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The Nautical Institute - Canada - British Columbia - Sidney (ID: 30297)
xercise, Captain Scattergood sounded a warning note when he reminded everyone that Osama bin Laden has indicated that Canada is a legitimate target. Historically, those countries he has identified in this manner have indeed been attacked. He concluded by asking that it be remembered that the pillars of marine security are Adequate Warning, Timely Response, and Security in Depth. Turning to the shipowner s point of view, the seminar heard from Mr. Paul MacGillivray, the Manager, Health, Safety and Quality for Teekay Shipping (Canada) Ltd. In his talk entitled Applying the ISPS Code: the Ship Operator s Perspective , Mr. MacGillivray reviewed the actions taken by Teekay to be ready for ISPS implementation; no small task for a company with 74 vessels trading worldwide and carrying more than 10% of the world s sea trade in oil while employing some 4500 seafarers. Right from the beginning, top management at Teekay decided that the company would strive to achieve full compliance by May 2004 and it was decided to appoint Chief Officers as the Ship Security Officer, providing them with a Computer Based Training program developed by Seagull of Norway. DNV is the chosen RSO for the Bahamas flagged vessels and a whole procedure of visits and inspections are planned once each vessel s security plan is in place and operating. Paul made quite clear that success so far has been the result of an early decision to stay ahead of the deadlines, the provision of extra resources at such a critical time, and most of all , full commitment demonstrated by senior management. To be fair, Mr. MacGillivray pointed out that there are some challenges that still remain. First of all, delegation by Flag State Administrations to an RSO is happening at a very slow pace indeed, impeding the approval process. In the case of Canada and Australia, he understands that they wish not to delegate but no specific processes or procedures are forthcoming as yet. The Panamanian Registry wishes to approve the security plans but have the Classification Societies audit. IACS is not in favor of this and prefers only to audit plans they have approved. Generally, from a shipowner s point of view an absence of specific requirements at this time means a delay and the implementation date is literally only a few weeks away. With respect to RSO s, he mentioned that the need for competence and trustworthiness is paramount and there is no small amount of additional training, assessment and vetting needed. Regrettably, the logistics of having only two trained auditors in North America in one case mean delay are possible here as well. In his concluding remarks, Mr. MacGillivray noted that the obstacles Teekay has noted so far include fear and apprehension, industrial relations issues, a lack of preparedness by administrations, a lack of port facility security plans and sometimes even a nominated Port Facility Security Officer, and even refusal by port officials to show identification in some places. He echoed an earlier speaker s plea for the resolution of the shore leave for crews issue, remarking that this was both a widespread concern and an important one. The final speaker of the day was Captain Michael Cormier MNI, the General Manager of the Greater Victoria Harbor Authority who provided a perspective from the port facility operator. For those not familiar with the changes that have been occurring over the last few years in terms of categories of ports, Captain Cormier reviewed examples of Canadian Marine Act ports (Vancouver, Nanaimo, Port Alberni and Prince Rupert), Harbor Commissions (Hamilton, Ontario) and Public Ports (Bamfield, Esquimalt and Victoria) He explained that he is concentrating his efforts on the cruise ship facilities in Victoria Harbor as it is there that the ISPS code will have its greatest effect. With cruise ships calling at Victoria in ever-larger numbers, his port will need to be fully compliant and on time as almost all ships are destined for the US after Victoria. He expressed concern that the new regulations seem to have all been driven by airport security practice. To him, an airport is a four-sided box, open at the top. A port is three-sided and very definitely open on the fourth side! Captain Cormier pointed out that the British Columbia Maritime Employers Association has put the price of making a facility fully-compliant at between $205,000 and $1,400,000 in terms of capital costs. As ports are major gateways into the country for both people and goods,it would be reasonable to observe that the government bears some responsibility for making those gateways secure as part of discharging its responsibility to the people of Canada. However, while the US government is providing $517 million (US) to assist their ports, the amount provided in Canada is nil. He pointed out that the Canadian Coalition on Security has called for $100 million and time marches on! In the Chairman s closing remarks, Captain Bowles pointed out that so much had been covered during the day that it was nearly impossible to make a brief summary. However, it was clear from all the discussions and presentations that the marine industry is clearly aware of the challenge it faces. While some new activities are already becoming an accepted way of life, there remain many questions and the duties of Flag States are by no means fully clear yet. If the ship and port facility operator is going to have any chance of becoming compliant and remaining so, they must have answers and soon. The British Columbia Branch of the Nautical Institute will be monitoring the implementation process and its aftermath and will review deficiencies in the system to assist in finding solutions. He thanked all the participants and congratulated Captain Smiley and Captain Farid for their outstanding work in putting together this excellent seminar. Contributed by Branch Secretary, Captain (N) Jim Steele MNI Branch Members Invited to Attend Branch Directors Meetings Fall Seminar 4Th Annual Ship Safety and Environmental Seminar 06 November 2004 Showboat Lounge MV Royal City Star New Westminster Quay New Westminster, BC 0900 1730 Registration Fee N.I. Members $ 70.00 Non-Members $ 80.00 Students $ 30.00 Discount of $15.00 ($5.00 for students) if paid prior to Sept. 30/04 Speakers: Marine Evacuation Systems RFD Marin Ark Mr. Iain McLean, Technical Manager Princess Cruises Safety Management System Mr. Paul Debnam Director, Fleet Safety Hydroxyl Sewage Treatment Plant Ralph McClure Manager, Marine Systems Servicing Requirements Inflatable LSA Capt Andy Patterson Director Operations DPM Presenter # 5 TBD For Registration Contact Capt Andy Patterson 604 204 2330 21389 Thornton Ave. Maple Ridge, B.C. V4R 2J6 andy.patterson@deas.ca Sponsored by WESMINSTER TUGS (SMIT) All Branch Members are reminded that attendance at Monthly Directors Meetings is welcome. The meetings are normally conducted in the board room onboard the MV Spirit of Vancouver Island during the 1700 t0 1835 Tswassen to Swartz bay Sailing the second Tuesday of every month. Please contact any Branch Director for details. Branch Members Opinion Sought Some members have expressed the opinion that holding two major seminars and a separate AGM is too much to ask. The Directors have been discussing the possibility of combining the needs of the AGM with the spring seminars. One proposal is to conduct the business required of the AGM in a brief morning session prior to opening the seminar topic at hand. Another proposal could see the AGM combined into a two day seminar, in which Branch business is carried out in a more lengthy session the first day and the seminar broadened to occur over the second half of the first day and the second day. Should the Branch continue to hold the two major seminars separate from the AGM? If the AGM is to be combined with the spring seminar how would prefer this be accomplished? Members opinions are fervently sought by the directors. Please feel free to contact any Branch Director with opinions and ideas. Contact information is available on the back page of the BowWave. Branch Chairman Elected to Council In an honoured first for the BC Branch, Branch Chairman, Captain Stan Bowles, FNI was recently elected to the Council of the Nautical Institute. This is the first time that a Branch member has been selected as a member of the headquarters council and promised to raise the prominence of the Branch, providing input to headquarters planning and decisions. When asked how he felt about the honour, Captain Bowles stated that as Branch Chairman he had been working for some to find methods for the Branch and Members to have a greater say in matters that have often been decided in the past with little Branch input, but that had great impact on members. He looks forward to speaking on behalf of the Branch at future Council Meetings. Liberian International Ship & Corporate Registry Excels in Paris MOU White List PRESS RELEASE 06/04 August 4, 2004 THE Liberian Registry has confirmed once more its position as the most safety aware open register in the world. The 2003 Annual Report of the Paris Memorandum of Understanding on Port State Control shows Liberia to be the best-performing open register on the MoU s prestigious White List, which represents quality flags with a consistently low detention record. Liberia also out-performs a number of national registers on the White List which enjoy a reputation for safety-awareness, including Norway, France and Denmark. Liberia is the second-largest ship register in the world. In 2003, it had over 700 ships inspected by the Paris MoU. The Paris MoU is adopting a zero-tolerance approach to substandard shipping, and in the past year has introduced a number of measures designed to make it more difficult for what it calls rustbuckets to operate in the region. Inclusion on the MoU s White List