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Publisher & Editor ARTICLES Joyce Hammock Associate Editor Theo van de Kletersteeg Editorial Coordinator BREAKBULKBREAKBULK Feature France Normandeau, [email protected] Creative Coordinator 7 All over Canada, focus shifts to project cargo Maïa Godon, [email protected] 11 Associate Creative Coordinator Barge operators poised for breakbulk explosion in Prince Rupert Karen Halliday, [email protected] 14 Vancouver ramps up efforts to capture Alberta-bound cargo Production & Advertising Coordinator Wendy Hennick, [email protected] 19 Wind powers bright project future Web Coordinator Devon van de Kletersteeg, [email protected] Contributing Writers Saint John Christopher Williams Halifax Tom Peters Montreal Brian Dunn, Julie Gedeon 38 Lac-Mégantic disaster forces debate over rail transport of Quebec City Mark Cardwell hazardous materials and petroleum products Ottawa Alex Binkley Toronto Jack Kohane 41 Thunder Bay William Hryb Senate Committee calls for independent review of transportation Vancouver Keith Norbury, R. Bruce Striegler of dangerous goods U.S. Alan M. Field 42 Advertising Sales: Keyera and Kinder Morgan form oil terminal joint venture Don Burns, [email protected] 42 Gibson Energy partners with U.S. Development Group to develop CIRCULATION: crude-by-rail terminal in Alberta For all inquiries concerning circulation and subscriptions, please send an email to [email protected] 43 CSL’s Baie Comeau arrives from Transoceanic voyage ACCOUNTING: For all inquiries concerning accounts receivable 43 CSL’s 2012 Environmental Report highlights need for continued and accounts payable, please send an email to progress on sustainability [email protected] SHIPPERS’ HANDBOOK: 44 Algoma Central Corporation reports Q2 results For all inquiries concerning the Shippers’ Handbook, please send an email to [email protected] 45 ZIM reports second-quarter results ANNUAL SUBSCRIPTION: 45 Minister Raitt tours federal infrastructure in Sept-Îles and Wabush Quebec only $105 plus GST and QST (38 issues annually) British Columbia, Ontario, New Brunswick, Nova Scotia and Newfoundland $105 plus HST (38 issues annually) P.E.I., Alberta, Saskatchewan and Manitoba $105 plus GST REGULAR FEATURES (38 issues annually) U.S. US$375 if shipped weekly or US$195 if shipped monthly (38 issues annually)

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BY KEITH NORBURY All over Canada, focus shifts to project cargo

s containerization is responsible for an increasing share of traditional breakbulk commodities like lumber, Canada’s A Port of Thunder transportation supply chains are turning to project cargoes such Bay’s Liebherr as windmills and oilfield equipment to fill those holds and trucks. mobile harbour Depending on which industry insider one asks, 2013 is shaping crane unloads wind up to be either a great year for project cargoes or a bust. Nevertheless, turbine tower the consensus outlook remains, as always, one of optimism for the sections destined future of moving oversized loads into and out of this country. for Montana. What follows are examples of recent developments in the project cargo and breakbulk realms from across Canada, as well as the thoughts of industry insiders on where those sectors are heading. Expanded Halifax terminal ready for project action Starting on the Atlantic coast, at Port of Halifax, work is proceeding on the $73 million expansion of its Richmond Terminals, said Patrick Bohan, Manager of Business Development, Port of Halifax. “We expect to have it all complete by early 2014,” Mr. Bohan said. By mid August, the new dock was largely complete. Work remaining included finishing of the adjacent laydown area and revamping of a shed that was expected to be done by November. “It will give us a much needed facility because that business has been very healthy and our Ocean Ter- minals facility is handling all of it right now. And that gets a little crowded at times,” Mr. Bohan said. The new Richmond facility should be ready in time to handle project cargoes for Irving Shipbuilding Inc.’s nearby Halifax Shipyard. In October 2011, Irving won $25 billion in contracts from the $35 billion National Shipbuilding Procurement Strategy. In August, Irving announced that it is investing about $300 million in its Halifax Ship- yard Modernization Program, with $127.7 million in contracts already awarded. Other sources of new project cargo business for Port of Hali- fax include Shell’s and BP’s oil offshore explorations projects in the works, the Muskrat Falls hydroelectric power project in Labrador, and Photo: Thunder Bay Port Bay Authority Thunder Photo: the Maritime Link undersea power line project. “We think there are bright days ahead in that sector because there’s $115 billion in Port,” Mr. Hyslop said in mid August. “But we’re not quite there yet.” megaprojects on the books,” Mr. Bohan said. He expected one project to be announced in early September and At present, Halifax is handling healthy volumes of breakbulk steel the other to follow about two months later. “It’ll be project cargoes,” in the form of plate, rail and coils, much of it destined for manufactur- he said without revealing any specifics. “It’ll generate an awful lot of ing plants in Ontario, Mr. Bohan said. business on the rail coming into town, ships bringing product in, as Halifax has also handled “super sacks,” or totes, of minerals from well as a lot of truck movement as well, and barge shipments. And it’ll South Africa – Mr. Bohan declined to offer specifics – as well as cranes be breakbulk. It’ll be containers. It’s going to be a mix.” and heavy excavation equipment for the Alberta oil patch. Fednav orders new “box” hold vessels Another development at Halifax is that it is now a port of call for Bahri, the National Shipping Company of Saudi Arabia. Its fleet special- Montreal-based Fednav International Ltd. has ordered new ves- izes in carrying roll-on roll-off cargo and project cargo. Most of what sels, many of them designed to better handle breakbulk and project Bahri handles from Halifax is outbound project cargo, such as oilfield cargoes, said company President and CEO Mark Pathy. “Out of the equipment, Mr. Bohan said. “They put them on those roll trailers and twelve we have on order, six will be ‘box’ hold, not open hatch but tow them on and off the vessel,” he said. “Over the course of the year, wide-hatch vessels, which of course are ideally suited for breakbulk and you get some really fascinating things that cross the docks here.” project cargo,” Mr. Pathy said. Those cargoes would come “almost “Inbound and outbound project cargoes generally balance each exclusively from Europe,” he added. other out at Halifax. Some years the balance tilts toward exports; other As the company announced in May, those six box-hold ships are years it tilts toward imports. That’s the case in 2013,” Bohan said. 34,000 tonne Japanese-built carriers ordered from Sumitomo Corpora- “There are many ongoing resource projects and so on in Canada, and tion and Oshima Shipyard. Mr. Pathy said the company won’t take equipment needs to be brought in from all over the world.” delivery of the ships until 2016. Predominantly, these Great Lakes suit- able vessels will replace existing ships in the Fednav fleet. The new Dalhousie expects big project news soon vessels, once they arrive, will bring to 27 the new ships Fednav has In New Brunswick, Port of Dalhousie isn’t currently handling a lot acquired since Jan. 1, 2012. Of these, 14 are lakers. of project cargoes, said Brian Hyslop, the Port’s Director of Business As its name implies, a box hold is rectangular as opposed to follow- Development. But he expects that to change in the not so distant future. ing the contours of the ship. That makes it ideal for stowing various types “It’s looking very positive for a couple of big projects to come into the of steel, such as coils, pipes, beams, and rods, said Mr. Pathy, who pointed

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An expansion of Halifax’s Richmond Terminals is out that the company already has box-hold vessels in its fleet. “The expected to be completed stowage therefore is easier and you need less dunnage,” Mr. Pathy said. in 2014. Many of these cargoes are destined for U.S. manufacturing centres like Cleveland, Detroit and Milwaukee, Mr. Pathy said. “In general, there has been a move in manufacturing down to the southern states. But there still remains a strong and actually growing manufacturing base in the midwest as well,” Mr. Pathy said. He said that purchasing the new box-hold vessels is evidence that Fednav remains committed to the breakbulk and project cargo business. That business has shown signs of improving since the 2009 economic downturn, although not back to pre-recession levels. Mr. Pathy admitted that he didn’t know to what extent new oil and mining projects in Canada and the U.S. have affected project cargo volumes. But, regarding steel, which is Fednav’s primary breakbulk commodity, Mr. Pathy said, “We’re starting to see Halifax Port Authority Photo: signs of recovery as the economy in the U.S. is slowly improving.” In type of country, but you can’t bring everything from China,” said Mr. fact, he expects to see a return to pre-recession levels within the next Girard, who has been in the trucking business for 30 years. The solu- few years. “We believe in the future of this trade and, despite the eco- tion, he said, is for Canada to be more protectionist, especially when it nomic downturn, believe that it continues to have a future. We remain comes to the country’s natural resources. “To me, raw materials aren’t committed to it,” Mr. Pathy said. a commodity,” Mr. Girard said. “They’re our resources; they’re not Very little breakbulk or project cargo is exported from eastern something that we produce and make.” Canada, Mr. Pathy pointed out. Most carriers take grain or mining aggregates on their outbound journeys. Factory moving from Mexico to Ontario Business still slow, says Windsor trucker The movement of plants isn’t entirely one way. Perry Lo, General Manager of Caanan Transport Group Inc., said the company received a Project cargo business is still sluggish in the wake of the 2008 request in August to relocate an entire factory from Mexico to Toronto. recession, said Marc Girard, Transport and Logistics Manager for KMJ Mr. Lo could not provide specifics about the factory because the deal Machinery Transportation of Windsor, Ont. “We’re not recovering yet,” was still being negotiated. However, he did say it involves the move- said Mr. Girard, whose company of about 50 employees handles project ment of machinery, furniture, and generators from an office and cargo pieces of up to 85,000 pounds. “The last year and a half has been laboratory – either by rail or truck. “Obviously I don’t know the reason the weirdest it has been in the industry,” he said. January to March, why they’re doing it. I just know they’re doing it,” Mr. Lo said. usually a slow period, was busy, he said. Then business slowed down Caanan, which was founded in Vancouver in 1981 and is now based in April and May. July, meanwhile, is usually when plants shut down in Toronto, also received a request a few months ago to move equipment for maintenance and retooling, except that didn’t happen this year, he manufactured in Nova Scotia to the oil sands. “We were going to bring said. “There was no shutdown period. Nobody did anything. So there the items by barge through the Great Lakes into Thunder Bay and then was no money being spent,” he said. Thunder Bay over to Fort Mac,” Mr. Lo said. At present, breakbulk and That meant another slow period for his business, which moves project cargo accounts for about 10 to 20 per cent of Caanan’s business. presses, moulds, and automotive production lines in need of retooling But Mr. Lo is hoping to increase that share to 20 or 30 per cent. “We are or repair. Meanwhile, he is seeing more and more Ontario factories assigning more people onto project cargo and breakbulk cargo because we being torn apart and shipped into the U.S. and Mexico. are trying to grow that business,” Mr. Lo said. “It is a hugely profitable “We have a plant move that’s coming up soon, that’s coming out business because the margins that you can get are much higher than you of Ontario. It’s a complete plant that was here 85 years and they’re can get on normal containerized shipments.” moving it to the U.S.,” Mr. Girard said. “It’s a plastic injection plant. I He is encouraged that business overall has almost rebounded to can’t give you more detail than that.” pre-recession levels. “We actually see it continuing to grow incremen- He blames such moves on the stronger Canadian dollar making tally,” he said. “It won’t grow that fast, obviously, because Canada’s Canadian industries less able to compete with their counterparts across economy, let’s be honest, [is] not a fast growing economy. We’re really the border. “Everybody thinks they’re trying to turn us into a service heavily reliant on trade. And luckily for us we have a lot of things to trade.” Thunder Bay finds 2012 a tough act to follow Port of Thunder Bay had a great year in 2012 for project cargo, Guy Tombs Limited Since 1921 handling 135,000 freight tonnes at its Kiefer terminal. “That set a The Original Canadian freight forwarder record,” said Tim Heney, the Port’s CEO. “We’ve been going pretty strong on that for the last five or six years,” Mr. Heney said. However, ฀฀฀฀฀฀ he expected those volumes to drop this year because of fewer ship- ฀฀฀฀฀฀฀฀ ments of wind turbines than last year. “We’ve got some projects coming + ฀฀฀฀฀฀฀฀ ฀ in the fall but they’re not going to be like a shipload of wind towers ฀ would be in terms of volume,” Mr. Heney said. ฀฀ Last fall the Port took delivery of, and installed a Liebherr LMH ฀ 320 mobile harbour crane which has provided Thunder Bay with capabilities for handling a wide array of project cargoes. “It’s a versatile www.guytombs.com machine,” Mr. Heney said. “It’s 104 metric tonne (capacity) at 18 metres, so it’s got a big capability. It’s efficient. It can do clamming. It can do kraft pulp. It can do wind towers.”

