b.c. tugboat 2013

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TUGBOAT2013

What you need to know at the Board of Steamship Inspection Scale of Fees

Real life, real time: BCIT’s virtual simulator a success



Hybrid powers tugs on the West Coast

Hybrid powers tugs on the West Coast

bctugboat.com

#27 - 12491 Number 2 Rd, Richmond, BC V7E 2G3Toll Free: 1-866-233-1422 604-274-1422

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DELCommunications Inc.

Published byDEL COMMUNICATIONS INC.

Suite 300, 6 Roslyn RoadWinnipeg, ManitobaCanada R3L 0G5

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President:David Langstaff

Publisher:Jason Stefanik

Managing Editor:Shayna Wiwierski

[email protected]

Contributing Writers:Jillian MitchellDylan Sheehan

Advertising Sales Manager:Dayna Oulion

Advertising Account Executives:Robert Bartmanovich

Anthony RomeoJason Wikis

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PRINTED IN CANADA02/2013

2013

Contents

#27 - 12491 Number 2 Rd, Richmond, BC V7E 2G3Toll Free: 1-866-233-1422 604-274-1422

REDDEN NET & ROPE: Bringing the best of high-performance synthetic tug lines directly to you.

We have the products and services When and Where you need us.> Ready available stock of Samson mainlines, backer lines, and chafe products made with Dyneema®

> Expert consultation to aid in the proper selection and design of your towing system> Onboard installation, inspection and training in proper handling

Redden-Rope.com

FABRICATING DISTRIBUTOR

Dyneema® is a registered trademark of Royal DSM N.V.

Dyneema is DSM’s high-performance polyethylene product.

COVER PHOTO CREDIT: Grant Vettersgvetters.com

B.C. Tugboat 3

Editor’s Message – Shayna Wiwierski .........................................................4

Notice from Transport Canada:

What you need to know about the Board of Steamship

Inspection Scale of Fees .................................................................................5

BCMEA will soon offer COR certification

to small employers ...........................................................................................7

A boat of a different colour

Hybrid tugboats are welcomed by industry .............................................10

Real life, real time

BCIT’s virtual simulator a success ............................................................. 13

Tugs pull their weight and more at fast-growing B.C. port ..................18

Hybrid powers tugs on the West Coast .................................................. 20

Index to advertisers......................................................................................23

4 B.C. Tugboat | 2013

Editor’s MEssagEShayna WiwierskiThis issue of B.C. Tugboat is all about the hybrid tug.

It all started with Carolyn Dorothy, not a person, but the world’s first hybrid tugboat – an efficient, green, and quiet beauty. She launched in Long Beach, California in early 2009 and set the stage – or shall I say waters – for hybrid tugs to come.

In this issue of the magazine we take a look at the technology that goes into these green boats and how they are revolutionizing the industry. We also take an historical look at the Port of Prince Rupert and the impact that tugboats have had in the region, as well as an inside peek into BCIT’s state-of-the-art Marine

Campus, which features, among other things, marine simulation, and training systems for ship and tug bridges.

I truly hope you enjoy this year’s issue of B.C. Tugboat maga-zine. Also, make sure to visit us online at our official website, bctugboat.com, for more tugboat news.

Lastly, if you have any questions, concerns, or story ideas, please feel free to send them my way.

Shayna Wiwierski

[email protected] R

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B.C. Tugboat 5

Did you know that all commercial vessels, including tug-boats, needs to be inspected and certified to operate in Canadian waters?

By inspecting and certifying marine vessels, Transport Canada, the federal government department responsible for transportation safety and security, is able to ensure that Canada’s marine community is safe and environmen-tally responsible.

In order to carry out these responsibilities, Transport Canada administers the Board of Steamship Inspection Scale of Fees Regulations.

In order to continue delivering high-quality services to mariners, Transport Canada will be implementing a more consistent application of fees for inspection and cer-tification of Canadian vessels in accordance with these regulations.

A national process, launched in spring of 2012, will en-sure that vessel owners are being charged correctly and consistently as legislatively prescribed by the regu-lations. Although, consistent application of the Board of Steamship Inspection Scale of Fees Regulations is not an increase in existing fees, it may result in changes to invoicing commercial vessels for Transport Canada ser-vices. For more information, read the frequently asked questions and answers.