brings significant benefits to shipowners, including a potential reduction in the inspection burden. Yoram Cohen, CEO of the Liberian International Ship & Corporate Registry (LISCR), the US-based manager of the Liberian Registry, says, There is only one place for a responsible, safety-aware ship register to be and that is on the MoU White List. Liberia is proud to be there. It has been there for a long time, and that is where it will stay. Ship registry is not about politics. It is about safety. It is about environmental awareness, regulatory compliance and regard for seafarers welfare. And it is about those things irrespective of whether the vessel flies the flag of a national or an open registry. The Liberian Registry has a track record going back more than 56 years of combining the highest standards for vessels and crews with the highest standards of responsive service to owners. It is proud to be in the top group of the Paris MOU. Want the Job o a Lifetime? f The spring edition of the Naval Officers Association of Canada newsletter Starshell contained an interesting advertisement from Mr. Chris Mathews. Apparently Mr. Mathhews, in the process of building his new yacht was looking for specific type of mariner to crew his new pride and joy: Captain The principal qualifications are a sense of humour and an extrovert and friendly personality. In addition to hav9ing previously had total responsibility for naval vessels worth millions of dollars and for their crews, the person must relish the challenge of building,. Leading and training a crew to man the vessels so she is 100% operational (*and looking like a super yacht and not a tramp steamer) all of the time You may have thought the Mafia only operating in back robbery, etc., but trust me, you would be wrong. If you ask the majority of yacht related people who purport to want to help you what their surname is, you ll find it is Corleone! The crew are great; the owner unfortunately has a reputation of being an inconsiderate, insensitive and demanding swine! Particularly if the vessels starts looking like a trawler! Still, you cant have everything I expect you will thoroughly enjoy the job and have a great time, but it will be 24 hrs. a day, 365 days a year. So if you re married, and want the job, you might consider getting divorced now to save your partner the effort of divorcing you later! This is a long term positions, so I would like you to consider Dying on the job, but preferably of old age I am looking for a retired or retiring naval officer, but please note, I am an equal opportunity employer, so if a 19 year old Swedish blonde with the above qualifications applies, you don t stand a prayer. Executive Officer The principal qualifications I am looking for are a skin like a rhinoceros, a sense of humour, and and extrovert and friendly personality Read the ad for Captain. Everything he is responsible for, you will also be responsible for. This is a great job you get to do all the work, the Captain gets all the credit and guess who gets the blame when things go wrong!. Logistics Officer a large proportion of the people whom I have met in the yachting industry have the morals of any alley cat and the brain cells of an a amoeba I may give the impression that I am so tight fisted that I make Scrooge looknlike a philanthropist! But, I look for quality and don t mind paying for it!... We want you to be able to watch keep on passage Tosca IV is 65 Metres long, and I would really rather you didn t shorten her. Thanks to Captain Jim Steele, MNI, Branch Secretary To Contact Members of the Executive Capt. Stan Bowles FNI Chairperson Telephone (604) 929-2667 Fax (604) 929-2746 E-mail sbowles@direct.ca Capt. Zak Farid FNI Vice-chair, Vancouver Island Telephone (250) 652 - 3886 Fax. (250) 652 - 8087 E-mail zak_farid@telus.net Capt. Geoff Drewery MNI Vice-chair, Mainland Telephone (604) 435-2561 E-mail drewery@telus.net Capt. Andy Patterson MNI Treasurer Telephone (604) 463-4707 Fax (604) 275-2915 E-mail Andy.Patterson@bcferries.com Capt. Jim Steele MNI Secretary Telephone (250) 592-6188 Fax (250) 592-6188 E-mail jamessteeleconsulting@shaw.ca Capt. David Snider MNI Communications Telephone (250) 652-6201 Fax (250) 652-6205 E-mail sniderda@shaw.ca 2004 DIRECTORS Captain D. Avey MNI Captain J. Clarkson FNI Captain C. Frappell MNI Captain B. Johnston FNI Captain A. Lee MNI Captain J. Lewis MNI Captain A. Shard FNI (Hon Life Director) Captain B. Silvester FNI Captain H. Silvester MNI Captain D. Smiley MNI Captain R. Smith MNI Lt Cdr G. Stanford FNI (Hon Life Director) Members News Keeping track of Branch Member s activities, accomplishments and achievements can be a challenging task. Any members who would like to see their own or others accomplishments identified in the BowWave, please feel free to email the editor sniderda@shaw.ca or fax 250 652 6205 Advertising in the BowWave At a recent Director s Meeting, the Editor s request for consideration and approval to accept limited advertising in the BowWave was approved. Future editions will allow for interested parties to place small advertisements no greater than ? page in size for a nominal fee of $25. At this time only digital ready copy advertisements will be accepted due to time graphic production constraints of a part time amateur publication. All advertisements must be delivered to the Editor in digital ready copy. Advertisements will only be placed once payment to the Treasurer, Captain Andy Patterson is confirmed. Branch Web Site www.nauticalinstitute.ca Captain Stan Bowles, FNI has done a stand up job bringing the BC Branch into the cyber century with his continuing work on the Branch s website. The one stop shopping mart for all information Branch related, as well as a host of other information of interest to members. Don t only log onto the site at www.nauticalinstitute.ca members should considering making the Branch site your home page on your internet browser. To do this, access the site by entering the site by clicking on www.nauticalinstitute.ca or by typing www.nauticalinstitute.ca into your browser s go to address bar. Once on the site, click on Tools at the top of your browser. Then click on Internet Options . Click the tab General then click Use Current . This will direct you to the Branch Web Site each time you log on to the internet. Members Mail and Email Addresses Members are encouraged to assist the Branch Executive in maintaining the most up to date contact information. Please either check out the Branch website section on members and follow instructions to update information if your posted contact information is incorrect or out of date or contact the Branch Secretary, Captain Jim Steele at Jim.Steele@jamessteelconsulting@shaw.ca or phone (250) 978-1217. We are particularly interested in getting email addresses and phone contact lists updated. Email post of the BowWave and Seminar announcements enables the Branch to reduce the high cost of mailouts. Newsletter of the Nautical Institute, British Columbia Branch Volume 15 Issue 3 December 2004 www.nauticalinstitute.ca Excellent Turn Out at 4th Annual Safety & Environmental Seminar Capt s Farid, Bowles and Patterson taking registration Once again thanks to the tireless efforts of Captain Andy Patterson and Captain John Lewis, the BC Branch held its annual gathering to review issues concerning safety and the environment. The Branch Chairman, Captain Stan Bowles FNI opened the seminar, welcoming some fifty members and guests. He reminded everyone that the introduction of new technologies, new regulatory requirements , new security issues, etc all have the potential to override safety if we are not careful in how we manage them. The "lock everything down" approach can be counterproductive sometimes and it is essential to apply careful thought before introducing new procedures and policies. The principle that safety is at the core of any operation, large or small must be borne in mind at all times. The seminar led off with a presentation by Mr. Paul Debenham of Princess Cruise Lines on their Safety Management System. Lest those present thought he was talking of SMS in the ISM context, he pointed out that although confusion might be understandable, he was about to discuss how Princess Cruise Lines tackled the immense task of handling emergencies in the new generation of cruise ships. The movement in the 1990's from medium-sized cruise ships to the truly large ones of 100,000 tonnes and more necessitated a radical approach to how the myriad of safety systems on board would be handled. The sheer size of the vessel and the many decks made it vital that no response to a potential emergency depended on crew members having to literally run for miles to find information or take action. The system in place needed to integrate all the emergency sub-systems for fire, watertight integrity, ventilation, shutdown and passenger control. By resisting the temptation to let equipment drive the process, he and his colleagues developed a clear statement of requirement which the Italian company, Martec, converted into a Safety Management System, utilizing a standard Man-Machine Interface for displaying the status of all emergency systems. Mr. Debenham pointed out that this process of standardization is not as easy as one might think. A red symbol for a fire pump means "Off", i.e. not what you want to see but a red symbol for a fan means "Off", just what you want when you shut down in the event of a fire! This issue and others of equal importance had to be resolved before any effective design work could start. He then showed examples of computer screens as they would appear in the central control which gave a remarkable picture of every safety system in the ship to any level of detail required. Lest the coordinator is overwhelmed by the sheer volume of information, the system prompts certain steps automatically, based on pre-planned actions. All of this is backed up by closed circuit television