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are bullish on Prince Rupert as a project cargo hub to serve liquified natural gas pipelines in northern B.C. (See related article.) Project business up at Vancouver as steel slumps At Port Metro Vancouver, Doug Mills, the Port’s Senior Account Representative for bulk and breakbulk cargo, said project cargo volumes have been doubling annually for the last three years. “And we’re probably early into what will be potentially significant project development in many of the energy sectors,” Mr. Mills said. Among those are Kinder Morgan’s proposal to twin its pipeline to Vancouver, and wind and hydro power projects in eastern B.C. At PMV’s two breakbulk terminals, there have been conflicting appraisals of the state of the market for breakbulk steel. At

Photo: Halifax Port Authority Photo: Fraser Surrey Docks, Vice-President of Mar- keting and Sales, Bill Wehnert, said overall This graphic shows 11 megaprojects in Atlantic Canada that are expected to be steel volumes at the port are down compared sources of project cargo business for Port of Halifax. with last year. However, Keith Moger, the out- going Vice-President of Operations for Transporting the crane to Thunder Bay accommodate project cargo, he said. The ter- Western Stevedoring, which operates the was a project cargo move itself. It had to minal has 80 acres in total. Lynnterm facility in North Vancouver, stated travel from Stockton, Calif., where it was in A proposed pipeline to the east coast, if that steel volumes “have been sustaining service as a container crane, through the it’s ever built, would also provide breakbulk fairly well over the last six months.” Panama Canal en route to the Great Lakes. opportunties for Thunder Bay, Mr. Heney Another industry source, who asked not “They were going to try trucking it to Thun- said. “When you get into projects of that size, to be identified, said that steel bound for the der Bay but some of the pieces were just too pipe will come from everywhere; there isn’t oil fields has slowed down. “A lot of steel was dimensional for that,” Mr. Heney said. In the enough production capacity in Canada to brought in late last year to avoid paying antic- end, a Detroit-bound ship from Thailand supply the needs.” ipated newly imposed duties,” he said. Bridge picked up the crane in Stockton and brought construction projects on the lower mainland it to its new home. Sluggish mining sector weighs are now complete, he said. However, pilings Mr. Heney is also hoping that the crane down prospects are still being imported for such projects in movement foreshadows Thunder Bay receiv- Jan Beringer, President and CEO of Rohde the region as work on the Trans-Canada High- ing more project cargo from the Pacific, such & Liesenfeld Canada, doubts that Thunder Bay way. as oilfield equipment from Asia destined for will be able to compete with west coast ports or For January to June of this year, the com- Alberta. He noted that, in response to protests Houston for that Alberta business. bined imports of five main categories of steel and blockades on U.S. Highway 12, a pre- “The problem with Thunder Bay is the pipe into B.C. were down considerably from ferred route for oversized oilfield cargo, oil transit time from Asia is just too long,” Mr. that same period in 2012, according to figures companies are now moving toward smaller Beringer said. “And the problem is the vessels from Industry Canada’s Trade Data Online. For modules. “They’re now looking at rail-sized again have no out-bound cargo, they would the first six months of 2013, the value of steel modules that you could actually rail out of have to ballast their way out from there.” (Mr. pipe imports dropped 10 per cent to $389 mil- Thunder Bay and some that could be trucked Heney, however, said ships leaving Thunder lion from $432 million. That was despite as well,” Mr. Heney said. “It does bring our Bay often carry bulk commodities like potash imports being higher in January and April of corridor back into the picture.” and wheat, which are the port’s mainstay.) this year than in those months in 2012. In July, Thunder Bay has already handled Overall, a sluggish mining sector has B.C. steel pipe imports surged to $123 million “remarkably heavy pieces,” shipped from been bad news for the project cargo business, compared with $52 million in July 2011.That Japan and Korea, Mr. Heney said. About the said Mr. Beringer, who is based in Calgary. His was in anticipation of the Canadian Border largest were 500-tonne pressure vessels des- company had planned to be involved in a Services Agency slapping provisional duties of tined for the oil sands. Proposed potash major development Teck Corp. was planning 90 to 110 per cent on certain small diameters developments in Saskatchewan are another near Tumbler Ridge. But that project has been of carbon and alloy steel pipe, commonly potential source of business. “We have a lot delayed. “I don’t see anything changing in the called piling pipe, from China. At the time, Mr. of staging area that a lot of ports don’t have,” next 12 months,” Mr. Beringer said. “So I Wehnert said the flood of pipe was “really Mr. Heney said. “That becomes attractive to think for project freight forwarding there starting to stretch our abilities to bring more the oil sands. A lot of coastal ports will charge have to be other areas that we need to focus cargo in and move it.” Figures for this July quite heavily for laydown area because they on.” In B.C. that would include turbines, gen- weren’t available at press time. want you off the property.” Thunder Bay has erators and other equipment for small “What’s happened is everybody’s expect- been building more laydown area, such as run-of-river power plants now in the works. ing the oil sands and the gas industry to perk putting down engineered gravel pads, to However, in the longer term, he and others up a bit sooner than it has,” Mr. Wehnert said.

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“There’s a lot of pending projects coming down the line now. We expected those to be set and on their way by this time of year. Every- thing’s off by about three or four months right now.” In August just before his retirement, Mr. Moger said that Western Stevedoring had recently secured a new contract of sappy, dissolving pulp, which will boost Lynnterm’s throughputs over the next two years. Breakbulk lumber, however, is a declining market. “More than 90 per cent of the packaged lumber leaving the coast of B.C. now is containerized,” Mr. Moger said. “So the volumes we get tend to be niche volumes and they’re incremental volumes. We don’t see that recovering.” Nevertheless, Mr. Moger, Mr. Wehnert, and others remain bullish about the prospects for project cargo in Vancouver. “The market is not as strong as it has been in any sector but we’re positive,” Steel shipment is unloaded at Mr. Moger said. “We still manage to keep our heads above water. And Fraser Surrey Docks in Port we think there are some exciting things out there for the future.” Metro Vancouver.

Nanaimo waiting for infrastructure boost Vancouver Port Metro Photo: Little in the way of project cargo has gone through the port of those contracts are made at the last minute, he said. “There have been Nanaimo on Vancouver Island, said Doug Peterson, Manager of Mar- a few big projects that we’ve been asked if we could not only handle keting and Sales for Nanaimo Port Authority. However, he added that the discharge from ships but also look at storing the pieces here for dis- a lot of infrastructure projects are in the hopper on Vancouver Island tribution at a later date,” Mr. Peterson said. “This isn’t just for local. that could change that. For example, B.C. Hydro plans a $1 billion ren- This could be for projects up the coast.” ovation of its John Hart Elk Falls power plant, he said. A decision on Most of those heavy lifts now take place at Nanaimo’s Duke Point that is expected as early as the end of September. “We don’t know deep-sea terminal. However, Peterson noted that a $9 million renova- where this is going to go but that’s certainly a project that we’re watch- tion announced this summer of Nanaimo’s downtown Assembly Wharf ing,” Mr. Peterson said. would also enable heavy lifts from that location, which also has a “fairly Without offering specifics, Peterson said Nanimo has quoted on significant paved storage area.” some business to move heavy lift items this fall. While he is confident Breakbulk lumber shipments from Nanaimo are softer this year than the Port will win that business, it’s often the case that decisions on in recent years, Mr. Peterson said. From January to June 2013, breakbulk lumber exports from Nanaimo totalled 64,000 tonnes. That was barely half of the 104,000 tonnes shipped in the same period in 2012. Nanaimo previously reported on its lumber volumes in board feet. But the port decided to change to metric measures in order make it easier to compare with volumes of other commodities, Mr. Peterson said. (Roughly speaking, 1,000 board feet equals about 1.4 tonnes, he said.) Most of that lumber is bound for China. “Western Forest Products seems to feel that the market could be changing a little bit over there. In the last quarter of this year we may see an uptick in the market again. But I don’t think our lumber volumes are going to be up to last year’s WE FIND THE PERFECT SHIPPING volumes by any stretch. But on the other hand, I guess what we’re SOLUTIONS FOR YOUR CARGO seeing is that container volumes are increasing,” Mr. Peterson said. Breakbulk logs shipments meanwhile have been holding their own in Nanaimo. Those exports increased during the first months of 2013 to BREAKBULK, FCL, PROJECT, RO-RO, HEAVYLIFT 294,000 tonnes, compared with 282,000 in the first half of 2012. At Port Alberni, on the west coast of the island, international ton- ~ Baltics & Russia/CIS ~ Mediterranean nage of logs totalled 746,993 tonnes in 2012. That compared with ~ North, East & West Africa ~ Asia/Far East 864,936 tonnes in 2011, a 13.6 per cent decrease. However the 2012 figure was still much higher than the 2010 figure 456,404 tonnes. Going ~ Black Sea ~ Middle East back further, those figure were 307,353 in 2009, 264,749 in 2008, and 165,483 in 2007. Port Alberni log shipments, at 450,954 tonnes, also increased during the first six months of 2013 compared with the first six TORONTO VANCOUVER months of 2012 when 438,323 tonnes of logs were shipped. This year, Nanaimo also began handling breakbulk shipments of Tel: (416) 792-8955 Tel: (604) 688-3538 scrap steel, which from January to June 132,000 tonnes. “We’ve never Fax: (888) 635-0247 Fax: (604) 688-3539 loaded scrap steel before. This is something new to us,” Mr. Peterson [email protected] [email protected] said. The scrap, handled by Schnitzer Steel, comes from all over the Island and the mainland. It includes everything from rail cars to auto- HOUSTON mobiles and steel from demolished buildings. Mr. Peterson suspects it Tel: (713) 439-1730 ends up in Asia. All in all, Mr. Peterson is optimistic about the outlook Fax: (713) 439-1780 for breakbulk and project cargo. “From our experience last year with [email protected] wind turbines, we’ve got certainly the skilled labour with the experience to handle project cargoes,” he said. Visit www.admiralmarine.ca