Questions and Answers

All applicable fees will now be applied consistently across Canada. As a result, in some cases vessel

owners will receive an invoice that is lower, and some will

be higher. Overall, however there is no across the board

increase to fees.

In spring 2012, Marine Safety begun using a na-

tional process for applying fees, to ensure that they

are applied consistently across the country, in accordance

with the Board of Steamship Inspection Scale of Fees

Regulations. With the launch of the national process on

May 30, 2012, some vessel owners may see increased

charges on their invoices.

The national process means that owners/operators will

pay the correct fees for the services provided. In Phase II,

in addition to financial controls, the national process will

also track service requests and the level of service pro-

vided. This will allow Marine Safety to continue to improve

and provide more efficient and consistent services.

Examples of fees in the existing regulations that were not

always applied consistently in the past are:

• The$500feeforaninspectortobeavailableuponre-

quest for vessel services (section 29),

• The $400 fee for the first issue of a Safe Manning

Document (section 30, item #4),

• The $100 for the Safe Manning Document renewal

(section 30, item #5), and

• The$100pervisitfee(section30,item#12).

What you need to know about the Board of Steamship Inspection Scale of Fees

Notice from Transport Canada

Q What has changed? How will inspection and service fees be billed?

Q The invoice for my inspection this year is high-er than it was last year. Have my inspection fees been increased?


The Board of Steamship Inspection Scale of Fees Regulations are the regulations that set the fees

Marine Safety charges for vessel inspections and other related activities.

The$500standby fee ispayablewhenaMarineSafety inspector is made available or placed on call

at your request, either continuously or during specified periods, to perform a service of any kind with respect to your ship. This includes cargo inspections and other Port Warden duties. The standby fee is payable for each calendar day or partial day that the inspector is on call or made available.

The standby fee does not apply in cases where a request is made, but a Marine Safety inspector is not available to do an inspection.

Before requesting an inspection, make sure your vessel is ready. Understand the regulatory require-

ments for your vessel. By minimizing the number of visits the inspector must make to the vessel, your fees will be lower.

For more information on fees for vessel inspection and services please contact:

• YourlocalMarineSafetyoffice (www.tc.gc.ca/eng/regions.htm)

• Marine Safety toll-free line: 1-855-859-3123, or613-991-3135

• MarineSafetydirectemail: [email protected] R

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Q What is a standby fee?

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The BC Maritime Employers Association (BCMEA) is a not-for-profit organization that provides training, recruitment, payroll, benefits, dispatch, labour relations, and safety consultation ser-vices to its waterfront member-customers. The BCMEA is also a separately funded Certificate of Recognition (COR) certifying partner, working with WorksafeBC to encourage COR certifica-tion in the maritime industry. BCMEA COR now supports other naturally aligned industries with connections to the Asia-Pacific Gateway, including tug and barge operations, airports, airlines, mines, and retail.

The BCMEA COR program provides a structure under which or-ganizations are recognized for a high level of safety performance through a BCMEA COR audit of their safety and (optional) injury management systems. The audit process validates the organiza-tion’s safety management system, not its compliance with regu-lations, so it can be applied in any jurisdiction.

BCMEA COR-certified employers make a strong statement about how much they value their workers and how committed they are to ensuring workers and workplaces are safe and secure from

BCMEA will soon offer COR certification

to small employers


injury, illness and disease. Upon success-ful completion of a BCMEA COR audit, companies are eligible for up to a 15 per cent rebate on WSBC premiums (10 per cent for health and safety, five per cent for [optional] injury management).

The audit process was originally in-tended for large employers. BCMEA COR is now working closely with Inlet Navigation (1985) Ltd. in Campbell River to pilot the development of its small em-ployer COR audit, designed to keep par-ticipation costs manageable for smaller

companies (with less than 20 employ-ees). The small employer COR (SECOR) program provides the flexibility to use an internal employee trained to perform the audits, rather than contract an external auditor. Inlet Navigation is well posi-tioned to assist in validating the SECOR audit process after developing their do-mestic safety management system un-der a Transport Canada pilot project.