in numerous locations. A symbol for an emergency response team can be dragged on to the screen and placed exactly where they have reported in, an enormous help for whoever is controlling the ship's overall response to the emergency. In concluding, Mr. Debenham mentioned that this system permits monitoring by the shore office once a link has been established in order to obviate the need to bother the Master with questions at a time when he is fully seized with the emergency at hand. Closer to home for the next item, the seminar heard a briefing from one of the Branch members on the Canadian Coast Guard Pacific Region Operational Services. Captain David Snider MNI who has recently come ashore from command to be the Superintendent Fleet Standards and Inspection/Designated Person Ashore for the CCG Pacific Region provided a detailed and highly -informative overview of the operations of Pacific Region, the second largest in Canada with 15,000 miles of coastline, 2,000 aids to navigation, 27 staffed light stations, 2 Loran stations and 4 GPS sites. Speaking to the theme of the seminar, Captain Snider pointed out that in its Search and Rescue role, the Pacific Region deals with some 2,000 marine incidents annually. This is in the context of some 250,000 pleasure craft, 6,000 fishing vessels and 3,000 merchant vessels in British Columbia waters. This is no small task, obviously and the 1,100 volunteers and 232 boats of the Canadian Coastguard Auxiliary are vital assets in assisting the regular CCG fleet in carrying out this responsibility. It came as no great surprise to those attending that Captain Snider forecasted that the next few years will need to see some fleet replacement plans initiated. Everyone who operates a fleet of ships for any reason knows that the tendency to keep on running ships until rust -out for financial reasons results in higher overall costs and serious decreases in reliability. The level of interest in this matter was reflected in the many questions about the future put to Captain Snider from the floor. The Chairman then took the floor and introduced Captain Martin Scott FNI, former President of the Nautical Institute, who had very kindly arranged his itinerary in the area to include our seminar. Captain Scott stated that he was delighted to return once again to see old friends in the Branch. He noted with pleasure that there were present in the audience some British Columbia Institute of Technology Nautical Program cadets and he took the opportunity to encourage shipowners to consider taking these cadets to sea. By investing time in these future officers, it would be well worth their while. Captain Scott then turned to the Seatrade Award for Shipmaster of the Year, mentioning that it had been set up four years ago thanks to Lloyd's List and to receive this award is a considerable achievement by any measure. He took great pleasure in making the presentation of the certificate for the runner-up for 2004 to Captain David Snider CCG MNI on behalf of Lloyd's List and the Nautical Institute. This was warmly applauded as the Branch members congratulated Captain Snider on his recognition for his command at sea and ice navigation skills. Captain Snider thanked those from whom the award came and said that he felt humbled by being considered in the same light as those who have won the award and the recognition by his colleagues was most appreciated. He went on to address the cadets present by saying that any one or all of them could be receiving this award one day in the future. They should remember that it takes enthusiasm, love of your job, and long-term dedication to the profession. After a splendid lunch sponsored by Vancouver Port, which permitted members from both sides of the Strait of Georgia to get together and socialize, the seminar was pleased to hear a presentation by Mr. David Stocks of BMT Technologies on "Air Emissions in the Marine Environment". Mr. Stocks started his presentation by indicating that for a number of reasons the air emissions from ships were now under severe scrutiny for the potential damage to the environment. In particular, he said the levels of SOX, NOX, Particulate Matter and the Carbon group (monoxides and dioxides) were the main targets. It was no longer good enough that ships do not produce clouds of visible smoke; the invisible gases are doing the damage. However, a range of mitigating systems are available to reduce the problem, ranging from improving fuel quality, through different fuel types, pre-ignition systems to stack removal systems, each with its own targeted area. He went on to say that the time is coming when international regulations, so long in the making, are about to come into force. MARPOL 73/78 Annex VI (Air Pollution from Ships 1997) comes into force in May 2005. While it is true that Canada and the US have not signed on to this, the new Canada Shipping Act 2001 will in fact reflect much of the MARPOL constraints, including the need to reduce sulphur emissions to below 4.5% Currently there are two special areas in the North Sea and the Baltic which have been designated as SOX Emission Control Areas (SOXECA) and in these locations vessels are reduced to emissions of less than 1.5% sulphur. The European Parliament has voted to reduce emissions from ships by 80% by 2010 and will expand the SOXECA into the Mediterranean and the North East Atlantic. It was Mr. Stocks opinion that the SOXECA will make its appearance on the west coast of North America soon. In Canada, Transport Canada has regulations respecting air pollution from ships, including smoke density standards. Environment Canada has set standards for road diesels to 15 ppm by June 2006 but this will not apply to marine engines at the present time. Turning to a review of the various means to achieve the end of lessening harmful emissions, Mr. Stocks cited emissions trading ( via the Kyoto Protocol) , Cap and trade, credit ( based on land emitters), use of shore power, speed restrictions, grants (to assist with replacing old technology) and awards such as the "Green Ship Award". He pointed out that emissions that harm the environment and in some cases directly affect human health will be targeted and soon. It will be in everyone's best interest to understand the issue, the science behind it and to be proactive. In concluding, he described a very interesting scenario developed by his company that compared the cost, in terms of emissions, of taking a loaded container ship from Montreal to St John's Newfoundland and Labrador with the equivalent number of trucks proceeding by road. In this case, it would take 48 trucks two round trips to carry the load represented by the ship. Given that, although the ship's emissions are 4500 ppm and each truck is only 15 ppm, it is interesting that the total emissions still show the vessel as being far below the trucks in all but one category. Regrettably, the ship is 100 times worse than the trucks in SOX, the most injurious to human health. There remains much work to do, it would seem. Our worthy Branch Treasurer, Captain Andy Patterson then spoke on the subject of Liferaft Servicing and Regulatory Requirements in his capacity as the Director of Operations , Sales and Marketing for Deas Pacific Marine. While all present were generally aware of the care with which liferafts are built and serviced, Andy showed the immense time and effort it takes to conduct the rigorous tests and maintenance, the consequences of a raft failing and the need for a highly-skilled workforce to accomplish the task. By the time he was finished, it was clear to everyone that to design an inflatable platform that will stand months of being tightly-folded, subjected to wide temperature fluctuations, operated in usually harsh conditions, and with an expectation of 100% reliability was a considerable engineering feat. To maintain these lifesaving devices in top condition without wearing them out in the process is no small challenge as well. His workshop might well borrow the motto of the RAF wartime air/sea rescue launches as its motto "The Sea Shall Not Have Them"! "On-Load Release Hooks- Servicing Requirements and Recent Problems" was the final topic of the day presented by Mr. Colin Edwards of Schat-Harding. Mr. Edwards captured everyone's attention at the outset by showing some videos of the tests routinely conducted on motor lifeboats. It was very gratifying to see that each boat design has been dropped, hit, bumped, and generally severely abused before it is considered for service. Some also appeared to be capable of being a submarine for a short while after being dropped from a ship's deck! After discussing development and testing of lifeboat release mechanisms in some detail, Mr. Edwards expressed his considerable concern over the lack of training of some coxswains when handling the release mechanisms of 150-person lifeboats. Clearly, no amount of safety engineering will be sufficient to avoid an accident if the person operating the equipment is insufficiently trained and exercised in his tasks. Another area for concern is maintenance. In his work, he all-too-frequently encounters lifeboat release mechanisms that have been allowed to deteriorate to the point where they are now unreliable and dangerous to operate. Indeed, when pressed, he said that he has come across cases in which the installation has been modified by someone other than the manufacturer for some reason. This was a very serious safety issue in his opinion and he was glad that new IMO regulations to take effect in June 2006 will state that no one other than the manufacturer or his authorized representative shall alter davit or associated systems. In his final remarks, the Chairman expressed his thanks to the organizers of this excellent seminar and to Captain Scott for finding the time to join us. He thanked the sponsors of the seminar, Vancouver Port, Princess Cruises, BC Association of Marine Surveyors, Smit Harbour Towage New