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BY KEITH NORBURY Barge operators poised for breakbulk explosion in Prince Rupert

wo more breakbulk terminals are in the Tworks for Prince Rupert, B.C., which has been without a dedicated breakbulk facility ever since 2007 when the port’s container terminal began operation. Tidal Transport & Trading Ltd. and Amix Heavy Lift are each poised to build breakbulk barge terminals adjacent to each other on Butze Bay. Tidal, which is based in Port Moody, B.C., plans to roll out the design concept for its terminal at its booth at the Breakbulk Americas 2013 conference in New Orleans, Sept. 23-26. “We’ve been going for 15 years but it’ll be our ﬁrst year actually hosting a booth,” said Tidal President Ron Brinkhurst. The two barge terminals aren’t related to the Rupert terminal ﬂoating dock proposal being developed by Quickload Logistics and Capt. Peter Jaskiewicz, a former CEO of Fraser Surrey Docks that Canadian Sailings reported on this spring. Amix, based in New Westminister, B.C., is currently loading wood chips at its Prince Rupert property for shipment to the Harmac pulp mill on Vancouver Island. However, Amix President Clarke

Longmuir said the company plans a seven- Rupert Prince PortPhoto: Authority figure permanent facility aimed at handling The Zheng Hua 11 delivered a new ZPMC gantry crane to Prince Rupert’s project cargoes. “We’re going to build it and Fairview Container Terminal in early August. they’re going to come is what we’re think- ing,” Mr. Longmuir said. Tidal was one of seven owners of the 54- sure either, although he noted the two com- Tidal hasn’t signed any project business acre former sawmill site, and in 2008 its Tidal panies are on friendly terms. “It makes sense yet either. However, it is already doing break- Coastal Terminals Ltd. subsidiary leased the for us most likely to collaborate on things,” bulk at its facility, loading logs an average of property for its log-exporting business. On Mr. Longmuir said. “We just haven’t come up two ships each month with logs directly from April 26, Tidal became the property’s sole with anything yet.” the water. But its hope is also to handle proj- owner and immediately spent about $500,000 At present Amix has a conveyor belt on ect cargo, for such destinations at the Alberta to fence the perimeter and pave the entrance- the site for loading wood chips onto barges. oil patch, mines in northern B.C., and energy way, Mr. Brinkhurst said. Tidal has also been However, that is just a temporary set up. The pipelines in the region, if they come to working with Fraser River Pile & Dredge (GP) permanent system will entail installing a fruition. “It’s a just a matter of finalizing our Inc. to undertake a full charting of Tidal’s 38- mooring system to secure a large barge to act budget and design, then the regulatory acre water lease at Prince Rupert. The finishing as a dock, Mr. Longmuir said. A 240-tonne approvals, including our dredging dispersal touches were being put on a dredging plan in crawler crane will walk back and forth along permit from MOE (Ministry of Environment). late August. The objective is to have a sheet that dock to move pick and move cargo. And then we’re going to develop a site. Our pile wall and two barge ramps with 12 feet of “With all the development up there, intention is to have a first class facility,” Mr. water at mean low tide. “We’ll have the capac- we’re going to be able to provide a nice facility Brinkhurst said. ity to actually have four barges alongside at one for whatever kind of service somebody needs,” Tidal has already secured a deal with a time,” Mr. Brinkhurst said. “We have signifi- Mr. Longmuir said. “We’re not waiting for the Singapore company to handle the final ship- cant plans. We’ve talked to some significant opportunities to come along to fund it. We’re ment of equipment for the stacker-reclaimer project guys, and they’ve come away quite building it ourselves with our own money. And expansion at Prince Rupert’s Ridley Island excited, which has given us a little more we’re going to hope that we can make it busy.” coal terminal, he said. Stevedoring of that enthusiasm that maybe my idea isn’t as wacky Tidal is taking a similar approach. “In 7,000 tonnes of product is scheduled to take as some people had originally thought.” five and half years we’ve never gone out and place in early October. “We’ll take that over Mr. Brinkhurst said that it’s not clear at sought any business,” Mr. Brinkhurst said. to our site and load it to truck and distribute this point whether Tidal and Amix are “going “We’ve preferred to be slow and methodical, it,” Mr. Brinkhurst said. “So that’s our first to be competitive or cooperative, or perhaps and professional, and make sure we can little inbound breakbulk tester.” over time a bit of both.” Mr. Longmuir wasn’t handle what we bite.”

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Also involved with the Tidal project is general, it’s a lot easier for the ships to call posed for Prince Rupert, the bigger question is Western Stevedoring. Dave Lucas, who took Prince Rupert and quicker than it is to come all “Will there be enough business for all of them”? over as Western’s Vice-President of Opera- the way down to Vancouver.” “If they don’t approve the pipeline and do cer- tions in September, said his company would With a population of fewer than 15,000 tain things, I don’t believe there will be enough undertake the vessel-to-barge stevedoring, — compared with 2.3 million for Greater business for three terminals,” Mr. Scherbinski while Tidal employees would handle the Vancouver — Prince Rupert lacks the traffic said. “Some of these massive projects need to barge-to-terminal work. Mr. Lucas and his congestion of the lower mainland. The get going to be able to support three.” predecessor, Keith Moger, flew to Prince biggest centre along highway 16, which con- The prospects for Enbridge Inc. building Rupert, Kitimat, and Stewart in mid-August, nects Prince Rupert with Alberta, is Prince the Northern Gateway Pipeline to transport just a couple of weeks before Mr. Moger’s George. And highway infrastructure there is bitumen from Alberta to the B.C. coast are far retirement. They were were impressed with very good, Mr. Scherbinski said. from certain. Opposition to that pipeline what they saw. “There’s huge potential up A disadvantage with Prince Rupert, remains fierce in B.C., from many slices of the there. We’re just looking to provide a viable however, is that most heavy haul trucking political spectrum, because of fears that B.C. is solution because up until now there hasn’t companies in B.C. have their terminals in and taking all the risk of an environmental catastro- been in any in the north,” Mr. Lucas said. around Vancouver, said Louise Yako, Presi- phe while reaping few of the economic benefits. He will also be attending the New dent of the B.C. Trucking Association. “They However, proposals to build liquified natural gas Orleans breakbulk conference – in various are not located in northern B.C.,” Ms. Yako terminals in northern B.C., while encountering capacities. Aside from promoting Prince said. “The breakbulk terminals may locate some resistance from First Nations and environ- Rupert breakbulk at Tidal’s booth, Mr. Lucas there, but there’d have to be also some mentalists, are expected to forge ahead. And will do duty at the booth of SSA Marine changes in terms of where heavy haul compa- those pipelines, combined with mining ventures (Western’s parent company), and the booth nies develop their terminals.” and wind and hydro power projects in northern that Western is sharing with Port Metro Van- (A search of the association’s website for B.C. as well as new projects in the Alberta oil couver and Fraser Surrey Docks. heavy hauling services returned 36 results; sands will create lots of potential project cargo Jan Beringer, President and CEO of Cal- most of those companies were based in B.C.’s for Prince Rupert. “What we’ve been told is that gary-based Rohde & Liesenfeld Canada, is lower mainland, one each in Smithers and 1.5 million tonnes of pipe will be required for enthusiastic about the potential for breakbulk Prince George, and none based in Prince the four LNG plants,” Mr. Lucas said. “We’re terminals at Prince Rupert. His company has Rupert.) very keen to capitalize on that opportunity. It’s a already been doing freight forwarding for new With three breakbulk terminals now pro- huge volume of potential cargo.” equipment being installed at the Ridley Island coal terminal. That equipment, which includes large bucket wheels and ship loaders, is arriving from Mawan, China on Austral Asia Line (AAL) vessels that are also calling at Kiti- mat, he said. “We have a lot of expectations that there’ll be increasing breakbulk activities into both those ports,” Mr. Beringer said. At Prince Rupert, breakbulk vessels are discharging at anchor onto trailers pre-posi- tioned on barges. Then the cargoes are either beach landed or off-loaded at barge ramps, he said. For the Ridley Island job, the equipment while massive is light enough that no matting is required. “As long as we have compacted ground that we can put the ramp down onto we can just drive the equipment off,” Mr. Beringer said. He recently flew in a helicopter over Prince Rupert as the Zheng Hua 11 delivered a new gantry crane to Prince Rupert’s Fairview Container Terminal. The crane, made by Shanghai Zhenhua Heavy Industry Co. Ltd., a.k.a. ZPMC, is one of the few pieces of project cargo to arrive at Prince With our network of strategic We are committed to providing Our services span the ports of locations and the expertise of our multimodal transportation solu- Vancouver, Prince Rupert, Van- Rupert in recent memory. However, Mr. knowledgeable team, we are in a tions and are recognized as effi- couver Island and throughout Beringer sees it as a harbinger of things to position to deliver the ultimate in cient, cost-effective operators, British Col umbia providing steve- come. “There is a lot of project personnel customized handling and logis- adding value to our customers’ doring and terminal services to tics services specializing in supply chains. the break bulk trade as well as from different stakeholders flying into Prince breakbulk project cargoes in all cruise ship services at the Port of Rupert,” he said. “It’s a pretty busy place.” British Columbia ports. Victoria. Ed Scherbinski, Vice-President of Calgary- based Mullen Trucking LP, is also impressed by We are the Western Group of Companies providing terminal and stevedoring services…..Your Operators of Choice. Prince Rupert’s potential for handling project cargo. “I think it’s a better idea than through Vancouver,” Mr. Scherbinski said. “The congestion and the infrastructure, and for shipping in