Inlet Navigation’s safety coordina-tor Christine Garcia and master Vince Kehn have been very involved in the

development and improvement of their safety management system since its in-ception in 2009. Kehn notes he has seen a transformation in their operation since its introduction, changing the way they operate from, “The most efficient way to the safest way. Efficiencies and cost savings just come with doing it safely.”

Inlet Navigation plans to perform their first SECOR audit this fall. Once their audit is complete, BCMEA COR will use their feedback from this pilot project to fine-tune the SECOR audit tool and audi-tor training. The SECOR tool and training should be ready to roll out to industry in late 2012.

If all goes well, Inlet Navigation will soon join two other tug and barge operations

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B.C. Tugboat 9

safety management or just good management?

Corporate leaders set policy, goals and objectives to control costs, manage

schedule and manage quality. A safety management system does the same thing

to prevent accidents and injuries.

Validate your safety management system, reduce accidents and

save on WSBC premiums.

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Or contact David Moorhouse, manager of Safety Systems,

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Carolyn Dorothy, the world’s first hybrid tugboat, is ef-

ficient, green, and quiet. Since her Long Beach launch in

early 2009, this femme fatale has caused major buzz in

the marine industry, and, three years later, her en vogue

status continues to reign, as countless hybrid vessels now

trend the waters.

For many, hybrid tugs like Carolyn Dorothy offer much

appeal. But, for others, the question still remains: can hy-

brids really outperform their conventional competitors?

Grant Brown of Corvus Energy Limited says yes.

“Imagine a big diesel generator (capable of lighting up an

entire office building) that powers only one

60-watt bulb, 24 hours a day. Now imagine the same gen-erator charging a battery, which, in turn, powers the bulb. When the battery is charged, the generator shuts off and the battery lights the bulb, and when the battery gets low, the generator starts up and recharges it,” says Brown, the company’s director of marketing. “This latter system is comparable to a hybrid system and is the ultimate in efficiency, reducing fuel costs and emissions and lowering maintenance cycles.”

By simply installing a battery into the system, fuel consumption is reduced dramatically, he continues. Further, this

Hybrid tugboats are welcomed by industry By Jillian Mitchell


A boat of a different colour

battery allows the diesel to now operate at higher efficiency, re-

ducing pollution from low-speed operation – and, of course, the

hours of operation and maintenance in a calendar year.

Moreover, hybrid tugboats are perfect applications of hybrid

drivetrain technology, which is currently available in two types:

hybrid light and full hybrid.

Commonly used in vessels being retrofitted from straight diesel,

hybrid light is the cheapest and easiest way to gain the benefits

of a hybrid immediately without building a new boat, explains

Brown. The hybrid light consists of a traditional drivetrain layout

of two large diesel engines providing motive power to the pro-

pellers, and a smaller genset to provide house power. Hybrid

operation is achieved with the addition of a battery pack

and another genset providing power to electric mo-

tors (which are installed on the drive shafts be-

tween the propellers and the engines).

“In transit, at idle, on the dock or any other low power times, the

vessel is run by batteries. If the batteries become depleted, a

generator will automatically recharge them. If the load exceeds

the generators capacity to recharge the batteries, then the sec-

ond generator joins in, powers the load and recharges the bat-

teries,” says Brown. “When the duty requirements of the vessel

exceed the capacity of the battery system (and the two genera-

tors), the diesel main engines start, the generators shut down,

and the vessel is run on full-diesel power.”

Brown adds that during a full power or emergency situation the

captain may add the power of the electric motors to the die-

sel mains for a full-on, full-power event. As the entire system is

controlled by computers, it is a seamless integration of the two

technologies for the operator.

Next, a full hybrid is a much more efficient method and is the

system being designed into new vessel builds. In these vessels,

B.C. Tugboat 11


the system is designed from scratch as a hybrid and consists of a large diesel generator powering a battery pack, which in turn powers electric motors that provide propulsion. Inherently simpler, this system relies entirely on the batteries to provide the power and achieves a significant fuel-consumption reduction.

A main appeal of the hybrid systems is the reduction of carbon emissions. Most hybrids eliminate low-speed operation when the diesels operate at their lowest efficiency and a larger propor-tion of the fuel is not combusted fully, resulting in lower emis-sions. Succinctly, the hybrid light system achieves a 25 to 30 per cent fuel savings, compared to that of a full hybrid at up to 50 to 75 per cent (figures compare to a conventional diesel).