Westminster, BC Ferries, Seafire Training, Fraser Port and TSI. Their contributions are vital to the continuance of these seminars and much appreciated by all attending. Looking ahead, he reminded everyone to mark their calendars for the next Branch Seminar to be held on 30th April 2005 in Victoria for which planning was now underway. The next and fifth Safety and Environment Seminar will be on 5th November 2005. Captain J.K. Steele MNI Branch Secretary. Branch Spearheads Changes in Cargo Securing Regulations Spearheaded by Captain Brian Johntson FNI, branch member, the Nautical Institute British Columbia Branch has contributed greatly to changes in Annex 13 of IMO Cargo Stowage and Securing Code. Annex 13 provides two methods of assessing lashings for cargo items. Lashing strength can be assessed using a Rule of Thumb method, which is a simple and quick method, but does not take into account the particulars of the ship forces or the storage location Alternatively a detailed calculation method may be used which takes into account the forces related to the ship size, speed, stability and location of the stow. It is however fairly complex to apply. In the event of loss of cargo, the adequacy of the lashing arrangement would in all probability be assessed using the detailed calculation method, as that method takes into account the actual forces which are expected to occur and should be provided for. The method is also more conservative than the Rule of Thumb. Captain Johnston has put forward a proposal for a quick assessment method, which is easy to apply and involves very little calculation but which takes into account the actual forces and uses a more conservative Allowable Use Strength of certain parts of the lashing gear. This allowable Use Strength method will satisfy the requirements of the detailed calculation while retaining most of the simplicity of the Rule of Thumb method. The Allowable Use Strength method benefits from the excellent table data in the Code and translates it into a practical and simple application of the data. This review has been submitted for review to MI headquarters, London and Transport Canada Marine Safety, Ottawa. IN due course we expect the submission will be forwarded to the IMO Committee Responsible for the Securing Code for their review and hopefully inclusion in the Code. Nov 28th/04 Gentlemen This amazing site will get you into all the world ports using AIS. Shows all the ships at berth & anchorages in Vancouver so need to waste time phoning the Pilots unless for more specific info. www.aislive.com Captain Alan Shard FNI ED: Letter submitted by a member: Friday, December 3rd 1965 Bellflower, California Agent, Moore-McCormack Co. Inc., Berth 146, Wilmington, California. Dear Sir, I am a veteran seaman s wife, and last night s heavy fog reminded me of the fact that some of the worst ones come in near the Christmas season, particularly when there are warm sunny days such as we are having now. The Mormacrey has been consistently arriving in the evening hours for a long time now, and it is an awful long way out here to Bellflower, even in clear weather. Last nite s fog was terrible I couldnt see the tree in front of our place even. Could it possibly be arranged to have the ship arrive in the early afternoon hours this time? I am sure it would not only be better for the people who call for the menfolk at the dock, but it would be easier for the ship to berth too, and everyone could get home before the traffic jam made things even worse! After many years of meeting my husband, or trying to, in a bad fog, and also seeing ships trying to get to dock at such times, I know full well of the value of docking in clear weather! The other way is quite nerve wracking, especially when you have such a long ways to go! I hope you dont mind my suggesting this, I just thot it would be a help all around, as well as for ourselves! With many thanks, I am respectfully, Mrs. xxxxxx Technology in ship s bridges can lead to accidents Technological aids designed to prevent accidents at sea sometimes have the opposite effect as a contributory factor in collisions and groundings. In a new dissertation from Linkoping University in Sweden it is proposed that cognitive and social aspects should be in focus in the design of conning bridges, rather than technology and components. Margareta Lutzhoft, a cognition scientist with several years of experience as a ship s officer, traveled with fifteen vessels to study work on the bridge. The findings show that advanced technology represents a barrier to what many ship s officers feel is their main function. They feel that they have an electronic filter between themselves and reality, says Margareta Lutzhoft. When a vessel navigates the open sea or in narrow archipelagoes, information from the vessel and the surroundings is of crucial importance when it comes to function and safety. Today conning bridges are stuffed with technological aids, and the trend is to integrate them more and more. But the result is not always to the advantage of the user. There is a superfluity of information, and it is not always well presented. Advanced automation makes it difficult for mates to understand what is happening in the system and when and how to take over and steer manually. It is not news that technological complexity causes maritime accidents. A well-known example is the collision between Stockholm and Andrea Doria off the coast of the U.S. in 1956, when both vessels were navigating with the help of radar. But today s integrated bridge systems add a new dimension to the risk of accidents. A central problem is that ship s officers find that the technology is more useful when conditions are calm than when they are under stress, which actually is when they should be in greater need of it. When time and space are at a premium, the system is not perceived as a help, says Margareta Lutzhoft. One section of her study treats ferry traffic between Sweden and Finland. Nowhere else in the world is the traffic so intense with such large vessels in such hard-to-navigate waters. This makes navigation very demanding and complex, and often dependent on technological aids. Officers have to maneuver within margins measured in meters and seconds. But technology cannot replace the personal experience of the waters that is passed on from mate to mate, from one generation to the next. Such detailed knowledge is not stored anywhere outside the minds of seamen. Attempts have been made to teach this stuff to computers, but I firmly maintain that it s impossible, says Margareta Lutzhoft. Innovation Report December 2004 MARPOL Annex 1 enters force 01 January 2007 The revised Annex I of MARPOL addressing oil pollution from ships will enter into force on January 1, 2007. Canadian ships travelling internationally and foreign ships operating in Canadian waters are required to comply with Annex I through the Oil Pollution Prevention Regulations under the CSA and the proposed Prevention of Pollution from Vessels Regulations under the CSA 2001. CMAC - National Meeting November 2004 Editors Note: Captain Zak Farid once again attended National CMAC meetings in Ottawa as the NI representative. His reportcan be seen in its entirety at the Branch web site www.nauticalinstitute.ca) follows Tami C. Edwards, MNI has just returned from a lengthy contract onboard a container ship off the African Coast. Captain Brian Silvester is enjoying Mexican sunshine. Captain Stan Bowles FNI, Branch Chairman is certain to have seastories to tell, having just returned from attending his first NI HQ Council meeting. The Editor hopes Captain Bowles will submit a short report for members on the activities of the Council. Spring Seminar 30 April 2005 Piracy and Terrorism Issues for the Mariner Coast Harbourside Hotel Victoria BC For Registration Contact Captain Zak Farid zak_farid@telus.net 250 652 8087 Captain David Smiley dsmiley@Islandnet.com 250 384 4191 To Contact Members of the Executive Capt. Stan Bowles FNI Chairperson Telephone (604) 929-2667 Fax (604) 929-2746 E-mail sbowles@direct.ca Capt. Zak Farid FNI Vice-chair, Vancouver Island Telephone (250) 652 - 3886 Fax. (250) 652 - 8087 E-mail zak_farid@telus.net Capt. Geoff Drewery MNI Vice-chair, Mainland Telephone (604) 435-2561 E-mail drewery@telus.net Capt. Andy Patterson MNI Treasurer Telephone (604) 463-4707 Fax (604) 275-2915 E-mail Andy.Patterson@bcferries.com Capt. Jim Steele MNI Secretary Telephone (250) 592-6188 Fax (250) 592-6188 E-mail jamessteeleconsulting@shaw.ca Capt. David Snider MNI Communications Telephone (250) 652-6201 Fax (250) 652-6205 E-mail sniderda@shaw.ca 2004 DIRECTORS Captain D. Avey MNI Captain J. Clarkson FNI Captain C. Frappell MNI Captain B. Johnston FNI Captain A. Lee MNI Captain J. Lewis MNI Captain A. Shard FNI (Hon Life Director) Captain B. Silvester FNI Captain H. Silvester MNI Captain D. Smiley MNI Captain R. Smith MNI Lt Cdr G. Stanford FNI (Hon Life Director) Members News Keeping track of Branch Member s activities, accomplishments and achievements can be a challenging task. Any members who would like to see their own or others accomplishments identified in the BowWave, please feel free to email the editor sniderda@shaw.ca or fax 250 652 6205 Advertising in the BowWave At a recent Director s Meeting, the Editor s request for consideration and approval to accept limited advertising in the BowWave was approved. Future editions will allow for interested parties to place small advertisements no greater than ? page in size for a nominal fee of $25. At this time only digital ready copy advertisements will be accepted due to time graphic production constraints of a part time amateur publication. All advertisements must be delivered to the Editor in digital ready copy. Advertisements will only be placed once payment to the Treasurer, Captain Andy Patterson is confirmed. Branch Web Site www.nauticalinstitute.ca Captain Stan Bowles, FNI has done a stand up job bringing