expected to be available towards the end of year 2001. International carriage requirements will soon be adopted by the International Maritime Organization (IMO) for conventional ships. A phased-in approach has been taken to mandatory carriage beginning with newly constructed ships in July 2002. Existing ships will have to fit AIS between July 2003 and July 2007, the actual date will be dependent upon the size and type of the ship. Cargo ships of 500 GT or more and passenger ships that are not engaged on international voyages will have to fit AIS by July 2008 (this will apply to Canadian domestic ships operating on the both coasts of Canada). Prepared by Captain Z. Farid- Delegate to CMAC Nautical Institute Nautical Institute British Columbia Branch Minutes of the Directors Meeting 13th January 2004 Present: Captain Z. Farid FNI A/Chairman Captain . B. Drewery Vice Chairman (Mainland) Captain J.K. Steele Secretary Directors: Captain D. Smiley Captain B. Johnston FNI Captain C. Frappell Members: Captain (N) N. Greenwood, Captain M. Hill Regrets received from: Captains Bowles, Shard, Snider, Ruether, Patterson, Silvester, Avey, Smith, Marshall, Lee and Lt Cdr Stanford. At 1656 the A/Chairman called the meeting to order and welcomed two members who were attending a Board Meeting for the first time, Captain (N) Nigel Greenwood and Captain Martin Hill. Item 1: Adoption of the Agenda It was moved by Captain Smiley and seconded by Captain Drewery that the agenda be adopted as printed. Carried Item 2: Minutes of the last meeting It was moved by Captain Drewery and seconded by Captain Frappell that the Minutes of the last meeting be approved as published. Carried Item 3: Business Arising from the last meeting A. Contributions to the BMC Library The Secretary reminded the meeting that this subject was under discussion between the Chairman and Captain Clarkson and that the former was communicating with NIHQ on the subject as well. He reported that Captain Shard had suggested to him that a source of valuable technical publications might be the members themselves as he himself had recently made a donation of this kind. It was agreed to defer this item until the return of the Chairman. B. Sponsorship Guidelines The Directors reviewed the proposal put forward by the Treasurer and expressed considerable satisfaction that this matter had been dealt with for the benefit of all concerned. It was moved by Captain Smiley and seconded by Captain Frappell that the Sponsorship Guidelines be approved and become Branch policy. Carried Item 4: Spring Seminar Captain Smiley briefed the meeting on the outcome of two meetings of the Ad Hoc Committee. The venue will be at the Ocean Pointe Resort in a fairly small room with a superb view of the harbour. In the event that we outgrow this room, there is an option to use part of the ballroom. Whatever the meeting room, the seminar lunch will be in the very upmarket restaurant which has its own deck outside, again with a view of the harbour. He then presented a budget for the seminar based on 70 people attending, of which 50 would register early. He furthermore budgeted $1500 for advertising as recommended by the Communications Director. (Secretary to fax copy to Treasurer). Confirmed speakers are from Teekay, BCIT, Transport Canada, USCG, Victoria Harbour Authority, DND and Silcat Marine Consultants (Captain Harry Silvester). The discussion then centred around sponsors and Captain Smiley and the A/Chairman agreed to vigorously pursue a number of agencies such as Vancouver Harbour, CMMC, Fraser River, PPA, and BMC. The Secretary suggested investigating the agencies that handle cruise ships in Victoria and Captain Smiley agreed to do this. It was moved by Captain Drewery and seconded by Captain Johnston that the seminar budget be approved. Carried The A/Chairman offered the observation that the work done by Captain Smiley in organizing the seminar had been outstanding and he was to be thanked for it. Item 5 Treasurer s Report The Treasurer s end of year report and the budget for 2004-05 was circulated for review and consideration. The Directors decided to postpone discussion and approval until both the Chairman and the Treasurer were present, accepting that this would likely occur at the AGM. Item 6 Annual General Meeting Preparations The Secretary reported on behalf of the Chairman that Captain Fothergill was not in a position to undertake the duties as organizer and the Chairman s suggestion was to move the AGM to Victoria for greater convenience. The Directors considered that this was not necessary. As Captain Smiley pointed out, Nanaimo had been agreed upon by vote, it was that city s turn and the logistics of an AGM are not onerous. After discussion about the date and the need for some lead time for the Secretary in order to process the associated paperwork, it was decided to delay the date to the 21st February from