A refit is the perfect time to upgrade to hybrid – specifically due to the fact that a tugboat, with a life span of 40 years or more, must have the engines replaced every four to five years, or about 20,000 hours. In most cases, the fuel savings alone will pay for the cost of conversion in three to five years, says Brown. These hybrid systems offer a 20-year lifespan, or about 83,000 hours (“a compelling rationale to convert to a Corvus-powered hybrid,” he says).

As a means to encourage the green initiative, there are many local and federal grants available to owners and operators, as well as other initiatives such as low-interest loans and leasing options. The challenge, says Brown, is that these opportunities are not always well advertised. As a solution, Corvus Energy has a full-time employee who is available to help customers find the “hidden money”.

Undoubtedly, conventional tugs are far more prolific – there are only a handful of hybrids worldwide with more in progress being built. As this technology becomes more accepted by industry, Brown believes it will gain momentum.

“Due to increasing global fuel costs, we believe that in 20 years the vast majority of commercial work boats of all types will be hybrids,” says Brown. “Commercial operators are generally very conservative in their adoption of new technology, especially one that has such a big impact to their operation. They need assur-ances that the technology will work as advertised, and thanks to early adopters, such as Foss Maritime in the USA, Siemens in Europe, and Kotug in Holland, we are getting the validation.” R

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B.C. Tugboat 13

Future seafarers at the B.C. Institute of Technology are knee-

deep in training as they undergo interactive and challenging

on-ship learning – even before hitting the water.

BCIT’s Marine Campus (BMC) operates state-of-the-art marine

simulation and training systems for ship and tug bridges, as

well as power plant systems and continuous upgrades to its

facilities to uphold its commitment to be the most significant

maritime training and service provider.

With state-of-practice technology, the BMC is the leader in ma-

rine training in the Canadian Pacific Gateway. In fact, as associ-

ate dean Dr. Richard Wiefelspuett concurs, the North Vancouver

campus now offers a very comprehensive simulation portfolio

aligning BMC with leading marine training and research insti-

tutes around the world.

“The tugboat industry is by nature an extremely dynamic and

versatile sector which has proven time and again to be quite

capable of technical innovation,” he says. “It is a sector that ad-

justs swiftly to the ever-changing requirements of its clients.”

BCIT’s multi-million dollar simulators, launched in conjunction

with the Government of Canada and Transport Canada, and

supported by BC Ferries, Seaspan, the BC Coast Pilots and oth-

er significant stakeholders in the maritime industry, are used

to assist marine students with a range of simple-to-complex

tasks played out in life-like marine settings under real-world

BCIT’s virtual simulator a successBy Jillian Mitchell

Real life, real time


scenarios. The simulators also permit

the detailed assessment of vessel traf-

fic safety in constricted waterways

and harbours. In addition, the innova-

tive marine simulators are increasingly

used by tugboat professionals to train

mission critical maneuvers, according to

Wiefelspuett.

At the marine campus, students have

access to an advanced 360-degree

tug bridge simulator; seven new ship

bridges; a ship’s main bridge simulation

environment; an engine room simulator

(complete with ground-shaking audio

special effects and emergency lights);

various laboratories; an indoor train-

ing tank; a 35-metre pier extending into

the harbour; as well as typical college

amenities, such as a library and student

lounge.Disclaimer: IBE, Inc. is not affiliated with Marine Travelift, Inc. and any use of the words “Marine Travelift” and/or “Shuttlelift” is merely descriptive and does not imply any relationship between IBE and the manufacturer or distributor of such products.

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B.C. Tugboat 15

Marine Simulator at BCIT’s Marine Campus

A wide range of courses – cover-

ing the topics of Navigation, Marine

Engineering, Seamanship and Maritime

Security, as well as comprehensive ca-

det programs leading to the diplomas of

technical studies in Nautical Science and

Marine Engineering – are also offered at

the school, and many of the trained skills

are transferable to a wide range of ma-

rine operations.