the BC Branch into the cyber century with his continuing work on the Branch s website. The one stop shopping mart for all information Branch related, as well as a host of other information of interest to members. Don t only log onto the site at www.nauticalinstitute.ca members should considering making the Branch site your home page on your internet browser. To do this, access the site by entering the site by clicking on www.nauticalinstitute.ca or by typing www.nauticalinstitute.ca into your browser s go to address bar. Once on the site, click on Tools at the top of your browser. Then click on Internet Options . Click the tab General then click Use Current . This will direct you to the Branch Web Site each time you log on to the internet. Members Mail and Email Addresses Members are encouraged to assist the Branch Executive in maintaining the most up to date contact information. Please either check out the Branch website section on members and follow instructions to update information if your posted contact information is incorrect or out of date or contact the Branch Secretary, Captain Jim Steele at Jim.Steele@jamessteelconsulting@shaw.ca or phone (250) 978-1217. We are particularly interested in getting email addresses and phone contact lists updated. Email post of the BowWave and Seminar announcements enables the Branch to reduce the high cost of mailouts. Zak Farid & Associates Marine Consultants 2549 Newman Road, Saanichton, BC, Canada, V8M 1V1 Tel: (250) 652-3886 Fax: (250) 652-8087 Cell: (250) 361-5519 Internet: zak_farid@telus.net Members of the Nautical Institute BC Branch National Meeting Synopsis Canadian Marine Advisory Council (CMAC) May 3 6, 2004 CMAC National meeting convened in Ottawa on May 3 6, 2004 at the Government Conference Centre. The National meeting commenced with an opening plenary session at 1300 on May 3, 2004. Mr. Gerard McDonald, DG, Marine Safety, TC and Mr. Charles Gadula, DG, Marine Programs, DFO/CCG made the opening remarks. Adoption of this session s agenda after adding the following two items, was carried out: 1. Nautical Institute BC Branch representing Navigation Aids and Navigation Safety Sub Committee, PACMAR, requested Industry Canada to release CH.75 & 76 VHF so that regional IC offices can re-assign them for pilots use. 2. Council of BC Yacht Clubs/CPS requested that further discussion to be conducted, with the aim to cancel the contract that makes Nautical Data International (NDI) of St. John s, Nfld., the sole license to reproduce and distribute chart information in the form of digital navigation products. They use the data supplied by CHS. This resulted in a cost increase for the recreational boating community. Both items are to be discussed in Navigation and Operation Standing Committee. Following that, November 2003 CMAC minutes were adopted. The opening plenary session was co-chaired by Mr. Charles Gadula and Mr. Gerard McDonald. During the following days, standing committees and their respective working groups started their specialized work. An Ad Hoc Committee on Marine Security Issues was also convened on Thursday May 6, 2004. The closing session was held at 1330 on May 6, 2004, to allow for the presentation of summary reports from all Standing Committees. The closing session was co-chaired by Mr. Marc Gregoire, Assistant Deputy Minister Safety and Security, TC and Mr. John Adams, Commissioner, Canadian Coast Guard/DFO. This is the last session to be cochaired by CCG. Zak Farid & Associates Marine Consultants 2549 Newman Road, Saanichton, BC, Canada, V8M 1V1 Tel: (250) 652-3886 Fax: (250) 652-8087 Cell: (250) 361-5519 Internet: zak_farid@telus.net Mr. Gadula advised the delegates of the new issues in the Canadian Coast Guard/DFO. As of December 12, 2003, the following functions/departments were transferred from DFO to Transport Canada: ?? Pleasure Craft and Navigation Safety. ?? Pollution prevention. . ?? Office of Boating Safety (OBS). ?? Navigable Water Protection Act (NWPA) and its Regulations. ?? Canada Shipping Act Regulatory Reform and the responsibility for enforcement of the Act and reviewing all regulations. The Canadian Coast Guard to become Special Operating Agency (SOA) in order to deliver high quality and efficient service to the public and to strengthen the bond between CCG and TC. It will be operational as April 1st. 2005. Several programs of AIS implementation which will allow VTS tracking of vessels for short range (within 50 m) and long range (more than 50 m). Marine Aids modernization. Marine Security remains a priority. Strategic partnership with the marine community. . Mr. McDonald addressed Transport Canada key initiatives: Port State Control conference will be held on November 2-3, 2004 in Fairmount Hotel in Vancouver, BC with 30 other members to improve enforcement, inspections/detention procedures of ships. To work with the International Maritime Organization (IMO) so that Flag States adopt high standards as recommended in Paris and Tokyo MOUs, when dealing with sub-standard ships. ISPS Code will be in force as of July 1st, 2004. Transport Canada, Marine Safety inspectors will carry out security inspections. Ships ID number will be painted in a visible location on ships. TC will train these inspectors and familiarize them with ships security procedures. Several developments in environmental protection: ?? Review of MARPOL took place in December 2003. ?? National Ballast Water Management Regulations are being developed under the current CSA and will closely follow the regulations developed by IMO for the control of ballast water that will eventually replace the current provisions for exchange at sea. ?? TC developed Pollution Prevention Guidelines for the Operation of Cruise Ships under Canadian jurisdiction. ?? TC is currently evaluating the requirements to accede to Hazardous and Noxious Substances (HNS) Protocol and will start discussion and process for Canadian accession to the protocol. Zak Farid & Associates Marine Consultants 2549 Newman Road, Saanichton, BC, Canada, V8M 1V1 Tel: (250) 652-3886 Fax: (250) 652-8087 Cell: (250) 361-5519 Internet: zak_farid@telus.net ?? Delegation to Class: Five Classification Societies are authorized to inspect ships and issue certificates. TC will inspect passenger ships but will delegate hull and machinery to class. Regulatory Reform Update Victor Santos-Pedro, Marine Safety, TC gave an update on the CSA 2001 Regulatory Reform Project: Background: The existing CSA was based on the British Merchant Shipping Act of 1894 CSA 2001 received Royal Assent Nov. 2001 The need for repealing legislation Phase I includes regulations dealing with high risk of safety and will completed by the end of 2006. Phase II Regulations will contain the remainder of the regulations and work begin after completion of Phase I regulations. Phase I Regulations: Marine Personnel Regulations Private Buoy Regulations Domestic Vessels Response Organizations Regulations Cargo Regulations Oil Handling Facilities Fishing Vessels Small Vessels Regulations Fire Safety Vessel Traffic Services Zones Load Lines Heritage Wreck & Receiver of Wreck Prevention of pollution from vessels Pollution Regulations Ballast Water Management Eastern Canada VTS Zones Regulations Navigation Safety Pollution Prevention & Response Enforcement & Admin. Penalties Collision Regulations Vessel Clearance Record Keeping Regulations Aids to Navigation Protection Vessel Registration & Tonnage Boating Restriction Regulations Phase II Regulations: Life Saving Equipment Detention, Abandonment & sale of Vessels Marine Machinery Heritage Wreck Marine Burials Procedures and Practices State of War or Armed conflict Hull Construction Regulations excluding Certain Government Ships for the Application of the CSA Canadian Maritime Documents Zak Farid & Associates Marine Consultants 2549 Newman Road, Saanichton, BC, Canada, V8M 1V1 Tel: (250) 652-3886 Fax: (250) 652-8087 Cell: (250) 361-5519 Internet: zak_farid@telus.net Marine Safety Award: Mr. Marc Gregoire, Assistant Deputy Minister, Safety and Security, TC, announced the recipients of this year award and they are, Mr. George Schafe and Mr. Charles Robert of Proficient Fishing Harvesters. World Trade Agreement: Ms, Dawn Miller, Trade Policy Branch, TC, gave an overview of the General Agreement on Trade in Services (GATS) negotiations. GATS negotiation consists of two main issues: rule making and market access. Canada did not make any commitment up till now. Labour voiced their opposition to this idea. ISSUES DISCUSSED AT STANDING COMMITTEES, WORKING GROUPS, AD HOC COMMITTEE AND OF INTREST TO MEMBERS OF THE NI BC BRANCH Issues Discussed at Consolidated Maritime Labour Standards working group: Seafarers Identity Document Convention C 185; On June 20, 2003, the International Labour Organization adopted the Seafarers Identity Document Convention (Revised) (ILO 185). ILO-185 enhances maritime security by setting international standards for a seafarer identification documents (SID) that provides reliable, positively verifiable and internationally acceptable identification. ILO-185 codifies mariners rights to shore leave and requires Member countries to accept SIDs in place of visas for the purposes of shore leave. An accepted template for finger printing and biometrics are going ahead using the CSA to implement the convention. Regulations will be prepared to regulate the regulator with regard to human rights and for not abusing the information contained in SID. Regulations are expected in 2007. A prototype is ready and it is similar to a passport and will contain a data page with seafarer s picture and other relevant information. Difference between draft 1 & 2 of High-Level WG on Maritime Labour Standards: Draft 1 contains comments on the Preamble and Articles. Draft 2 contains Convention Articles and Regulations. Labour representatives will submit their comments to CMAC working group before June 30, 2004. Employers representative