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Photos: Port Metro Vancouver 14 Y cargo Alberta-bound Vancouver to capture rampsupefforts ect CargoWorking Groupisattackingtheproblemonallofthose some withjustification,othersbecauseofmisinformation.SotheProj- longer haulbyroadtoAlbertathanisVancouver. or Longview, Washington. That’s despitethoseU.S.portsbeingamuch Alberta oilpatchhavebeenlandinginU.S.portslikeHouston,Texas, answer,” Mr. Ernosaid. Asaresult,projectcargoesdestinedforthe the troubleisthey’vemadeadecisionwithoutbeingabletogetfirm impression thattheycannotshiplargeloadsthroughB.C.“Butreally receiving pushbackfrompotentialcustomerswholabourunderthe Surrey Docks,oneoftheport’s breakbulk terminals,saidhehasbeen Misinformation potential stiflesproject exactly beentoutingthevirtuesofshippinglargeloadsthroughB.C. nal operatorshavediscoveredthattheircompetitorsatotherportshaven’t supports theirowngatewaysasopposedtoours.”Heandtheport’s termi- Metro Vancouver. “Andindoingso,theyperhapshaveputaspinonitthat Senior AccountRepresentativeforbulkandbreakbulkcargoPort gateways todescribetheVancouver gatewayforus,”saidDougMills, terminals marketingthemselves,we’veallowedtheopportunityforother Breakbulk Americas2013conferenceinNewOrleans,Sept.23-26. of thegroupplantodeliverloudlyandclearlyatPMVbooth terminals, andtheB.C.Trucking Association.It’s amessagemembers representatives fromPortMetroVancouver, theport’s twobreakbulk sages ofanadhocprojectcargoworkinggroupconsisting BREAKBULK project cargogateway. promote Vancouver asa with Western Stevedoringto Fraser SurreyDocksisjoining • CanadianSailings • Shippers haveavoidedB.C.routestoAlbertaforvariousreasons, Brady Erno,ManagerofSalesandcustomerserviceforFraser “I guesswhat’s happenedisthatintheabsenceofportandits province andneighbouringAlberta.That’s oneofthekeymes- mountains ofB.C.toresourcedevelopmentsintheeast es, shippers,projectcargocanmovebyroadandrailthroughthe etme 6 2013 September 16, BY KEITHNORBURY was asignificantopportunitythatweneededtolookat,”Mr. Millssaid. through theport.“Andafterwereviewedthat,realizedthatthere examine thoseissuesandexplorethepotentialforprojectcargobusiness missioned astudybyCalgary-basedlogisticsfirmPrologCanadato attempts tofindthatinformation.”ThePortandthetwoterminalscom- mation, andwewerehearingaboutfrustrationsfromshippersintheir to usthattherewasnotjustoneplaceyoucouldgoforkindofinfor- diction forhandlingprojectcargoes,Mr. Millssaid,because“itwasclear shippers withinformationaboutalltheresourceswithinPort’s juris- ect cargoportalonitswebsite.Itspurposeistoprovidepotential of thatCanada-boundcargothroughCanadiansports,”Mr. Lucassaid. mote thesoutherngatewayofVancouver. “We’re lookingtogetsome companies havedecidedtoignorethattheyarecompetitors,pro- ern’s VPofOperationsinSeptember. Butforthemoment something outoftheordinary, admittedMr. Lucas,whobecameWest- business inVancouver. Soworkingtogetheronacommonchallengeis Competitors unite for Canada’s benefit warders,” Mr. Lucasadded. the heavyhaultruckers,terminalsofcourse,andfreightfor- “At Western, we’re verywellconnectedwiththeshippingcompanies, which operatestheLynnterm breakbulkfacilityinNorthVancouver. said DaveLucas,Vice-PresidentofOperationsforWestern Stevedoring, line thoseapprovalprocesses. with theB.C.MinistryofTransportation andInfrastructuretostream- and whattheprocessesarefordoingthat.Thegroupisalsoworking fronts. ItwantstopublicizethatB.C.highwayscanhandlewideloads, For itspart,PortMetroVancouver isworkingonsettingupaproj- Fraser SurreyandWestern competehead-to-headforprojectcargo “We’re tryingto betheglueinmiddletopullitalltogether,” Sailings1026p01 to 48 2013-09-12 2:30 PM Page 15

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The next phase was to look at the various parts of the supply chain and Pre-approvals would improve prospects identify the pinch points that have inhibited those cargo movements. Mr. Lucas said one objective of the port’s project cargo group is have Pinpointing the pinch points the province designate more pre-approved corridors for over dimensional “Once we started the dialogue, it became evident that a number loads. Such a designation could reduce the time to obtain a permit to two of the pinch points were not insurmountable and, in fact, may have days from the 12 to 16 weeks under the present system. He noted that some relatively simple fixes,” Mr. Mills said. B.C. has recently pre-approved several routes already for loads up to five The worst pinch point, he said, has been uncertainty. A logistics metres wide. A map on the website of the B.C.’s Ministry of Transporta- firm in a competitive bidding situation needs answers quickly, he tion and Infrastructure shows the locations of those routes: pointed out. Unfortunately, B.C.’s permitting process wasn’t, and still www.th.gov.bc.ca/cvse/CTPM/RouteMaps/5m_wide/overview.pdf. isn’t, built for speed. “You have a number of disparate agencies and firms “That will take the vast majority of the project cargo that we’re that need to put in their little bit into the equation,” Mr. Mills said. looking at,” Mr. Lucas said. “So it’s more a question of getting the word Another pinch point is that approvals for over-dimensional cargoes out that you can get a five-metre load through the southern corridor.” often have required engineering costs reaching into several tens of thou- Louise Yako, President and CEO of the B.C. Trucking Association, sands or even hundreds of thousands of dollars – even on routes that confirmed that the organization has been working with the Port and had previously accommodated loads of similar dimensions and weight. other groups “primarily to make sure that the provincial government is Mr. Mills and others declined to specify what options have been aware of the breakbulk opportunities for B.C. and to be aware that discussed with the Transportation Ministry to address those concerns. there are regulations and policies in place that might inhibit the move- However, he did say that the loads greater than five metres might be ment of those kinds of goods.” The trucking association is also possible in B.C. “if we look at non-traditional routes for over-dimen- providing the Port, terminals and other parties in the supply chain sional and overweight cargoes – other than existing highway systems “with information about current heavy haul configurations, the types of that have tunnels and snow bridges, for example.” Mr. Mills acknowl- loads that are being transported already and those types of opportuni- edged that until about six years ago, the Port was more focused on ties,” said Ms. Yako, whose organization represents 1,200 trucking breakbulk cargoes like forest products, and had let U.S. ports capture fleets, the majority based in B.C. project cargo business without much of a fight. As a result, he said, proj- Ms. Yako and Mr. Lucas both said that discussions are proceeding ect carriers started to make home bases at those ports and a natural with the B.C. government. “The ministry is very keen to help in supply chain developed to feed those corridors. “And so we’re kind of streamlining the process and promoting what we’re capable of, and a little bit behind that ball,” Mr. Mills said. they also see the opportunities that are out there,” Mr. Lucas said.

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Wider perspectives needed the time side,” Mr. Erno said. “And, as you know, time equals money.” That might take a change of attitude. “What British Columbia Houston, on the other hand, does have its upsides. It has a mix of calls oversize big loads and what the rest of the world calls oversized unionized and non-union terminals, which reduces labour costs, Mr. big loads are two different things,” noted Ed Scherbinski, Vice-Presi- Erno admitted. He didn’t have exact figures, but estimated that Vancou- dent of Mullen Trucking LP in Calgary. B.C. sets the bar at five metres ver’s port costs are about 30 per cent higher than Houston’s. wide. It’s not a limit per se, because B.C. will allow wider loads, but But other factors play in B.C.’s favour. They include, for smaller only after a complicated and costly permitting process. In Alberta, the project cargo loads, the ability to transport pieces to Alberta on a single equivalent measure is 7.31 metres, Mr. Scherbinski said. “It’s easier to railway. Also playing in B.C.’s favour is that U.S. Highway 12, the pres- go around British Columbia,” he said. ent favoured route for project cargo, has become the target of Ms. Yako said she is well aware of those concerns, given that her protesters. Initially, these protests were from locals complaining about association’s members operate in B.C. and Alberta as well as Washing- loads tying up traffic and damaging the roads. But a recent protest this ton state. “Over the last few years in particular, there’s been an August targeted the cargo’s destination, the oil sands. In response to emphasis to try and align the rules so that the provincial boundaries that, the oil industry in Alberta is moving toward building smaller mod- don’t act as a trade barrier,” Ms. Yako said. Mr. Mills said informal talks ules that can be transported on routes with smaller clearances. That is have also begun with Alberta officials “to maximize the opportunity for expected to open more opportunities for trucking those pieces through the gateway to move those cargoes.” B.C. And, as the province’s project corridors develop, the advantages of The B.C. Ministry of Transportation and Infrastructure didn’t make Vancouver will become even more apparent, Mr. Erno said. He antici- anyone available to comment on the matter. However, the Ministry did pates, for example, that as more heavy cargoes move from Vancouver, issue a statement confirming that it “is working with major Ports on an the railways will begin making more heavy-lift-capable cars available. initiative that will simplify and improve transportation planning for inter- At present, it can take two to three months to arrange for such cars to national shippers that work with project cargo.” The initiative also arrive at the port, Mr. Erno said. “includes identifying maximum weights and dimensions that can be Alberta boom drives cargo demand accommodated on the provincial highway system, and making this infor- That Alberta has become a prime destination for project cargo mation available to shippers and freight forwarders.” The statement also seems beyond dispute. “Most of the development we’re seeing is in noted that oversize cargoes “can be handled within the framework of Alberta because of the oil sands projects,” noted Perry Lo, Managing existing regulations and approval processes” and pointed out that ship- Director of Toronto-based Caanan Transport Group Inc. That’s why his pers can apply for permits through the website of the Ministry’s company, which his father founded in Vancouver in 1981, opened an Commercial Vehicle Safety and Enforcement branch, www.cvse.ca office in Calgary last year. Distance is to Vancouver’s advantage The port and terminals would like to capitalize on that boom. But Such initiatives should help Vancouver leverage the one huge to do that, they need to explain to their customers how that can be advantage it has over U.S. Ports in moving project cargo to Alberta. done through B.C.’s mountainous terrain. That in itself is complicated. According to Google maps, Houston to Fort McMurray is 3,906 kilo- “And it’s something that’s a bit embarrassing not to have a firm answer metres. That’s more than double the 1,588-km distance between on because there are multiple parties involved,” Mr. Erno said. Vancouver and Fort McMurray. And from Longview to Fort McMurray One of the biggest obstacles is simply the perception that B.C. is 2,475 kilometres along the Highway 12 route. Houston also has the highways don’t allow wide loads. A potential customer might have added disadvantage, and costs, of cargo arriving from Asia having to seen a document that specified a limit on a certain road, Mr. Erno said. pass through the Panama Canal. “There are tremendous advantages on However, that document wouldn’t have revealed that B.C. has a per-

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mitting process that allows for heavier and wider loads. The Project Cargo Working Group, however, is also lobbying the Ministry of Transportation for engineered pre-approval of certain routes so that each time a party wants to move another wide load, it doesn’t have to go through the process, and expense, all over again. “The intent here is not to create a burden for the network, but to allow for what can move to move,” Mr. Mills said, adding, “There’s a lot of One call provides full service, including stevedoring, lost value if it doesn’t move through here.” storage, distribution and inland transportation • New transit shed • Industrial land for port related industries • Acres for open storage • Covered bulk storage • Customs clearance • Bonded warehousing • Equipment to suit all needs • Direct access to Highway 401

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BY KEITH NORBURY Wind powers bright project future

or a self-professed transportation nerd emerge from those exercises will shape what Flike Brad Manor, wind turbines and energy projects will be developed in the their components represent the epit- coming decades. “So right now is actually a ome of project cargoes. “The biggest thing is very important time because governments, the sheer size,” said Mr. Manor, a self- utilities and systems operators are wrestling employed marine and cargo surveyor based in with that question of what should we build Windsor, Ont. “The pieces are either incredi- going forward,” Mr. Hornung said. bly long, and if they’re not incredibly long, On September 11, Ontario tweaked its they’re incredibly heavy. The nacelle that the wind energy policy by announcing that it will blades bolt onto at the top that houses the henceforth pay wind energy producers not to generator may weigh close to a quarter of a produce electricity (at reduced rates) when the million pounds. The ship has to be designed province does not need the electricity. The to carry that weight. And getting it off safely move is expected to save Ontario ratepayers can be a challenge.” about $200 million annually. According to the Canadian Wind Energy Looking further ahead, the association Association, Mr. Manor hasn’t seen nothing yet when it comes to wind turbine move- expects that by 2025 wind will generate 20 per ments. “In 2003, we were 322 megawatts of cent of Canada’s power. When CanWEA first installed wind energy capacity in Canada,” made that projection the 20 per cent share said Robert Hornung, the association’s Presi- translated into 55,000 megawatts. But demand dent. Now we’re over 6,500. And we expect for new electricity isn’t growing as fast as it did that by 2016, there’ll be close to 12,000.” a few years ago. Even so, Mr. Hornung What happens after 2016 isn’t so clear, he expressed confidence in the future of wind said. Quebec, Ontario, Alberta, and B.C. are power in Canada, given its successful past, and all working on energy strategies or about to that wind will continue to play a significant role Robert Hornung, President of the launch such initiatives. The policies that in Canada’s energy future going forward. Canadian Wind Energy Association.