the 7th. It was moved by Captain Smiley and seconded by Captain Frappell that the registration fee for the AGM be waived for NI members and that the date be re-set as 21st February 2004. Carried Captain Frappell very kindly volunteered to lead the organization of a venue and program in concert with the Secretary. Item 7: Communications Director Terms of Reference The Directors reviewed the T of R for the Communications Director and in general supported them. The Secretary was directed to edit paragraph G of the terms to remove the specific dollar figure and to reword that section to provide for Board direction as to the level of advertising and maximum cost. It was moved by Captain Drewery and seconded by Captain Frappell that the terms of reference for the Communications Director be approved with the amendment provided by the Secretary. Carried Action: Secretary Communications Director Item 8: NI HQ Request for Branch Update Report The Secretary reported that he had recently received a request from NIHQ sent to all Branches for a detailed report of Branch activities, numbers active, functions presented ,names of Directors etc. This was coupled with the introduction of the new Membership and Training Manager, Captain Perera who will take over Mr. Philip Wake s duties in this area. The Secretary will be filling out the forms provided and submitting them to London after the approval of the Chairman. Action: Secretary Item 9: ISPS Consultations. The A/Chairman reported on his attendance at recent Transport Canada consultations in Vancouver on the introduction of the ISPS Code. He had circulated his detailed report separately by email before the meeting but he highlighted the fact that although a great deal of work had been done to meet the 1 July 2004 deadline for implementation, there remains much to do in the establishment of training standards. It seems that Transport Canada wishes to acquire in-house expertise in this area before approving training standards for Security Officers etc. In the meantime, apparently training is to progress and approval will follow. He stressed that everyone is calling for financial support from the government as has been the case in the United States. Without the same level of commitment, it would seem that Canadian facilities will be at a severe disadvantage. There was a general discussion around this subject and the Directors remarked that this made the Spring Seminar all the more timely. Item 10 Any Other Business The Secretary reminded the meeting that the Branch could now number among its members another Fellow in that Captain David Whitaker has recently been accorded that honour. In view of the forthcoming AGM, the Secretary asked that those present consider whether or not they wish to stand for re-election. Very promptly and enthusiastically, Captains Smiley, Johnston, Drewery, Frappell and Farid indicated their intention to do so. Item 11 Next Meeting The next meeting will be in conjunction with AGM and the March meeting for the new Board will occur on the 16 March in the usual place as the ship will have finished her refit. Captain Frappell volunteered to book the Conference Room. Action: Captain Frappell The ship being in her berth, it was moved by Captain Johnston that the meeting be adjourned. Carried Submitted by: Captain JK Steele, MNI - Secretary Approved by: Captain Z. Farid, FNI - Acting Chairman New Page 4 "HMCS CAPE BRETON" TO BE A MEMORIAL TO CANADA'S MERCHANT NAVY VETERANS Jay Straith, President of the Artificial Reef Society of B.C., today expressed his thanks, on behalf of the dive tourism industry in British Columbia, to Defense Minister Art Eggleton for releasing the former HMCS Cape Breton to the Society to become an artificial reef in 2000. "We have been working for some years towards acquiring the Cape Breton and sinking it as the "Canadian Merchant Navy Memorial Artificial Reef", said Straith. "Our World War II Merchant Navy veterans have no memorial of their own, and we hope that this will serve in some small way to express the appreciation of Canada's current generation towards those who served and sacrificed in the Merchant Marine during that time, thanks to Mr. Eggleton." "It is our plan to prepare a life size bronze statue of a World War II Merchant Seaman which will be permanently mounted on the Bridge of the Cape Breton prior to her being sunk in the waters near Gabriola Island. Negotiations are underway with the communities of Nanaimo and Gabriola Island to have a shore based duplicate of the statue sited, along with an interpretation centre that will inform future generations about Canada's World War II Merchant Navy." The ARSBC, Nanaimo Dive Association and Gabriola Island Chamber of Commerce will have to raise about $250,000 to prepare the ship to ensure it is environmentally clean and safe for divers then properly placed as an artificial reef. A great deal of