submitted the following remarks: ?? Change the wording of employers to shipowners Zak Farid & Associates Marine Consultants 2549 Newman Road, Saanichton, BC, Canada, V8M 1V1 Tel: (250) 652-3886 Fax: (250) 652-8087 Cell: (250) 361-5519 Internet: zak_farid@telus.net ?? Clarification in Canadian regulations to the wording of inland waters . ?? Recognize the rights to collective agreements. ?? Support the elimination of forced labour, abolition of child labour. ?? Support the elimination of discrimination in respect of employment and occupation. ?? This convention deals with labour standards and associated employment rights of Seafarers. We do not support expanding the scope to include social conditions as this expands the Convention into nations social infrastructure and beyond the scope of maritime labour standards. ?? Disagree with the concept of seafarers under the age of 18 be excluded from working at night. ?? Supports that TC to develop hiring halls certification standards in consultation with the unions and shipowners. ?? Standards and guidelines covering wages appear to be fair & equitable. ?? Further clarification is required with regard to hours of work . ?? Recommend that TC undertake a comparative analysis with regard to minimum standards for accommodation and recreation facilities on board and existing Canadian regulations (MOSH, Hull Construction, accommodation, etc.) ?? Consideration for grandfathering for the application of these standards on existing vessels. ?? We assume that Canadian medical care is acceptable to the ILO for medical care for the dependants of seafarers . ?? The impact of shipowner s responsibilities relative to assistance and financial consequences for sickness can have far reaching effects. Further discussion is needed. ?? The regulations, standards and guidelines related to occupational health and safety should be well covered under Canadian regulations. ?? Need to review TC inspection costs when inspecting and certifying vessels to maritime labour conditions in accordance with ILO Convention. Issues Discussed at the Navigation and Operations Standing Committee: Canadian Hydrographic Service (CHS) Level of service (LOS): Level of service and risk based chartering based on demand and capacity have been discussed. The target dates: June to December 2004: Draft LOS targets that meet CHS future capacity. 2005 2006: LOS chart features and other product service. Nautical Data International (NDI) Contract: Council of BC Yacht Clubs/CPS requested that further discussion to be conducted, with the aim to cancel the contract that makes Nautical Data International (NDI) of St. John s, Zak Farid & Associates Marine Consultants 2549 Newman Road, Saanichton, BC, Canada, V8M 1V1 Tel: (250) 652-3886 Fax: (250) 652-8087 Cell: (250) 361-5519 Internet: zak_farid@telus.net Nfld., and the sole license to reproduce and distribute chart information in the form of digital navigation products. This was raised in the plenary and was referred to this standing committee. NDI uses the data supplied by CHS. TC indicated that this is a two - fold issue: Copy right and infringement. As a result, other authorized manufacturers have to pay royalties. As an example NDI is demanding a huge royalties from two Italian firms, C Map and Navionics Inc., that are the top suppliers of navigation software for a large number of Canadian boaters. They develop their software using the data supplied by CHS and that violates the copyright issue. These firms said that paying these royalties; they will double the price of the software. Council of Yacht Clubs delegate advised the meeting that he was denied access to the agreement without paying a huge fee. The Minster of Transport and CHS are aware of this issue. Rule 28 - Collision Regulations Vessels Constrained by their Draught Rule 28 (b) Canadian Modification, stats no vessel shall exhibit three all - round red lights in a vertical line or a cylinder . Fraser River Port Authority delegate advised the committee that due to the narrow navigable channel in Fraser River for large vessels transiting it, they shall show the three all-round red lights. The Canada Maine Act gives the port the right to implement local rules within their limits for navigation safety in the river. He also advised that this was in place as of last Saturday May 1st, 2004. He requested the Standing Committee to support this action and either modify the said rule or delete section (b). The Chair mentioned that this will be discussed in TC and will bring it back to the fall session of CMAC. Update on the CCG Automatic Identification System (AIS) Project AIS Project Goal: To implement a Very High Frequency Automatic Identification System (VHF AIS) and a long Range Identification and Tracking (LRIT) System in Canada to enhance marine security and improve the safety of navigation in Canada/North America. Principles: DFO/CCG is implementing AIS on behalf of government. AIS is one of several marine security initiatives. AIS support a dual role: security and safety. AIS implementation will contribute to Canada s international obligations regarding marine security. AIS info must be made available to marine security community. TC is lead department for marine security: CCG has a role in Marine security due to MCTS program. Canada s AIS situation: TC is implementing carriage requirements as per IMO SOLAS recommendations Zak Farid & Associates Marine Consultants 2549 Newman Road, Saanichton, BC, Canada, V8M 1V1 Tel: (250) 652-3886 Fax: (250) 652-8087 Cell: (250) 361-5519 Internet: zak_farid@telus.net DFO/CCG established AIS test beds across Canada and Canadian Marine interests are aware of project and progress (via CMAC). St. Lawrence Seaway has installed AIS effective March 2003. USCG is installing AIS at select locations and carriage regulations Effective December 2004. Implementation Phase Schedule: 2004/2005 - Regional Engineering Work. -Technical Statement of Requirement complete-Winter/spring 2004. -AIS service SOW/spec Complete Summer 2004. -AIS Service Contract Award Fall 2004. -AIS Service Contract Delivery Period Begins Winter2005. 2005/2006 - AIS Service Delivery Continues. - Regional Installation Begins. 2006/2007 -AIS Service Delivery Continues. - Regional Installation Continues. 2007/2008 Project Close Out. Ch. 75 & Ch. 76: The Nautical Institute BC Branch delegate, as Chair of Navigation Safety Sub- Committee, PACAMAR, and on behalf of BC Pilots requested that Industry Canada (IC) releases Ch. 75 and Ch. 76 for marine use on the regional level so that regional IC offices can re-assign them for the use of the pilots. Mr. Jim Laursen of IC spoke in favor of this request, as both channels are guard channels for Ch. 16. With the modern technology, there is no need for guard channels. The Chair of the Committee had no objection to that request and Mr. Larsen will start going through the proper channels to implement it, which will take some time. Ch 6: Mr. Jim Laursen, IC, advised that he received a request to assign Ch. 6 for Search and Rescue, Canada wide. All delegates were against that as this channel is mainly used for tugs. Mr. Larsen noted that and will deny that request. Navigation Safety Regulations: These regulations are to be incorporated under CSA 2001regulatory regime. They will revise and consolidate existing regulations, including the Navigating Appliances and equipment, Pilot Ladder, Charts & Nautical Publications, Anchorage, Burlington Canal, St. Clair and Detroit River, Ship Station (Radio) Technical Regulations. The regulations will address all changes under the new legislation and issues concerning navigation safety. Zak Farid & Associates Marine Consultants 2549 Newman Road, Saanichton, BC, Canada, V8M 1V1 Tel: (250) 652-3886 Fax: (250) 652-8087 Cell: (250) 361-5519 Internet: zak_farid@telus.net Currently under the existing CSA, Navigation Safety Regulations are being developed to give effect to new international requirements contained in Chapter V (Safety of Navigation) of SOLAS. The new international requirements entered into force on July 1,2002. It is anticipated that these regulations will be finalized and enter into force this summer. Issues discussed at the Personnel Standing Committee: Marine Personnel Regulations: Crewing Regulations and Marine Certification Regulations are combined under the title Marine Personnel Regulations and will be structured in 3 parts: Certification, Crewing and Personnel. Also, ensuring that the new regulation is compatible with the International Labour Organization s new consolidated maritime labour convention Agreement with Crew/Contract of Employment: It is proposed that articles of agreement/contracts of employment be required on vessels 100 GT or more, trading on voyages outside the United States, excepting Hawaii, and the St.Pierre & Miquelon Islands. STCW Certificate & Voyage Structure: Certificate Renewal & Mandatory Exchange: To streamline the certificate structure, a mandatory exchange for the new certificates will be required upon expiration of the current certificate. To simplify the voyage structure, intermediate and local voyages, will be eliminated, leaving only Unlimited Voyages & Near Coastal Voyages for STCW certificates TC will maintain status quo by allowing Continued Proficiency Certificate, instead of the STCW endorsements, for pre 1977 Inland waters and Master 350 certificate. Master 350 Certificate Upgrade to 500 GT or 3000 GT: The tonnage limitation of Master 350 GT certificate will be upgraded to 500 GT. Holders of a Master 350 GT certificate will exchange their certificate for a Master 500 GT, Near Coastal without any further examination. They could upgrade to Master 3000GT, Near Coastal, if candidates meet the sea service requirement and write only the 062 examinations, Navigation Safety. The certificate will be limited to 3000 GT, Tugs only. Amalgamation of Tanker Certificates: TC proposes to amalgamate the level 1 and proficiency certificates