A pair of mobile cranes perform a tandem lift at Nanaimo’s Duke Point terminal of wind turbine blades destined for the Cape Scott Wind Farm on northern Vancouver Island. Photo: Nanaimo Port Authority Photo:

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Alberta before being trans-shipped to Montana. “We had a good year last year,” Mr. Heney said. “But wind power shipments have slowed down quite a bit. We’ve only had, I think, one ship of wind turbines A truck transports a wind so far this year.” Like wind itself, the business of transporting wind tur- turbine blade on an icy bines is intermittent, Mr. Heney explained. “I know on the U.S. side Canadian highway. they had some issues with their tax credit system for wind projects,” Mr. Heney said. “That kind of slowed wind projects in the U.S.” In Alberta, he said, a ﬂurry of building several wind farms will be followed by a lull so that regulators can evaluate the impact on the grid. “You can’t put too many of them in without throwing things out of balance,” he said. Barge crane does tricky lifting On Vancouver Island, Doug Peterson at Nanaimo Port Authority said he has heard of no negative comments about the Cape Scott Wind Farm being developed on the island’s northern tip. He attributes that lack of fuss to the farm’s remote location. “I think the developers are working closely with First Nations,” said Mr. Peterson, Nanaimo’s

Photo courtesy Diavik Diamond Mines Inc. courtesy Diavik Photo Manager of Marketing and Sales. “Everyone seems to be aware of what is going on and it seems to be working very harmoniously.” He Pros and cons of wind energy said the port is optimistic that a second phase of the wind project will proceed in 2014. Wind has a number of factors in its favour, as well as a few obsta- Last summer, Amix Heavy Lift of New Westminster brought its cles to wider acceptance. On the plus side, wind energy does not Arctic Tuk crane barge with its Manitowoc 4600 ringer 3 series 2 generate the carbon emissions that are associated with the burning of crawler crane to perform the more difﬁcult lifts. Clarke Longmuir, coal, oil and natural gas, so it’s a potent weapon against climate change. President of Amix, said terminal operator DP World hired his company Moreover, its fuel, wind, does not have a cost associated with it. On the downside, the wind doesn’t always blow, making it an intermittent power source. Also, because of its intermittent nature, the capital cost of wind energy installations per unit of energy produced is high. Wind turbines also pose a deadly hazard to bats and birds. And people living near the turbines often complain about the noise and that they are visual blight on the landscape. Protest movements against wind farms are springing up as quickly as the towers themselves, especially in Ontario. The opponents claim that noise from the turbines, including inaudible low-frequency sounds, have adverse health effects. A recent study by professor Simon Chap- man of Sydney University in Australia concluded that people opposed to wind farms are more likely to worry themselves sick about the turbines than for the turbines themselves to make them sick. Then again, this May, a paper in the journal Canadian Family Physician concluded that “Industrial wind turbines can harm human health if sited too close to residents.” As responses to that paper and others make clear, however, opinions are strong on both sides of this issue. As if to settle the matter, Health Canada has embarked on an epidemiological study to evaluate the health effects of windmills in eight to 12 communities. Mr. Hornung was diplomatic in responding to those concerns. “The wind industry has to engage with communities to address their concerns. The successful wind energy projects are going to be the ones that had good public participation in the process of developing and siting them,” he said. A potential worry for those hauling wind turbines is that protesters might interfere with that work. So far no blockades have materialized in Canada. In the last few years, Mr. Manor estimates he has surveyed about 20 ships laden with turbines, and has yet to encounter a protest. “I have heard people make comments about it but I’ve never seen any concerns,” Mr. Manor said. “As Canadians, we’re a little apathetic, we’d have to get off the couch and do it,” Mr. Manor added. It’s an intermittent business At the Port of Thunder Bay, CEO Tim Heney has seen his share of wind turbines, but hasn’t encountered any protesters either. Last year, the port unloaded turbines from Spain that were shipped to

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to lift larger items that were “with either too freeboard of the ship. Other than that, it difﬁcult for shore cranes or ship’s gear to was pretty straightforward. You pick the handle.” The only real challenge was ensur- stuff up and swing it over the dock.” Manitowoc ing that the crane could reach across the Some of the ships that called at crane assembles beams of the ships. “We just lifted it right off Nanaimo had gear capable of discharging the windmills at the deck and then just reached right across turbines, but others didn’t, Mr. Peterson said. Lac Alfred Wind the ship and placed it down onto the trailers The Grieg Star ships, for example, had gantry Farm, Quebec. on the dock,” Mr. Longmuir said. “It was a cranes for handling lumber. But those cranes bit of a challenge to ensure that we had weren’t capable of lifting the wind turbine good clearance and coordinate with the pieces and dropping them on trucks, he said. Photo: Manitowoc Cranes Manitowoc Photo:

East and west, wind shows promise On the Atlantic coast, the Sheet Harbour Marine Terminal, 115 kilometres northeast of Halifax, handled components for a large windmill project this summer, said Patrick Bohan of Halifax Port Authority, which now operates Sheet Harbour. “Sheet Harbour was A higher standard an excellent place about an hour closer to the wind farm than Halifax, so it worked very nicely,” Mr. Bohan said. About 50 turbines, A professional result brought in from Europe, were handled at Sheet Harbour for about three small wind A CIFFA forwarder farms near the terminal. Terminals in Port Metro Vancouver are hoping that they will soon be handling wind turbine components, said Brady Erno, of Fraser Surrey Docks. They would be destined for wind farms proposed near Tumbler Ridge and Chetwynd in northeastern B.C., as well as in the windy Pincher Creek region of southwest- ern Alberta. To secure that business, the terminals and Port Metro Vancouver have embarked on a multi-faceted campaign to promote the port as a viable gateway for moving large project pieces inland. (See related article.) “Windmill business is down generally,” said a transportation industry source who asked not to be identiﬁed. “It is primarily driven by subsidies in the U.S.A. and these 1-866-282-4332 have slowed down. Similarly in B.C., there have been speciﬁc projects for which wind- *(5(+0(505;,95(;065(3-9,0./;-69>(9+,9:(::6*0(;06559,;505(0+(5(* ((;; 60 :(:9,+9(>96-;/.0,9-3(56 0*6:: ((;; 560 mills have come in, but the volume is very small compared to the U.S.A.”

22 • Canadian Sailings • September 16, 2013 Sailings1026p01 to 48 2013-09-12 2:30 PM Page 23

BREAKBULK

More work when turbines need Wolfe Island Wind Project replacing in Ontario. Not everyone in the project cargo business is gung-ho on wind farms. Mr. Beringer, President and CEO of Rohde & Liesenfeld Canada, said he’s never been an enthusiast for wind, calling it a short-term energy solution because of its high costs of maintenance. “You have to constantly replace parts inside the nacelles,” Mr. Beringer said. “You’ve got to constantly maintain all of those wind energy components. And anything that is mechanical is just not long term. So I just don’t see it being sustainable.” That wind towers have to be replaced periodically, though, is something that should appeal to people in the transportation business, Mr. Hornung pointed out. “At the end of the life span of those turbines, there’s a tremendous incentive for a developer of a wind energy project to take those turbines down and to put up new ones, because the resource is still there,” he said. That means removing the obsolete parts and bringing in new ones, although the new turbines are likely to generate double or triple the power

Photo: Glenn Buckholtz Photo: of the ones they replace.

September 16, 2013 • Canadian Sailings • 23 Sailings1026p01 to 48 2013-09-12 2:31 PM Page 24

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Lac-Mégantic disaster forces debate over rail transport of hazardous materials and petroleum products BY R. BRUCE STRIEGLER

n July 6, an unattended train carrying 1,875 barrels of crude oil in 72 tanker cars owned by the Chicago-based Montreal, OMaine & Atlantic Railway separated from its engine, rolled seven kilometres, derailed and exploded in Lac-Mégantic, a picturesque Quebec town of 6,000. The fiery blast killed 47 people and obliterated the town centre. Nothing in the town’s 129 year history could have prepared it for this disaster despite Lac-Mégantic’s long history with railways. Founded in 1884 after the Canadian Pacific Railway began construction of the final segment of its transcontinental line linking Montreal with Saint John, the town was originally just called Mégantic, a meeting place of two railroads, CPR and Quebec Central Railway. Not surprisingly, the July 6 catastrophe has made Lac-Mégantic the focus of fierce discussion, both within industry and the public across North America, about transporting hazardous materials and petroleum products by rail. In Canada, there were six main-track derailments involving dangerous materials from January to May of this year,

below the 2008-2012 average of eight such accidents for the same time Wikimedia Photo: period. Derailments involving hazardous goods on secondary tracks The fiery blast killed 47 people and obliterated Lac- stood at 34 for January to May this year, below the 2008-2012 average Mégantic’s town centre. of 37 for these months. Oil-by-rail is increasing at a dramatic rate in both Canada and the as 25 per cent by 2035. Rising crude production from North Dakota’s U.S., with the Railway Association of Canada estimating that this year Bakken fields and Eagle Ford in Texas are the largest contributors to the about 140,000 tanker cars of crude oil will move around Canada, a American growth. The Association of American Railroads reports that vast increase from the 500 carloads in 2009. This is only expected to close to 356,000 carloads of crude oil and refined petroleum products increase, and while currently only about three per cent of Canadian moved across the U.S. during the first half of 2013, up 48 per cent from crude moves by rail, industry estimates show the figure rising as high the same period last year.