To begin, many students may target the

popular 12-week entry ticket provided by

the Bridge Watchman Certificate, while

others may enroll for the full-term four-

year cadet program with aspirations to be-

come chief engineers or master mariners

on ocean-going vessels. Generally, entry-

level students will receive training in safe-

ty, seamanship, and emergency protocol

before going to sea and may opt for joining

crews on board tugboats engaged in har-

bour and escort duties, or in the diversified

field of tug-and-barge operations.

As Wiefelspuett confirms, the nature

of the maritime industry is invariably

changing and developing – much like

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that of the technological world. There is constant innovation, he

says, specifically as the overall shipping community increases in

size; for example, during the last decade, economies of scale have

dictated an upward trend in sizes of container ships to improve trans-

port efficiencies. Subsequently, the average size of container ves-

sels has increased from several thousand 20-foot equivalent units

(TEU) to now targeted capacities of 20,000 TEU – and tugs have

and will have to adapt to the handling challenges imposed by these

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We know that overall trade is increasing; this means

shipping is increasing, and this will drive the demand in the tugboat industry and for

tugboat operators.

B.C. Tugboat 17

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giants measuring 350 metres in length and more. Similarly,

increasing environmental awareness and corresponding

regulations, as well as fuel economy, are persistent drivers

of innovation in the tugboat industry.

“In B.C., the tugboat operations are quite diversified; as in

other industrial sectors, the outlook for career opportunities

in the tugboat industry to some extent, rise and fall with the

economy,” Wiefelspuett says. “We know that overall trade is

increasing; this means shipping is increasing, and this will

drive the demand in the tugboat industry and for tugboat op-

erators. My principle advice to everybody: if you do what you

like, you’ll be successful; the passion has to be there.” R

Please recycle this magazine when you are done.


Over the last century, tugboats have played a vital role in generating growth for British Columbia’s economy, as they pull more than their weight through the many inlets, channels, and waterways of Canada’s west coast. The powerful ves-sels are also a critical component in the safe-operating practices and procedures of a world-class port, as they assist large commercial vessels and help keep har-bours free from debris.

Prince Rupert has benefitted from the work of tugboats and their skippers for its entire history. As far back as the 1920s, there were dedicated towing vessels built from local old-growth wood on our waterfront shipyards, including the his-toric C.R.C. built in 1929 by legendary tow-boater captain Charlie Curry. The booming

forestry industry along B.C.’s coast pro-

vided untold tonnes of tow work and led

to the construction of many powerful tugs

to support the industry. Rivtow Marine ar-

rived in Prince Rupert in the late 1950s,

providing towing services for the Skeena-

Cellulose pulp mill on Watson Island. With

the purchase of well-known tug company

Armour Salvage and Towing in 1970,

Rivtow began to provide harbour towage

services to the ocean-going vessels that

visited the Watson Island pulp mill and

Prince Rupert grain elevator. Rivtow also

started a scheduled freight and fuel barge

service to the Queen Charlotte Islands and

other North Coast communities. Over 30

years, Rivtow acquired numerous other

towing and marine companies both in

Prince Rupert and throughout British

Columbia, becoming one of the largest towboat companies on British Columbia’s west coast by the late 1970s.

Captain Mike Stevenson began his career with tug company Northern Salvage and Towing, which was purchased by Rivtow in 1965. As a tug captain and later man-ager, captain Stevenson has witnessed firsthand the development of much of what we know today as the Port of Prince Rupert. During this period there have been both ups and downs. Now the man-ager of SMIT Marine Canada’s Northern B.C. harbour towage operations, captain Stevenson spends the majority of his time in their waterfront offices instead of the wheelhouse of a tug. Taking a short break from the administrative work that keeps him so busy, captain Stevenson

IMagecourTeSYofThePrInceruPerTPorTauThorITY

Tugs pull their weight and more at fast-growing B.C. portSubmitted by the Prince Rupert Port Authority

B.C. Tugboat 19

smiles when asked to reflect on his de-cades of experience working in the B.C. North Coast marine industry.

“I always loved the challenging jobs where you’re moving around to different loca-tions and doing different types of work all the time. This industry provides amazing opportunities and experiences that few others ever get, particularly on B.C.’s North Coast, and it remains the training ground for individuals looking to further their seafaring careers,” said Stevenson. “With the majority of work SMIT does now, our tug captains in Prince Rupert have many days and nights of routine ship docking. But as we all know, that can change in a flash and things become quite challenging.”