and rename them as the Oil Tanker Familiarization Certificate ,the Chemical Tanker Familiarization Certificate, and Liquefied Gas Tanker Familiarization Certificate. This complies with STCW 95. TC will continue to accept 3 months sea service on relevant vessels. Zak Farid & Associates Marine Consultants 2549 Newman Road, Saanichton, BC, Canada, V8M 1V1 Tel: (250) 652-3886 Fax: (250) 652-8087 Cell: (250) 361-5519 Internet: zak_farid@telus.net The level 2 Tanker Certificates will be renamed Advanced Oil Tanker Certificate, Advanced Liquefied Gas Tanker Certificate, Sea Service Requirement for Watchkeeping Mates Certificate: 24 Months is allowed where there is an approved on-board training program and documented is training record. Otherwise 36 months will be required. TC will develop deck training record as a model. Cadet training remains unaffected. Non-STCW Certificate and Voyage Structure: Certificate Renewal and Exchange, and Requirement for Certified Master on Vessels < 5 GT: TC will introduce two new certificates: Master and First Mate valid on vessels up to 150 GT on Near Coastal Voyages, Class 2. This certificate will also be valid up to 500 GT on Sheltered Waters Voyages. As well, the Master 500 GT will be valid on vessels of unlimited tonnage on Sheltered Waters Voyages. TC will reduce the eight categories of Master, Limited and First Mate, Limited certificates to two. The Limited certificates will be restricted to Sheltered Waters Voyages for vessels of unlimited tonnage and to voyages not more than 5 miles off-shore and within 15 miles of point of origin on vessels up to 60 GT. Restricted Engineer: TC will limit the validity of this certificate to Sheltered Waters and voyages not more than 5 miles from point of origin. This in line with Master, Limited certificate under 60 GT and in many cases the same person holds these two certificates. Small vessel Engineer: TC will add a new Small Vessel Engineer certificate with the following characteristics: Certificate will not be ship specific; Will not bear an STCW endorsement; Exams will be the same as the present 4th class certificate; Candidates will not take simulator or practical skills training; Service requirement will be 12 months; Valid as Ch/Eng .on ships up to 1500 kw & up to 150 GT up to Near Coastal Voyages, Class 2, where the service or start air pressure is less than 7 bars, the boilers or heating system pressure is less than250 volts; and Basic Survival Craft Training (MED A1, B1, B2) will be required. Fourth Class Engineer: TC will allow the certificate to be used by the fourth class engineer to act as a Ch/Eng. On passengers ships up to 1000 kw propulsive power and on cargo ships or towboats up to 1500kw on domestic Zak Farid & Associates Marine Consultants 2549 Newman Road, Saanichton, BC, Canada, V8M 1V1 Tel: (250) 652-3886 Fax: (250) 652-8087 Cell: (250) 361-5519 Internet: zak_farid@telus.net voyages only, including inland waters on the Great Lakes between Canadian and US ports, provided certain additional examination requirements are met. This certificate is not STCW endorsed as Chief Engineer. Simulated Electronic Navigation (SEN) Limited (Radar) Course: Master Limited certificates for vessels over 60 GT will be restricted to vessels not equipped with radar, unless the SEN Limited course is completed. This course will also be part of the requirements for the Master 150 GT certificate. This is a stand alone course designed for small vessels operating in limited voyaging areas, therefore no credit will be given towards the SEN 1/SIM 1 course or exam. Certificate Renewal for Oil Transfer Certificates: TC will implement continued proficiency requirements for these certificates. Able Seaman Certificate: A steering testimonial requirement will be added to AB Certificate. Limited Master, Pleasure Craft over 20 m.: Current TC regulations make reference to certificates for pleasure craft over 20m. In the new regulations, there will be no reference to pleasure craft regardless of length or tonnage. Candidates for these certificates shall address themselves to the Office of Boating Safety. Chief Engineer, Motor-Driven Fishing Vessel: TC will remove this certificate. Current certificate holders will be issued a 3r Class Motor certificate upon completion of MED C& D training. Chief Engineer Certificate (Steam and Motor): The qualifications for this certificate are the same as for 3rd Class Engineer certificate, with the exception of the Power Plant Simulator (PPS) training & the sea time requirement. TC will remove this certificate, current holders will be issued a 3rd Class certificate with an endorsement that will allow them to sail as a chief engineer on ships of less than 2000 kw after completion of the level II simulator training and after acquiring 24 months of service as engineer in the engine room of a ship not less than 750 kw Second Engineer Certificate (Steam & Motor): The qualifications are the same as 4th Class Engineer certificate, with the exception of the sea service requirement. Zak Farid & Associates Marine Consultants 2549 Newman Road, Saanichton, BC, Canada, V8M 1V1 Tel: (250) 652-3886 Fax: (250) 652-8087 Cell: (250) 361-5519 Internet: zak_farid@telus.net TC will remove this certificate. Current certificate holders will be issued a 4th Class Motor certificate with an endorsement that will allow them to work as second engineer on vessels with up to 2000 kw. Electrical Certificate: TC will remove this certificate as it is not required by conventions that Canada is party to. Engine Room Assistant Certificate: TC will remove this certificate as it is not required by conventions that Canada is party to. High Speed Craft (HSC) and Air Cushion Vehicle (ACV) Certificates: Base certificate will be created for ACVs. The new regulations will also include the requirements for the Type-Rating Certificates (TRC) for HSC. High Craft and Air Cushion Training: The requirement for special training for crew of HSC will be limited to vessels built to specifications of HSC code or the dynamically - supported craft (DSC) code, as applicable. Wing In Ground (WiG) Requirements; IMO lists them as vessels. The provisions of the IMO WiG code will be incorporated into the regulations. Sailing Vessel Endorsements: TC will re introduce the sailing endorsements. This will ensure the master and / or mate has the minimum skills and knowledge required to safely handle a sailing vessel. Recording Sea Service: TC proposes that vessels required to carry a certificated master issue and maintain a record of sea service in a form and manner to be determined, which will be produced to Marine Safety upon request. It is proposed that records to be kept for 10 years by both the authorized representative and the mariner. Calculation of Qualifying Service: The new regulations will provide that qualifying sea service has to be relevant to the issue of certificate and that a day of at least 8 hours worked on a ship, carrying out relevant duties, whether in port or dry - dock is going to be accepted as one day of qualifying service. Current practice of crediting 12 hr. shifts at 1 ? will continue. Sea Service Requirements: Tonnage Restrictions for WKM Restricted Certificate: It is propose to set the requirement on vessels of not less than 25 tons for both WKM certificates. Zak Farid & Associates Marine Consultants 2549 Newman Road, Saanichton, BC, Canada, V8M 1V1 Tel: (250) 652-3886 Fax: (250) 652-8087 Cell: (250) 361-5519 Internet: zak_farid@telus.net Watckeeping Service for Master 350 GT Certificate: In order to comply with STCW 95 Convention, it is necessary to change the requirement from 12 months service on a watch to 12 months service as an officer in charge of a navigational watch. Qualifying Sea Service: Definition of Deep Sea Voyage: TC will eliminate the definition of deep sea voyage, as it is no longer applicable. It is proposed to allow voyages extending more than 20 miles off shore and more than 500 miles between extreme points on vessels more than 500 GT to be counted as qualifying time for an unlimited STCW certificate. Marine Engineer Qualifying Sea Service: Accepting Fit Out & Refit Time: The new regulations will provide that time spent during fitting out, laying up, or overhauling a ship during lay up should also be accepted as qualifying service for the First and Second Class Engineering certificates, to a maximum of three months. Removal of Engineering Knowledge Failing Questions: The new regulations will not contain compulsory failing questions. Approved Courses in Lieu of Examinations: The new regulations will reflect the fact that approved courses can be used in lieu of examinations. Period of Validity for Academic Written Examination for Engineering & Nautical: TC has decided that, in the new regulations, a passing grade in Certain academic subjects will be valid for life. Sequence of Examinations for Engineering Certificates: In the new regulations, the academic examinations may be taken in any sequence and must be completed in their entirety before qualifying for the general engineering knowledge paper. In addition, the general engineering knowledge paper must then be completed before the motor or steam paper. Master Mariner Electricity Examination Requirement The requirement for this exam will be removed from the regulations. Knowledge of electricity as it applies to navigation operations is contained in the SEN syllabus and 023 exams, Navigation Instruments. Passing Marks for Nautical Examinations: The new regulations will not make reference to pass marks. They will be specified in the TP for the Examination and Certification of Seafarers . Zak Farid & Associates Marine Consultants 2549 Newman Road, Saanichton, BC, Canada, V8M 1V1 Tel: (250) 652-3886 Fax: (250) 652-8087 Cell: (250) 361-5519 Internet: zak_farid@telus.net Crewing Issues: Application of Certificate Requirements to Foreign Vessels Operating in Canada: The regulations will be written more clearly