38 • Canadian Sailings • September 16, 2013 Sailings1026p01 to 48 2013-09-12 2:31 PM Page 39

Transport Canada institutes ‘emergency directive’ following the disaster Although the cause of the accident in Lac-Mégantic remains unknown as up to nine separate investigations proceed, Transport Canada held a news conference 17 days after the tragedy in Lac-Mégan- tic to issue a series of ‘emergency’ changes to rail safety regulations. This announcement followed a series of recommendations issued by the Transportation Safety Board days earlier. The six emergency rules include banning one-man crews for rail operators moving dangerous goods and puts mandatory measures in place to ensure trains left unattended on major rail lines are locked and immobile. The emergency directive will be in place until December, when railways are expected to have incorporated the new regulations into their own rules. During the news conference, Transport Canada acknowledged that most of its emergency directives were common in the industry already. Luc Bourdon, Transport Canada’s Director General, Rail Safety, told reporters that there is almost “full compliance” with rules on cor- rect hand-brake application. He added that 248 of 250 trains inspected Safety of Canada Board Transportation Photo: in the last three months were using hand brakes appropriately, which is Investigators examining derailed tank cars in Lac-Mégantic a compliance rate of better than 99 per cent. And having more than one qualified crew person on board a train ment of trains, or when significant risk to life or equipment exists), but carrying dangerous goods also appears to be the industry standard. A federal rules don’t require companies to use them. Nor do federal rules month earlier, Transport Canada representatives said only two railways dictate how many hand brakes must be used to provide a fail-safe, in Canada operate with one-person crews: Montreal, Maine & Atlantic should other brakes fail. Companies may set out those numbers in their Railway and Quebec North Shore and Labrador Railway. Transport specific operating instructions, or they may not. Nevertheless, rail Canada ended the emergency rules news conference after reporters safety by every indicator – accidents, derailments and fatalities – show pressed officials whether the department had failed to act on previous safety has been improving over the last decade. warnings about oversight weakness, which had been raised in an audit Statistics from the Transportation Safety Board show that runaway by the federal environment watchdog in 2011, as well as an internal trains occur about ten times a year. To put it differently, a 10-mile Transport Canada audit done five years earlier. stretch of track transited by 1,000 trains a year would experience such Canadian National Railways is one carrier that presumably will be an event about once every thousand years. Large-scale derailments, watching regulatory developments closely. Earlier this year, CN released which are trains of more than ten cars, happen with more frequency, details of its “Pipeline on Rails” initiative, designed as a transformative or about once in every five million train miles and fires or explosions strategy to use rail transportation to move oil sands production more happen with nearly the same frequency. quickly and cheaply to North American markets, and by extension, the Although the statistics show improved safety, the railcar most Asian market. CN calculates that the cost of building pipelines to ship used for transport of oil and other hazardous materials has known four million barrels per day from Alberta’s oil sands at US$24.7 billion, flaws. The tanker car known in the U.S. as DOT-111 (CTC-111A in with another $4 billion for a proposed increase in west coast capacity Canada) has been under close observation from safety experts since of 600,000 barrels. CN believes that, although its rail operating costs 1991 due to its tendency to split open in derailments and other major will be higher than those of pipelines, it will be able to compete effec- accidents. The tanker cars involved with the Lac-Mégantic explosion tively with pipelines because its capital expenditures required to move were DOT-111. In the U.S., the Obama administration has been work- these volumes will be quite modest by comparison. Not long from now, ing to improve safety of rail tanker cars, however, the attempts have CN will begin shipping 10,000 barrels daily from oil sands producers, run into opposition from oil companies and U.S. railroads. Industry delivering the Alberta bitumen using insulated and heatable rail cars, or groups say it is impractical to retrofit tens of thousands of existing tank by reducing its viscosity by mixing it with various chemical diluents. cars used to haul oil, even as they have adopted voluntary standards to Part of CN’s strategy is ‘scalability’ and its plan envisages transporting ensure that cars ordered after October, 2011 meet tough requirements up to four million barrels per day, just by adding rail cars. recommended by federal transportation experts following a deadly ethanol train derailment and explosion in Illinois two years earlier. Who is really making the rules? The proposed U.S. rule to beef up rail car safety was initially In Canada, the Railway Safety Act implemented in 1989 and scheduled to be put in place last October, but it has been delayed until amended several times since, governs rail operations and safety. It’s late this September at the earliest. Officials blame the delay on the time based on the principle that railway company managements must be it has taken to seek and review petitions from industry groups and the responsible and accountable for the safety of operations but the govern- public, and a final rule isn’t expected until next year. The rail industry ment, the regulator, has the power to protect public and employee estimates that retrofitting older cars would cost at least $1-billion safety. Critics, however, argue the government isn’t doing its job. While (U.S.), not including lost-service time for cars removed from the fleet Transport Canada claimed at the time that the new Act reflected a for repairs. The Association of American Railroads said in a 2011 peti- ‘spirit of cooperation between industry and government’ and a move tion to the federal government that, by comparison, derailment costs away from a prescriptive regulatory regime, others feel that Transport totalled approximately $64 million over the past five years, adding that Canada has merely become an auditor rather than regulator. the extra weight from retrofitting the cars might cause overloads, The Railway Safety Act also allowed Canada’s two major railways, potentially making them even more unsafe. The American Petroleum CN and CP, to sell sections of track that weren’t profitable for them and Institute, the Renewable Fuels Association, the American Chemistry the 1996 Canada Transportation Act prompted development of many Council and other groups said that requiring retrofits could increase short lines. CP originally sold the Quebec line in 1995 and Montreal, compliance costs significantly. Maine & Atlantic Railway’s parent company Rail World Inc. acquired it At Transport Canada’s news conference announcing the ‘emer- in 2003. gency directives’, department officials noted that one of the regulations The Lac-Mégantic accident site contained a siding and derail (a currently under review is related to the use of CTC-111A tanker cars, device to derail cars in situations where there is unauthorized move- following a Transportation Safety Board report some years earlier.

September 16, 2013 • Canadian Sailings • 39 Sailings1026p01 to 48 2013-09-12 2:31 PM Page 40

Transport Canada representatives said it can take as many as ﬁve years to develop new standards since the government works with industry and with the U.S. government to ensure uniform standards. The public reacts to the Lac-Mégantic crash The public reaction following the Lac-Mégantic crash was swift and universal. A Forum Research poll conducted two weeks after the accident showed that 62 per cent of Canadians believe rail companies should not be allowed to transport dangerous cargo through populated areas. Seventy-one per cent of older Canadians and 73 per cent of lower-income Canadians said they were against transporting hazardous materials by train through towns and cities. In good news for the pipeline companies, 62 per cent of Canadians said they believe

pipelines are safer than rail when transporting crude oil, 16 per cent Safety of Canada Board Transportation Photo: favouring rail and another 13 per cent wanting to find another way Aerial view of charred freight train in Lac-Megantic. entirely to transport oil. Going a little deeper, the poll found that preferences for pipelines portation. Every community, no matter how small or how large, is over rail varied by political party. Conservative Party supporters backed served by one or more transportation modes because it is in those com- pipelines by 81 per cent compared to eight per cent for rail. Liberal sup- munities that businesses produce or consume products that need to be porters preferred pipelines to rail by 62 to 17 per cent, while 14 per transported. Removing the transportation of hazardous goods from cent preferred “some other way.” Green and NDP supporters were roads and rails that pass through communities, or from pipelines, is not least likely to support the use of pipelines over rail, with 41 per cent of an option. What is an option, however, is for the federal government Green supporters and 48 per cent of New Democrats in favour of to substantially beef up its safety regulations, where needed, and to pipelines. ensure that any carrier of hazardous goods, in order to be licensed as a Rail was the choice for 21 per cent of both Green and New Demo- carrier of hazardous goods, must be able to demonstrate the availability crat supporters. Both were also most in favour, (17 per cent for NDP, of “substantial” liability insurance to ensure that, when accidents do 25 per cent for Green) of “some other way”. In Quebec, 71 per cent occur, they can be dealt with by the carrier without representing a were against dangerous cargo travelling by train through cities and financial assault on provincial or federal taxpayers. The aftermath of the towns. accident in Lac Megantic will be measured in numerous ruined lives and perhaps as much as a billion dollars in costs for cleaning up and Guess who pays – but why does it have to be this way? rebuilding. Does MM&A have the financial backing to hold Quebecers While the current negative public sentiments have an obvious harmless? Let’s not hold our breath – we all know where these funds cause, the reality is that our economy cannot function without trans- will eventually come from: once again, from our collective pockets.

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Senate Committee calls for independent review of transportation of dangerous goods BY R. BRUCE STRIEGLER Report recommendations cover responsible for an accident, the report calls on water, land and wildlife contamination. Sensi- rail, marine spill response and Transport Canada to apply minimum liability tive habitats, local economies including pipelines coverage thresholds to rail companies to ensure fisheries and tourism as well as First Nations they have the financial capacity to cover dam- along the route could be affected.” In a report issued at the end of August, ages caused by a major accident. The Senate The Senate report also concludes that it the Canadian Senate’s Standing Committee report also recommends that Transport Canada would be wise for the federal government to on Energy, the Environment and Natural work in partnership with railway companies to provide umbrella responder immunity protec- Resources recommended the government ini- make existing safety assessments mandatory tion to Canadian marine response organi - tiate a major arm’s-length review of the zations for all non-ship source spills including country’s railway regulatory framework, stan- within the Agency’s audit program. marine spills from pipelines, trains and trucks. dards and industry practices to increase the Marine safety, pipelines and Further, the Committee says that the Canadian safe transportation of dangerous goods by rail transport of dangerous goods Coast Guard’s mandated spill preparedness in Canada. The Committee began its review When it comes to marine safety, the Com- long before the Lac-Mégantic rail disaster, on and response capabilities be certified by Trans- mittee recommends the Transportation Safety port Canada or periodically, by an arm’s-length November 28, 2012, but the August 2013 Board expand and modernize its database to report provides 13 recommendations, relating agency. The report also says that, in certain provide detailed information on ship-sourced to rail safety, oil tankers and pipelines. areas and under specified circumstances, cer- spills, including the type of ship and the volume Senator Richard Neufeld, Chair of the tified marine response organizations should be and type of product released. As well, the committee said, “The goal of our study was to pre-approved to use dispersant, initiate con- report says that the current spill preparedness examine the current state of emergency and trolled burning and take other prescribed and response capacity of 10,000 tonnes within spill prevention, preparedness and response counter-measures when it yields a net environ- prescribed timeframes needs adjusting upwards frameworks under federal authority and to mental benefit. to fit the assessed needs of each region as deter- make recommendations to improve public When it comes to pipelines, the Senate mined by Transport Canada. safety and the protection of the environment.” Committee report is a little less forthcoming, In B.C., just released briefing papers pre- Senator Neufeld continued, saying that the saying only that the National Energy Board pared in June this year for the newly-elected Committee had been working on the safety should work in partnership with regulated B.C. Minister of Environment state: “Even a issues for months, but that the Lac-Mégantic companies and experts in pipeline safety cul- moderately-sized spill would overwhelm the disaster with its loss of life, property and envi- ture to develop a program for mandatory province’s ability to respond and could result ronmental damage intensified the need to audit of industry safety practices. The report address hydrocarbon transportation safety. “In in a significant liability for government. The adds that the federal government should facil- the years ahead, hydrocarbon production will industry requirements, established by Trans- itate efforts to establish a national access point continue to grow and so will transport capac- port Canada, are perceived as being for information on locations of buried infra- ity. That’s why we believe Canadians need to insufficient in both scope and scale. For structure, as well as promote one-call centres know more about what the federal govern- example, in both Washington State and and ‘call before you dig’ initiatives. ment has in place to protect citizens and the Alaska industry requirements are far in excess “Transportation systems operate within environment, and what more can be done to of what is required in B.C.” a highly regulated environment. There are enhance current practices.” The B.C. briefing notes also are critical extensive regulatory frameworks, manage- The committee believes the Lac-Mégan- of federal budget cuts in 2012, which forced ment systems, standards and practices all tic tragedy could have the same impact on the Environment Canada to close regional spill serving to promote safety,” said Senator Grant rail industry as the 1989 Exxon Valdez spill response centres in Vancouver and other Mitchell, Deputy Chair of the Committee. has had on marine oil transportation. That is, cities, consolidating these activities in “We heard a lot of testimony which should it resulted in significant changes in tanker Quebec. In May, 2012, documents show offi- give Canadians confidence, but the reality is design and a major overhaul of Canada’s cials in the B.C.’s Environmental Emergency that the transportation of hydrocarbons can marine spill preparedness and response pro- Program in Victoria privately wrote that this never be completely without risk. It is my grams. Furthermore, the report calls on relocation would hinder efforts to contain an hope that at the very least, Lac-Mégantic can Transport Canada to implement all the rec- oil spill on the West Coast. “As a result, Envi- invoke an Exxon Valdez response, where we ommendations from the December 2011 ronment Canada will have little or no surge carefully and thoroughly examine what went report of the Commissioner of the Environ- capacity in the event of a major spill to bring wrong so that any improvements that need to ment and Sustainable Development related to in responders from across the country. Trying be made, can be made quickly.” the transport of dangerous goods, something to provide the current level of service from Meanwhile in British Columbia, where the Harper Conservatives have shown no Montreal is not realistic. Current Environ- issues surrounding transport of hazardous interest in doing to date. ment Canada staff has found it challenging to materials are a source of controversy daily, Additionally it recommends Transport respond to spills outside of their base in Van- reports indicate that the B.C. Government is Canada, in cooperation with its U.S regulatory couver, and a move to Montreal will certainly exploring the concept of a new provincially- counterpart find ways to accelerate the phase- increase these challenges many-fold.” regulated, but industry-led and funded out of the CTC-111A and DOT-111 tank cars. Those warnings were written in response “terrestrial spill response cooperative” and This particular type of tanker car has been to existing oil traffic, without factoring in future the word is that while the Province is pleased under close observation from safety experts pipelines and tankers. The notes continue, with whatever steps Ottawa may take to since 1991 due to its tendency to split open in “Weather conditions and the remoteness of the improve hazardous goods movement, B.C. is derailments and other major accidents. And in (Northern Gateway) pipeline’s route in B.C. moving forward with its own review to define what many see as key to holding violators could cause cleanup delays, leading to broader a world-class marine spill system. September 16, 2013 • Canadian Sailings • 41 Sailings1026p01 to 48 2013-09-12 2:31 PM Page 42