work lies ahead. "But we want to express our appreciation to the BC members of the Federal Liberal Caucus and the Federal Reform MP for Nanaimo-Cowichan. Both made strong representations to both Mr. Eggleton and Supply and Services Minister Alphonso Gagliano. This allowed the ship to go to the Artificial Reef Society for less than what the vessel might have brought on the open market for scrap. As an artificial reef it will be a worthy memorial generating millions of dollars and acting as a stimulus to BC scuba diving tourism." "We also want to again thank the Ministry of Western Economic Diversification (WED) for providing us with the five year, no interest loan in 1995, which has allowed us to purchase these ships all of which have been sunk as artificial reefs. We expect to be able to repay WED next year when we sink this sixth and final Navy vessel in BC waters. No other organization in the world has ever sunk five ships in five years as artificial reefs, as we have. We could not have even begun without WED support." The "Cape Breton" is a 441--foot long , 8,000 ton World War II freighter built in Vancouver and launched in 1945. She is the last example afloat of Canada's remarkable wartime ship building effort. These ships, variously referred to a "Liberty Ships" in the U.S., and "Victory Ships", were all of an identical hull design but variations in superstructure and ownership led to them being called "Park Ships". Many were named after Canadian National Parks, and "Fort Ships" were named after Hudson Bay Company forts. Straith continued, "another group had also been working for a number of years on a plan to preserve the Cape Breton afloat. This option would have been very expensive, and ultimately failed despite much hard work. The artificial reef option is the only preservation alternative to the ship going for scrap. As a reef, she will continue to serve for about 200 years. We are sorry the other group was not successful and salute them for their efforts. We hope they will support us now in our attempt to create a suitable memorial." The ARSBC Website is www.artificialreef.bc.ca. The Website that shows the artist's model of the proposed sculpture, "Silent Vigil " can be seen at www.aquaarte.com. For the ARSBC, "Cape Breton" will be the largest ship ever sunk in North American waters as an artificial reef for scuba divers. For further information: Howard Robins Public Relations, Media Director - bus 604 733-1122 cell 604 644-1213 Jay Straith Society President - res. 604 983-4200 bus 604 984-3646 Tex Enemark Government Relations Director - bus 604 275-5553 Transport Canada public consulta Transport Canada public consultation synopsis on International Ship & Port Facility (ISPS) Code and the proposed Marine Transportation Security Regulations Members of the Nautical Institute BC Branch The consultation meeting was held in the Marriott Pinnacle Hotel, Vancouver, BC, on January 8, 2004. The consultation session was chaired by Jim Marriott, Regulatory Affairs, Transport Canada (TC) and assisted by Brian Bramah, Security TC, Joanne St. Orege, Marine Security Regulations, Tim Addison, Marine Security TC, Jean Barrette, Security Operations TC, and Jean LeCoures Intelligence TC. Six-consultation meeting are taking place in the following order: Montreal, Quebec, December 4, 2003 - Halifax, Nova Scotia, December 9, 2003 St-John s, Newfoundland, December 12,2003 Vancouver, British Columbia, January 8,2004 - Toronto, Ontario, January 14, 2004 Ottawa, Ontario, January 16, 2004 Theses consultation meetings were held to review and comment on the first draft of the proposed Marine Transportation Security Regulations. These regulations are authorized under the Marine Transportation Security Act, 1995, will establish a security regulatory framework in respect of the marine transportation sector in Canada, including vessel, port facility and offshore facility operators. In addition, the regulations will provide for a new national program of security clearances for workers who require access to restricted areas of port facilities. It is anticipated that the draft regulations will be then published in the Canada Gazette, Part I in March 2004 for formal consultation purposes. Publication in the Canada Gazette, Part II is planned for May or June in order for the regulations to be in force by July 1, 2004, the date on which compliance with the ISPS Code becomes mandatory internationally. The chair gave the opening remarks, followed by an overview of Draft Regulations. The proposed regulations are organized into five parts: Part 1: General Part 2:Vessels: Application. Documents to be carried on board (an international ship security certificate, approved security plan, a continuous synopsis record and a copy of the last 10 declaration of security. Responsibility of the vessel s operators. Master s responsibility. Company Security Officer (qualifications