and will reflect that foreign flag vessels operating in Canada under the Coasting Trade Act will be held to the same standards as Canadian vessels. Application of Safe Staffing Requirements to Foreign Vessels Operating in Canada: Manning Requirement to foreign vessels when entering Eastern Canadian Waters, ships transiting the St. Lawrence will be required to meet minimum Canadian standards, otherwise it will not be allowed to proceed past Les Escoumins until it conforms. Requirement foe Bridge Watchman Certificate raised from 200 GT to 500 GT: In the new regulations, it is intended to raise the minimum tonnage of vessels required to have on board and employ holders of bridge watchman from 200 GT to 500 GT. Engineering Watches: TC proposes: Remove reference mechanically fired coal burning boilers & to Engines that cannot operate without adding fuel or lubricant; Define operating conditions in unmanned machinery space mode, especially by requiring that an engineer be on watch in E/R when the vessel is in confined waters or pilotage areas; Require the presence of a second person, holder of at least an engine room rating, to assist the engineer on watch of a ship that is not bridge controlled, when in confined waters or pilotage areas. Training for Crude Oil Washing and Inert Gas Systems: The new regulations will require completion of courses in crude-oil washing and inert gas systems by personnel with designated responsibilities in connection with either operation. Basic Safety Training: In the new Regs., it is intended to require Limited Masters and Restricted Engineers complete the applicable MED course. Mandatory Recording of on Board Training: All engine room ratings, cadets or engineers under training will be required to undergo sea service supervised by an engineering officer who holds a certificate of competency. As a proof of this service, ratings or cadets or engineers under training would be Zak Farid & Associates Marine Consultants 2549 Newman Road, Saanichton, BC, Canada, V8M 1V1 Tel: (250) 652-3886 Fax: (250) 652-8087 Cell: (250) 361-5519 Internet: zak_farid@telus.net required to produce a duly assessed sea service record book to an examiner. This is done at the time they apply for their first certificate of competency and would allow them to sail as a watch keeping engineer. Basic Safety Training: The new regs. Will require all personnel to complete shipboard familiarization training, complying with TP 4957 Marine Emergency Duties Training Program (19980) , immediately upon joining the vessel. Passenger Vessel Training Under STCW Regulations V: This requires special training & qualifications for officers and crewmembers of passenger vessels other than ro ro vessels. TC is contemplating adopting those requirements for domestic passenger vessels (ro-ro and non ro-ro). A TC, Marine Safety task force is currently evaluating this possibility. Consistent Application of Minimum Safe Crewing Requirement: The new regs. And supporting documents will provide inspectors with guidance and a standard methodology to determine a minimum safe crew, which will be based in part on IMO Resolution A890. Requirement for domestic vessels to carry Safe Crewing Documentation: The new regs. Will require a minimum safe crew to be determined for all vessels. The Crewing Task Force will determine documentation requirements. Fast Rescue Craft: The new regs. Will be consistent with SOLAS requirements for conventional vessels. If a fast rescue boat is carried on domestic vessel, the assigned crew must hold Proficiency in Fast Rescue Craft certificate. Marine Medical Care on Board Ship: The new draft of Marine Labour Convention require a doctor on international voyages of more than three days and carrying more than 100 seafarers. All other vessels must have a person in charge of medical care on board with appropriate training for the voyage classification. It is proposed that there be a doctor on board as required by the Convention. Further consultation is required to determine the circumstances in which a doctor may be required on board passenger vessels. Also, vessels of more than 1600 GT that voyage beyond Near Coastal 1, require a person on board in charge of medical care to Zak Farid & Associates Marine Consultants 2549 Newman Road, Saanichton, BC, Canada, V8M 1V1 Tel: (250) 652-3886 Fax: (250) 652-8087 Cell: (250) 361-5519 Internet: zak_farid@telus.net have Marine Medical Care course. Refresher training will be required every five years. Voyage Classifications: New Regulatory Cut-Offs Regulations under the CSA 2001 will be written using the following cut-offs All vessels other than fishing vessels that are less than or equal to 24 meters in length and are 150 tons or less; Passenger vessels with more than 12 passengers; New voyage classification system. Proposed Voyage Classification Unlimited Voyage: All voyages not covered by Near Coastal Voyage, Class 1 or 2 or Sheltered Waters Voyage. Near Coastal Voyage, Class 1: A voyage between places within the area following: Canada, the USA (except Hawaii), St. Pierre and Miquelon, the West Indies, Mexico, Central America and the northeast coast of South America, in the course of which a vessel does not go south of the sixth parallel of north latitude, and not more than 200 miles from shore, nor beyond the continental shelf, whichever is farther, at any time. Near Coastal Voyage, Class 2: A voyage on a vessel operating within 20 nautical miles off shore, in the waters of Canada and waters contiguous to the USA and St. Pierre and Miquelon, is being never more than 100 nautical miles from a place of refuge. Sheltered Waters Voyage A voyage made on: - a lake or river above tidal waters, in which a vessel cannot be further than one mile from shore at any point; or - the lakes, rivers, harbours or other waters listed, during the periods specified, in the Schedule. Determining other waters to be listed in the Schedule under Sheltered Waters, will be based on certain factors: Proximity to assistance, VHF coverage, time to reach place Of refuge, weather & sea conditions, Traffic, depth of waters, hazards, etc. Zak Farid & Associates Marine Consultants 2549 Newman Road, Saanichton, BC, Canada, V8M 1V1 Tel: (250) 652-3886 Fax: (250) 652-8087 Cell: (250) 361-5519 Internet: zak_farid@telus.net Notes: - Inland Waters: There is a requirement to protect nonconvention status of inland waters vessels trading into the USA whose inspection certificate will read Near Coastal Voyage, Class 1, under the revised definitions. - The hull construction of some Inland 1 vessels may not meet standards required for Near Coastal Waters, Class 1. There may have to be some sort of restriction (voyage limitation) or some lifesaving equipment changes in order to comply. - Limited Voyages within Near Coastal 2: It has been Proposed that certain requirement (for example, in Equipment or certification) may be reduced for vessels Making certain limited voyages within the Near Coastal 2 Area. One suggestion is a limited voyage not more than 5 miles offshore and 15 miles from point of origin. - Load Lines: Certain vessels currently operating under Home Trade IV and Minor Waters II voyages do not require load lines. Exclusions have to be developed for those vessels. The use of Medications by Seafarers: Medications that are prescribe by physicians for a diagnosed illness may affect the seafarer s ability to perform safety sensitive or safety critical duties. In these circumstances, the decision on fitness to work is often difficult. In some instances the treating physician makes a decision on fitness to work without the benefit of specialist occupational medicine knowledge or the principles of risk management. A group suitably qualified to make these decisions is Transport Canada s Marine Medical Review Board. For those seafarers working in Canadian Waters, the board judges each case on an individual basis. Factors considered with each case include the following: The drug taken and its known effects; Patient compliance; The opinion of the treating physicians; Whether other non prescription treatments are available & under consideration; The detailed history of the complaint to include a full list of symptoms, disease stage, recurrence rate, severity, hospitalization record etc; Zak Farid & Associates Marine Consultants 2549 Newman Road, Saanichton, BC, Canada, V8M 1V1 Tel: (250) 652-3886 Fax: (250) 652-8087 Cell: (250) 361-5519 Internet: zak_farid@telus.net The opinion of clinical consultant advisors to the Minister of Transport. The seafarer s position regarding safety critical or safety sensitive jobs; The type of vessel involved; The type of voyage involved (local, international); The practicality of any limitation; The geographical and environmental conditions current in that industry and for the period license validity; Practicality of needed follow up; Type of subtle or sudden incapacitation, the chance of this occurring under normal or abnormal conditions; Concomitant disease; and Concomitant mental stressors etc The aim of this exercise is to return the seafarer to work, even with limitations. Side effects of particular concern include: altered vision, impaired perception or judgment, reduced attention span, diminished motor function, or altered response to an adverse environment during emergencies. The list below includes medications more commonly prescribed.. It is vital that the seafarer must be stable on the drug to prevent intolerance or side effects. Also some consideration must be given to what will happen if the drugs are left behind by mistake or run out while at sea. 1. All medications acting on the central nervous system including sedatives, hypnotics, anti-anxiety drugs, antipsychotic or antidepressant medications; 2. Pain killers that contain codeine, muscle relaxants; 3. Drugs for the treatment of motion sickness; 4. Anti-allergic medications these may vary from very limiting due to sedating side effects to mild, may