Keyera and Kinder Morgan form oil terminal joint venture

eyera Corp. and Kinder Morgan Energy Partners L.P. announced western Canada’s primary oil hub where Alberta crude oil is aggregated a 50-50 joint venture to build a crude oil rail loading facility in before being delivered to markets across North America. KEdmonton, Alberta, called the Alberta Crude Terminal. When In addition to the construction of the Alberta Crude Terminal, complete, the Alberta Crude Terminal will be able to accept crude oil Kinder Morgan and Keyera are independently planning modifications to streams handled at Kinder Morgan’s Edmonton Terminal for loading their respective facilities in the Edmonton area to facilitate delivery of and delivery via rail to refineries anywhere in North America. crude oil to the Alberta Crude Terminal. Kinder Morgan is proposing to “We are delighted to partner with Kinder Morgan, one of the pre- construct a 16-inch pipeline to connect its North 40 Edmonton Terminal mier pipeline transportation and energy storage companies in North to Keyera’s Edmonton Terminal. Keyera plans to construct a new 16-inch America,” said David Smith, President and COO of Keyera. “Kinder crude oil pipeline across its Edmonton Terminal to join to the existing Morgan’s access to multiple crude streams, together with our location Alberta Diluent Terminal connector pipeline and install additional pump- and facility capabilities, combines crude oil supply with the necessary ing capacity. In conjunction with this project, Keyera is also proposing to infrastructure, land and rail connectivity to help address some of the construct a new 12-inch condensate pipeline connecting the Alberta Dilu- crude oil delivery constraints currently being experienced by the ent Terminal to Keyera’s Fort Saskatchewan Pipeline System. Engineering Alberta energy sector.” work is well underway on these initiatives, and commissioning of the new “Keyera is a key and significant mid-stream company in western terminal is targeted for the second quarter of 2014, assuming receipt of Canada and we are pleased to be able to join forces with them to enable regulatory approvals and delivery of long-lead items on a timely basis. additional market export options for the Canadian producer and supply Keyera’s share of the cost of the Alberta Crude Terminal, as well as options for the North American refining industry,” said Bill Henderson, the land purchase, pipeline construction and other facility modifications, Vice-President for Kinder Morgan Canada Terminals. “The Alberta is expected to be approximately $65 million. Kinder Morgan’s share of Crude Terminal is a great strategic fit with our expanding Edmonton the cost of the Alberta Crude Terminal, including modifications to the terminal hub and is a very important part of our growing crude by rail Edmonton North 40 terminal and connections to Keyera, is expected to terminal network.” be approximately $33 million. Construction of the Alberta Crude Termi- The Alberta Crude Terminal will be constructed next to Keyera’s nal is underpinned by a five-year agreement with a major refiner. Alberta Diluent Terminal on land recently acquired by a Keyera sub- In anticipation of additional demand for crude oil loading services, sidiary. The Alberta Crude Terminal, which will be operated by Keyera, Kinder Morgan and Keyera are currently evaluating a possible expan- will have 20 loading spots capable of loading approximately 40,000 bar- sion of up to 125,000 barrels per day of additional crude loading rels per day of crude oil into tank cars and will be served by both capacity and the possible addition of a diluent recovery unit. The com- Canadian National Railway and Canadian Pacific Railway. The location mercial discussions to determine customer support for such an is very well situated to provide this service, as the Edmonton area is expansion are expected to begin shortly.

Gibson Energy partners with U.S. Development Group to develop crude-by-rail terminal in Alberta

ibson Energy Inc. (Gibson), a Calgary- dent Operations, stated, “Our Hardisty Termi- access to the refining markets across North based midstream energy company and nal is well connected to all the major pipelines America,” said CP Vice-President of Energy GU.S. Development Group LLC coming into and leaving the Hardisty area. and Merchandise Tracy Robinson. “Canadian (USDG), a Houston-based developer of rail The development of the Hardisty Rail Termi- Pacific is pleased to work with USDG and logistics and terminal facilities, announced that nal provides our customers with more Gibson in providing the capability to move they have partnered to expand USDG’s indus- optionality to facilitate crude oil movements crude to market via rail. The capacity, flexibil- try-leading crude-by-rail development to across North America. We continue to ity, market access and speed to market that Canada, and increase transportation optionality progress discussions with several customers in rail offers makes it an important option for the for Gibson’s Hardisty Terminal customers. conjunction with USDG regarding further transportation of crude.” Gibson and USDG have jointly secured suffi- commitments to the Hardisty Rail Terminal.” The Hardisty Rail Terminal will be capa- cient customer term commitments to construct The Hardisty Rail Terminal will handle ble of handling two unit trains up to 120 a new state-of-the-art unit train rail loading facil- multiple grades of crude oil with an initial railcars each per day of and will consist of a ity near Hardisty, Alberta, with pipeline capacity of 140,000 barrels per day. All crude fixed loading rack with 30 railcar-loading connectivity from Gibson’s Hardisty Terminal. handled by the Hardisty Rail Terminal will be positions, plus a unit train staging area and “USDG has pioneered the crude-by-rail exclusively transferred by pipeline from loop tracks capable of holding up to five unit concept in key markets across the U.S.,” said Gibson’s Hardisty Terminal, located approxi- trains. The Hardisty Rail Terminal is targeted Mike Day, USDG’s Vice-President. “With the mately five kilometres away. Served by the to begin operation in the first quarter of 2014. Hardisty Rail Terminal, we have expanded Canadian Pacific’s North Main Line, the As part of the project, Gibson will install the platform to accommodate increasing Hardisty Rail Terminal will provide Canadian required pumping equipment and construct a Canadian production. Developed in partner- oil producers and marketers a safe and effi- pipeline for the transfer of crude from its ship with Gibson, the Hardisty Rail Terminal cient method for transporting their product to Hardisty Terminal to the USDG crude-by-rail will give Canadian oil producers flexibility to major refining and distribution markets across facility. Term contracts with four investment obtain the best value for their product and North America. grade customers for approximately 100,000 refiners expanded access to price advantaged “The Hardisty Rail Terminal will be a barrels per day and a connection agreement crude oil supplies.” significant rail hub and is located on CP’s between Gibson and USDG provide the sup- Rick Wise, Gibson’s Senior Vice-Presi- high-capacity North Main Line with efficient port for the capital investment.

42 • Canadian Sailings • September 16, 2013 Sailings1026p01 to 48 2013-09-12 2:31 PM Page 43

The Baie Comeau, CSL’s fourth Trillium-Class laker, arrives from Transoceanic voyage

anada Steamship Lines welcomed the final of four Trillium Class self-unload- Cing lakers, the Baie Comeau. The vessel arrived in the port of Montreal on August 24. The Baie Comeau’s maiden voyage began on June 30 when it set sail from Chengxi Shipyard in Jiangyin, China. It was commanded by Captain Andriy Bondarenko and Chief Engineer Francis Cotton. The Baie Comeau joins its sisterships, the Thunder Bay, the Whitefish Bay and the Baie St. Paul. Two new bulk carriers are also set to join the Canada Steamship Lines fleet in 2013-2014. The four new lakers and two bulkers are part of the CSL Group’s broader fleet renewal program, which includes three new Trillium Class Panamax self-unloading vessels for the CSL Americas fleet. The Rt. Hon. Paul E. Martin and the CSL Tecumseh are now operating along the coasts of the Americas and will be joined by a third Pana-

max, the CSL Tacoma, later in 2013. CSL Photo: CSL’s 2012 Environmental Report highlights need for continued progress on sustainability

he CSL Group’s recently released 2012 Environmental Report reduce its impact on biodiversity, improve fleet efficiency and invest in underscores the importance of leading meaningful change – green technologies. These include: Tthrough innovation, collaboration and calculated risk-taking – to • The delivery of CSL’s Trillium Class vessels, which feature the most significantly reduce the shipping industry’s environmental footprint. advanced environmentally sustainable technology available today. “In 2012, we pushed our company to invest in new ideas, explore • The implementation of a series of operational measures to improve new partnerships and experiment in new technologies,” states David the energy efficiency of CSL’s global fleet using trim optimization, Martin, Chair of the CSL’s Sustainability Committee. “For progressive variable frequency drives and shaft generators. companies like CSL, environmental challenges present opportunities to improve our operations, contribute to a cleaner, greener world, and • Shipboard trials of advanced filtration systems that have resulted in invest in the future. While we are encouraged by steady improvements encouraging results in mitigating the risks to biodiversity of invasive in our environmental performance, we remain mindful that in our species. quest to safeguard our water, air and shoreline, our work is never fin- • Testimony before the U.S. Congressional House Subcommittee on ished. We must work in collaboration with industry partners, Coast Guard and Maritime Transportation in which CSL recom- governments and NGOs to develop sound policy and solutions to mends sound alternatives to the proposed Emission Control Area reduce our environmental impact and curtail emissions.” (ECA) legislation. In addition to reporting on key performance indicators, measures CSL’s 2012 Environmental Report can be viewed or downloaded and goals, CSL’s 2012 Environmental Report highlights a number of ini- on CSL’s website at www.CSLships.com. A printed copy of the report tiatives undertaken by CSL to curb its greenhouse gas emissions, is also available upon request.