In the year 2000, SMIT International purchased Rivtow Marine and the com-pany name was later changed to SMIT Marine Canada Inc. In 2010, SMIT Marine Canada sold their barging fleet and today SMIT focuses solely on their core business of harbour towage, dock-ing, and undocking deep sea vessels visiting B.C. coastal ports. Like other port partners and stakeholders, SMIT

receives daily updates of pending arriv-als, departures, and other vessel activ-ity in Prince Rupert through the Prince Rupert Port Authority and ship’s agents, and are contracted to provide harbour towage service.

The scheduling system for SMIT’s har-bour towage is based on call-outs, mean-ing tug crews are lined up once a job is booked through a shipping line or agent. The working hours of a tugboat crew vary greatly day to day, due to the round-the-clock nature of the shipping business and the various factors that can cause delays. SMIT Marine Canada has a fleet of 21 tug-boats working in its group of companies, seven of which are stationed in Prince Rupert. Due to the diversity of the vessels assisted in the Port of Prince Rupert, a large diversity of tugs is required relative to the still low volumes of vessels visiting Prince Rupert. Locally, SMIT owns and operates two 1800hp conventional tugs, one line boat, and four tractor tugs, two of which are large ASD 65 metric ton bollard pull vessels. The Prince Rupert operation currently employs 22 people between their administrative office, main-tenance shop, and vessel operators, most

of whom were born and raised on the North Coast.

With the construction of Pinnacle Renewable Energy’s new wood pellet export terminal, SMIT’s current offices and moorage will be moving southward in 2013 to the site previously occupied by J.S. McMillan Fisheries Ltd. As for the future, SMIT and other local port-related businesses should have their work cut out for them, as the demand for experienced marine service providers intensifies with increased terminal capacities and new developments. In the meantime, SMIT is working hard on a structured process of continuous improvement, including care for the environment as members of the international Green Marine program.

“When port business grows in Prince Rupert, and it appears that it’s going to, eventually we might see competition in our line of business and we need to be ready to adapt accordingly,” says Stevenson. “Obviously we would like to see one of the proposed new terminals operating in the near future, since it potentially means more business for the likes of our compa-ny and many others in Prince Rupert.” R

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In collaboration with its hybrid technology partner,

XeroPoint Energy, Aspin Kemp & Associates (AKA) has

developed an innovative and efficient means of generat-

ing, storing, and distributing power on vessels. The hybrid

system is now deployed in several tugboats, including two

on the west coast of the United States.

One evening around the dinner table, a group of AKA em-

ployees discussed the desirability of a flexible power and

propulsion system that would allow a vessel operator to

choose the most efficient mode of operation at any given

moment. By the end of the conversation, the framework

for the XeroPoint hybrid system had been conceptualized.

“The concept was driven by the realization that we were

consuming way too much fuel by idling our engines and

we definitely weren’t doing the environment any favours

either,” says John Eldridge, hybrid project manager with

AKA and owner-operator of a whale-watching vessel in

St. Andrews, New Brunswick. “The motivation for the

hybrid system was originally for my eco-tourism vessel,

but after discussion with my colleagues at AKA, we real-

ized that the market for the system was much larger and

more diverse than just my specific application.”

In fact, AKA has identified the tugboat market as the

“sweet spot” for its hybrid technology.

Hybrid powers tugs on the West CoastBy Dylan Sheehan

Foss Maritime’s hybrid tugs, Carolyn Dorothy and Campbell Foss transit in the Port of Long Beach.

B.C. Tugboat 21

“The hybrid system takes advantage of duty cycle variability,

which means, vessels that have an operational profile with sev-

eral unique power and propulsion requirements are most likely

running their diesel engines inefficiently,” explains Eldridge.

“Typically, tugboats require a considerable amount of power for

a relatively small percentage of their duty cycle and spend large

portions of their operational day at low power,” adds Eldridge.

In 2006, AKA began discussing the concept with Foss Maritime

and the developments that followed would revolutionize marine

propulsion system design.