and responsibilities). Vessel Security Officer (qualifications and responsibilities). Security drills and exercise requirements. Record keeping. MARSEC level coordination and implementation. Communications (onboard and with the port, etc.) 96-hours pre-arrival information requirements. Vessel Security Alert System (to RCC who will notify the Administration in the countries in the vicinity of which the vessel is operating). Declaration of security Vessel security assessment. Vessel security plan Security procedures for access control, restricted areas, handling cargo and. delivery of stores and bunkers at all MARSEC levels 1,2 &3. Part 3: Marine Facilities: Similar requirements as for the vessel (operator, security officer, declaration, security assessment& plans). Similar requirements for MARSEC levels 1, 2 &3. Part 4: Offshore Facilities : Similar requirements as for Marine Facilities. Part 5: Security Clearance Restricted Area Access: Application. Transportation Security Clearance (personnel clearance). Access to Restricted Areas. Validity of Transportation Security Clearance (for a period not exceeding five years). Criminal Charges. Notification (to applicants or holder & operators). New Applications. Part 6: Repeal and Coming into Force: The Marine Transportation Security Regulations (Cruise Ships and Cruise Ship Facilities) are repealed. The Regulations come into force on July 1, 2004. Note : The proposed regulations also incorporate many provisions currently contained in the Marine Transportation Security Regulations (Cruise Ships and Cruise Ship Facilities) it is anticipated that these regulations will be revoked when the new regulations come into force. The Cruise Ship and Cruise Ship Facility Security Measures will, however, remain in force. There are a number of key issues that we should be aware of when reviewing the proposed regulations and formulating comments. They listed below with comments and input from delegates at the Vancouver s consultation meeting: Application of the proposed regulations to vessels from 100 to 500 GRT: Based on the assessment of threat and risk, the proposed regulations would also apply to Canadian-flagged vessels operating solely on the Great Lakes and St. Lawrence Seaway, and to commercial vessels operating on international voyages that are above 100 GRT. This standard is more rigorous than that required by the ISPS Code, is necessary for the security reasons and to support the competitiveness of Canada s marine transportation system. Input: This could be a financial burden on the marine industry and some sort of financial assistance could be introduced Alternative security programs: Alternative security programs are currently being negotiated by TC with the U.S. Coast Guard in order to coordinate Canadian and U.S. requirements. Input: The issue of cost recovery was raised and the need for funds to achieve the objectives and still be competitive. In excess of thirty millions dollars was spent for the ports of Seattle and Tacoma on security matters. The 96-hour notification rule: This rule was previously voluntary. TC is now including it in the proposed regulations with additional ISPS Code requirements for crew and passengers. Input: Request shortening the required information contained in notification report. The contrast between marine facilities and port administrations: The ISPS Code refers to marine facilities but not ports. In order to provide better coordination of security issues and functions, TC is proposing to include a role for Canadian ports administrations in implementing the ISPS Code. Input: The chair advised that Canada will advise the International Maritime Organization (IMO) with the names of port facilities that complied with security request and that list will be updated every five years. The structure of Port Committees: It is proposed that a port committee structure be adopted to coordinate marine security within ports. Input: Nothing was mentioned in these regulations about the participation of labour in developing port/ship security plans, although IMO recommended such participation. Maritime companies are looking for a unified communication structure to enable them to contact security personnel in various locations. Clarity is very important in all aspects of these regulations Operational challenges: The timeframes established by the ISPS Code have resulted in TC developing the proposed regulations and urging early voluntary implementation of elements of the ISPS Code, such as conduct of security assessments and preparation of security plans. Input: Approved security training is required as the time is running out. Certain training institutions are conducting l security officer training as required by STCW 95 without TC approval. TC is in need to develop an in house expertise prior to approving training courses or issuing training certificates. Training should go