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September 16, 2013 • Canadian Sailings • 43 Sailings1026p01 to 48 2013-09-12 2:31 PM Page 44

Algoma Central Corporation reports Q2 results (All dollar amounts are stated in thousands of dollars)

goma Central reported that its consolidated revenues for the resulted in reduced operating days and lower cargo volumes. Partially three months ended June 30, 2013 decreased from $157,233 offsetting these decreases were lower repair costs, depreciation and Ato $144,930. For the six-months ended June 30, 2013, rev- insurance expense. enues were $195,687 compared to $214,184 for the same period in Product Tankers 2012. Net earnings for the three months ended June 30, 2013 of The Product Tanker segment operating earnings net of income $19,381 were reported, compared to $20,250 for the same period in tax for the second quarter increased from $2,972 to $3,475 due to 2012. For the six-months ended June 30, 2013, the Corporation strong results from domestic tankers and a reduction in professional reported a net loss of $9,254, compared to a net loss of $11,716 for the fees incurred in 2012 in connection with the arbitration process same period in 2012. related to the refund of deposits on rescinded contracts to build three The decreases in revenues were due primarily to reductions in product tankers for international service. On April 30, the London operating days of the Domestic Dry-Bulk segment related to vessel inci- Arbitration Panel found in favour of Algoma in all matters related to dents, a return to more normal winter conditions in 2013, a slower this cancellation. Algoma began collection activities for the refund of start to the regular shipping season and low water levels early in the the construction deposits in the quarter; however, collection proceed- second quarter of 2013, which impacted cargo volumes. ings have been stayed while the shipyard seeks leave to appeal the Domestic Dry-Bulk decision. The Product Tanker segment operating earnings net of Domestic Dry-Bulk segment operating earnings net of income tax income tax for the first six-months increased from $3,415 to $4,917. for the second quarter decreased from $20,193 in 2012 to $13,119 in The factors contributing to the increase in earnings were additional operating days for the domestic tankers due to strong customer 2013 due primarily to fewer operating days resulting from vessel inci- demand and fewer days in regulatory dry-docking combined with a dents and increases in crew and repair costs. Great Lakes water levels decrease in repair costs. In 2013 to June 30, there were no regulatory also had an impact early in the quarter as low levels reduced the vol- dry-dockings versus two regulatory dry-dockings in the same 2012 umes of cargos that could be carried on some routes. By quarter end, period. Earnings for 2012 also reflected the legal cost associated with water levels had returned to levels comparable to the prior year. The the contract cancellation arbitration. Domestic Dry-Bulk segment operating loss net of income tax for the first six-months increased from $14,743 in 2012 to $18,736. A return Ocean Shipping to more normal winter conditions in 2013 and a slower start to the reg- Operating earnings net of income tax for the Ocean Shipping seg- ular shipping season, combined with incidents that caused ships to be ment for the three months ended June 30, 2013 were $3,711 out of service and low water levels at the beginning of the quarter compared to $1,969 for the same period in 2012. The increase was due

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44 • Canadian Sailings • September 16, 2013 Sailings1026p01 to 48 2013-09-12 2:31 PM Page 45

primarily to additional operating days in 2013 as there was a regulatory Real Estate dry-docking in the 2012 second quarter compared to none in the cur- The Real Estate segment operating earnings net of income tax rent year quarter. The operating earnings net of income tax for the decreased from $709 and $1,572 for the three and six month periods Ocean Shipping segment for the six months ended June 30, 2013 were ended June 30, 2012 to $588 and $1,005 for the corresponding 2013 $7,216 compared to $6,473 for the same period in 2012. The improve- periods. The decreases were due primarily to vacancies in Sault Ste. ment was a result of increased operating days as there were no Marie and Waterloo. regulatory dry-dockings in 2013 versus two in 2012. Earnings for 2012 included amounts recognized in the first quarter from the settlement Other and collection of revenue relating to contract periods prior to 2012 Net earnings for the second quarter include foreign currency which had not previously met the Corporation’s revenue recognition gains totalling $711, compared to total foreign currency losses of criteria. Partially offsetting the improvements in earnings is the reduced $1,539 for the second quarter of 2012. Currency gains for the first six capacity due to the sale of the Ambassador in late 2012 and poor oper- months of 2013 totalled $2,797 versus a loss of $1,574 for the same ating conditions during the month of February 2013. period last year. ZIM reports second-quarter results IM reported revenues for the quarter ended June 30 of $976 mil- solution for its capital and debt structure, and creating a stable and lion, reflecting an increase of 6 per cent compared with the sound base to allow the company to remain competitive in the future. Zprevious quarter. While average freight rates per TEU declined by As a part of the company’s efficiency plan, ZIM has reached an 3 per cent compared to the previous quarter, growth in revenues was agreement with the company’s employees’ union and the General Fed- achieved due to a 5 per cent increase in volume of carried TEUs, to eration of Labor (Histadrut) over early retirement of 100 of the 631,000. company’s employees. ZIM’s operational loss amounted to $5 million (excluding one-time With the continuing support of its creditors, including vessel and con- cost of $24 million related to early employee retirements) compared with tainer lenders, shipowners, shipyards, unsecured lenders and bond an operational loss of $47 million in the previous quarter – representing holders, ZIM continues to seek a comprehensive solution to the capital and a $42 million improvement. ZIM recorded a net loss during the quarter debt structure to bring financial stability in the face of the multiple chal- of $72 million loss (excluding one-time costs of $24 million) compared lenges and volatile market conditions. These negotiations are made with a loss of $110 million – representing a $38 million improvement. possible thanks to the continued trust of all creditors which have agreed to Operating cash flow in Q2 amounted to $5 million, compared further adjustments and concessions. Lenders agreed to waive some of the with a negative operating cash flow of $28 million in the first quarter, financial covenants during the negotiations, and also to delay, to Q3/2015, representing a $33 million improvement. payment of deferred amounts that were due to be paid at year-end of The positive results were recorded in spite of slow market condi- 2014. Shipowners agreed to continue to receive reduced amounts until tions which remain challenging as newbuilds continue to enter the the end of the year, and agreed to postpone other repayments to Q3/2015. market, thus preserving a supply surplus and creating downwards pres- ZIM’s operational results are comparable to industry averages, sure on freight rates. In order to meet these challenges, ZIM continues which demonstrates the considerable improvement in its performance to implement internal efficiency measures and at the same time contin- and improvement in its competitive position. The company continues ues to negotiate with its creditors aimed at achieving a long-term to implement efficiency improvements to improve future results. Minister Raitt tours federal infrastructure in Sept-Îles and Wabush isa Raitt, Minister of Transport, recently toured federal transportation Lfacilities in Sept-Îles, Quebec, and Wabush, Newfoundland and Labrador. She started her trip in Sept-Îles where she visited the airport and the port and completed her tour with the airport at Wabush. She remarked that “Thanks to its infrastructure and recent Transport Canada investments, I am confident that the airport in Sept-Îles is well-equipped to adapt to, and support, increased air traffic in the region.” Transport Canada has invested close to $7 million over the past few years to ensure that airport infrastructure remains secure and in good condition. The airport serves business travel and promotes tourism by offering daily flights to and from Quebec City and Montreal, as well as Wabush, Fermont, September 16, 2013 • Canadian Sailings • 45 Sailings1026p01 to 48 2013-09-12 2:31 PM Page 46

Schefferville and the Lower North Shore. ATS CONTAINERS atscontainers.com...... 46 The Minister met with officials of Port of Sept-Îles, including CARGO NAVIGATORS carrib-trans.com ...... 46 CEO Pierre Gagnon who spoke of the essential role the port plays to CHINA SHIPPING chinashipping.ca ...... 40 support the growth of the region’s mining industry. The port facilities MSC (Canada) mscgva.ch...... 3, 28 are an important link for iron ore exports and serve Quebec and MONTSHIP montship.ca...... 36 Labrador’s mining industry. Last year, nearly 28 million tonnes were NIRINT nirint.ca...... 45 handled at the port and 3,500 cruise ship passengers on board five PORT OF MONTREAL port-montreal.com...... 29 international ships were welcomed. The federal government PROTOS SHIPPING protos.ca...... 44 announced in 2012 an investment of up to $55 million to assist in the SEABOARD MARINE seaboardmarine.com...... 38 financing of a new multi-user deep-water wharf at the Port, which is SEA PROJECTS seaprojects.com ...... 43 currently under construction. “I understand how important this multi- user wharf is to Canada and to the region of Sept-Îles and I am very BREAKBULK FEATURE satisfied to see that work on this new structure is progressing,” added Minister Raitt. ADMIRAL MARINE INC. admiralmarine.ca...... 10 Minister Raitt also met with staff and management of the airport CIFFA ciffa.com...... 22 facilities in Wabush. “Since becoming Minister of Transport, I have CN cn.ca...... 2 heard about the increased traffic at Wabush Airport and I wanted to FEDNAV fednav.com...... 4 see the facility and its operations for myself,” said Minister Raitt. “It’s GIBSON CANADIAN & GLOBAL SHIPBROKERS gibson.ca...... 21 a very dynamic place - you can feel the energy of increased activity and GUY TOMBS LIMITED guytombs.com ...... 8 I’m very pleased to see how effectively the airport is servicing the LIFTOW liftow.com ...... 16 needs of travellers and dealing with growth.” Wabush Airport is a Transport Canada owned and operated facility and the main trans- MSC mscgva.ch ...... 6 portation hub providing air service to and from Labrador. Expansion in PORT OF BELLEDUNE portofbelledune.ca...... 17 the mining industry has driven significant increases in aircraft move- PORT OF HALIFAX halifaxgetsitthere.com ...... 15 ments at the airport, with the number of arrivals and departures PORT OF OSHAWA oshawaportauthority.ca...... 18 tripling between 2009 and 2012 to 25,910. PORT OF SAINT JOHN sjport.com ...... 48 PORT OF THUNDER BAY portofthunderbay.ca ...... 18 SDV LOGISTICS sdv.com...... 20 ST. LAWRENCE SEAWAY MANAGEMENT CORP. hwyh20.com..IBC CAREER ADS TIDAL TRANSPORT & TRADING LTD...... 12 WESTERN STEVEDORING westerngroup.ca ...... 13 ZAC-TRANZ zac-tranz.com ...... 23 CAREER OPPORTUNITY Locher Evers International (LEI) a leading Canadian freight forwarder based in Dorval, Quebec, is seeking an AIR & LCL OCEAN TO THE experienced candidate for its Ocean Export Department. CARIBBEAN, CENTRAL The successful candidate must possess a minimum of 2 & SOUTH AMERICA years of experience in freight forwarding or with a private DIRECT WEEKLY SAILINGS enterprise. Must be fully bilingual French/English; additional languages an asset. CARGO Air Tel.: (905) 677-3603 Ocean Tel.: (905) 790-2455 NAVIGATORS Fax: (905) 677-2680 Fax: (905) 790-8065 We offer competitive salary and benefits, opportunity for growth and long-term career potential. Interested candidates can forward their resume by e-mail or fax to: [email protected] Fax: 514-421-7384

CONTAINERS FOR SALE New and Used Shipping Containers Across Canada TO PLACE YOUR ADVERTISEMENTS IN Canadian Sailings 1-866-846-0270 “CAREER CENTRE” [email protected] Please call Wendy Hennick Container innovations for over 18 years. at 514-556-3042 Career ads appear on our website www.atscontainers.com canadiansailings.ca

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The9thAnnualHWYH2OConference The Global View: Adapting to Changing Markets

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November13Ǧ14,2013 Toronto,Ontario www.hwyh2oǦconferences.com Sailings1026p01 to 48 2013-09-12 2:31 PM Page 48