“When we met Foss, they were well into the construction of a

series of new ‘Dolphin Class’ tugs. Foss had already undertak-

en a number of initiatives that had demonstrated the company’s

commitment to reducing its environmental impact. Ultimately,

Foss’ goal was to build one of its new vessels with a fuel-

efficient hybrid propulsion system,” explains Paul Jamer, VP

corporate development with AKA.

A review of the operational data from Foss’ existing harbour-

assist vessels indicated, as anticipated, that full power was very

rarely used (less than five per cent of the time). Conversely, the

vessels were spending in excess of 85 per cent of their operat-

ing time at less than 15 per cent of their rated power. The result

was that the diesel engines were operating at their worst fuel

efficiency for the majority of the time.

The design of the propulsion system for Carolyn Dorothy –

the world’s first hybrid tugboat, addressed this problem. The

XeroPoint hybrid system provided the flexibility in the configu-

ration required to enable the propulsion system to be optimised

for those points of its duty cycle where the vessel spends the

majority of its time.

The XeroPoint hybrid system provided the flexibility in the configuration required to enable the propulsion

system to be optimised for those points of its duty cycle where the vessel spends the majority of its time.


“The results were dramatic,” said

Jamer. “Third party analysis of Carolyn

Dorothy’s hybrid system, as compared

to a sister vessel working in the same

harbour, indicated a 27 per cent re-

duction in fuel consumption, a 73 per

cent reduction in particulate matter,

and a 51 per cent reduction in NOX.”

Foss and AKA have now received joint

patent protection for the hybrid sys-

tem and have recently completed the

hybrid conversion of a second Dolphin

class vessel, Campbell Foss.

“The best part about the hybrid system

is that everyone involved benefits from

the technology. Foss has reduced their

fuel consumption in the hybrid vessels

by over a quarter and they continue

to lead the industry as environmental

stewards. At AKA, we believe that this

is the way of the future and we look for-

ward to playing our part, as owners and

operators strive for a healthier environ-

ment and bottom line,” says Jamer.

Catherwood Towing Ltd.

101-32885 Mission Way, Mission, BC V2V 6E4

PHONE604.826.9221 | 604.462.9221 | 604.533.9221

FAX604.826.9223

“WORKING THE FRASER RIVER AND B.C. COASTFOR OVER 40 YEARS!”

Specific Fuel Consumption and Duty Cycle Profile Graph: the hybrid system optimizes the power plant to be efficient at peak points throughout the duty cycle and mitigates the effect of the specific fuel-consumption curve.

The best part about the hybrid system is that everyone involved benefits from the technology.

“Third party analysis of Carolyn Dorothy’s hybrid system, as compared to a sister vessel working in the same harbour, indicated a 27 per cent reduction in fuel

consumption, a 73 per cent reduction in particulate matter, and a 51 per cent reduction in NOX.”

B.C. Tugboat 23

Aspin Kemp & Associates (AKA) is a systems integrator delivering innovative products, technically advanced services, integrated systems documentation, and world-class training primarily to the ma-rine and offshore industry. R

For more information, please contact Paul Jamer (902) 489-2521, or email [email protected].

Quoddy Link Marine: John Eldridge’s eco-tourism vessel that was the inspiration for the hybrid system.

index to advertisersAscom/International Boatlift Exchange ........................ 14

Aspin Kemp & Associates ............................................... 21

BCMEA - COR Program .....................................................9

Bracewell Marine Group ....................................................7

Catherwood Towing Ltd. ................................................. 22

Chevron Canada ............................................................OBC

CMC Electronics ..................................................................9

Cokely Wire Rope Ltd..........................................................6

North Island College ......................................................... 17

Osborne Propellers ........................................................... 12

Pacific Wire Rope Ltd. ...................................................... 19

Redden Net & Rope Ltd. ................................................ IFC

Roton Industries ..................................................................4

Seacom Marine Electronics Ltd. ......................................8

Stryker Electronics Ltd. ................................................... 15

United Engineering .............................................................7

Washington Chain & Supply, Inc. .....................................8

Chevron Legacy in Coal HarbourContinuing Chevron’s long-standing tradition of safely providing

quality services and products to the marine community

© 2012 Chevron Canada Limited. All rights reserved. CHEVRON and the Chevron Hallmark are registered trademarks of Chevron Intellectual Property LLC.

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