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2015

Contents

B.C. Tugboat 3

DELCommunications Inc.

Published byDEL COMMUNICATIONS INC.

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President:David Langstaff

Publisher:Jason Stefanik

Managing Editor:Cindy Chan

[email protected]

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David Bradford Terry Engler

Melanie Franner Shane L. Hall

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PRINTED IN CANADA05/2015

COVER PHOTO COURTESY OF BC FERRIES

Editor’s message ............................................................................4

Ferry gets renewed lease on life with $7.7 million upgrade.........5

The SS Master: Icon of the West Coast towboat industry ............8

The importance of a good crew ..................................................10

Can tugboats protect the B.C. coastline? ................................... 12

Tug life .......................................................................................... 18

Index to Advertisers .................................................................... 19

4 B.C. Tugboat | 2015

Editor’s MEssagECindyChan

We don’t see many tugboats in my neck of the woods, the Canadian prairies. However, it’s been a real eye-opener to learn about such an important mode of transportation to the people of British Columbia.

In this issue, you will find a variety of stories, ranging from an update on the Queen of Oak Bay renovation to an arti-cle that begs the question, “Can tugboats

protect the B.C. coastline?” A man even questions the future of tugboats on the West Coast. There is no shortage of dif-fering opinions.

One thing is for sure: people are passion-ate about tugboats in B.C., and we hope to radiate the same passion in these pages.

Cindy Chan R

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!”

B.C. Tugboat 5

Built for British Columbia Ferry Services

Inc. (BC Ferries) in 1981, the Queen of

Oak Bay has long been a trusted and

reliable component of the company’s

35-vessel fleet. Capable of carrying 360

vehicles and 1,488 passengers and crew

on each of its four round trips a day – 365

days a year – the ferry is a vital trans-

portation tool for individuals travelling

the popular route between Horseshoe

Bay in Vancouver and Departure Bay in

Nanaimo.

“The ferry service has been an intricate

part of the West Vancouver commu-

nity for decades,” states District of West

Vancouver mayor Michael Smith. “The

service to Bowen Island, Langdale and

Nanaimo is well-used and appreciated by

millions of passengers annually. We are

pleased to see the upgrade to the Queen

of Oak Bay, one of the regular ferries on

the route to and from Departure Bay.”

Upgrades for an old friend

In November 2014, the Queen of Oak Bay

entered into the first phase of its three-

quarter life upgrade project – an impor-

tant milestone in the vessel’s history.

By Melanie Franner

Ferry gets renewed lease on life with $7.7 million upgrade

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eSThe Queen of Oak Bay is slated to enter its second phase of upgrades from November 2015 to February 2016.


“BC Ferries usually plans on a 40-year

lifespan for its vessels,” explains Mark

Wilson, vice-president of engineering at

BC Ferries. “We conduct planned refits

for these vessels at the 10- and 30-year

mark, which is the quarter and three-

quarter life points. We do the more sig-

nificant service overhaul at the mid-life

point, which is usually around 20 years.”

According to Wilson, the first phase of

the three-quarter life upgrade project

conducted on the Queen of Oak Bay was

focused primarily on areas of the ship lo-

cated “below the water line”. This work

included the following safety and me-

chanical improvements: crucial systems

renewals (piping and equipment); propul-

sion overhauls and renewals; electrical

distribution upgrades; elevator upgrades;

installation of local application water mist

on main engine-room machinery; en-

ergy efficiency upgrades, including LeD

lighting in machinery compartments and

HVAC upgrades; large-scale steel renew-al; and regulatory surveys.

“This extensive upgrade is an important investment in one of our major vessels, which will ensure we maintain a safe, reliable and efficient service, and in the process, stay focused on fare affordability for the benefit of our customers,” states Wilson.

The Queen of Oak Bay will undergo the second phase of its three-quarter-life up-grade from November 2015 to February 2016. This second phase will focus pri-marily “above the water line” and will include customer accommodations and disembarking areas and bridge improve-ments, among other things.

“We opted to do the three-quarter life up-grade in two phases to better accommo-date the needs of our customers,” says Wilson, adding that the company typically puts most of its 35 vessels on a dock-ing program once in every four years

The Queen of Oak Bay with city skyline.

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B.C. Tugboat 7

or twice in every five years. This makes it tough to take a vessel out of rotation for any significant length of time without compromising existing sailing schedules.

The Queen of Oak Bay is the first of BC Ferries’ C-class vessels to undergo a three-quarter life upgrade. The Queen of Surrey will follow with the first phase of its three-quarter-life upgrade in February 2016.

A ship out of waterVancouver Drydock Company Ltd. was awarded the contract on the upgrade project of the Queen of Oak Bay. The company, which is part of Seaspan, un-dertook the work at its North Vancouver facility.

“We completed the upgrades within the two months allotted,” states Vancouver Drydock vice-president and general manager Paul Hebson, adding that the low Canadian dollar has made for busy times at the company, with an influx of American customers. “BC Ferries is one of our oldest customers and probably the largest vessel operator on the coast. We made sure to complete the work within their set schedule.”

According to Hebson, this three-quarter life upgrade project included typical im-provements to the vessel.

“Items that were atypical were the energy efficiency upgrades and the water mist system,” he states. “The water mist sys-tem is a new capability for the vessel. The steel renewal was a typical upgrade but the sheer amount of steel involved made it a bit more unusual.”

That being said, Hebson states that it was good to see the Queen of Oak Bay head back out for renewed duty with the en-hanced capabilities necessary for many more years of service. R

PublicationB.C. Tugboat

IssueApril

SizeIsland (half page vertical)

DeadlineApril 30, 2015

FeaturesŸ Supporting “Protecting

the BC Coastline” Editorial

Authorization

Jim:________________

Rob:________________

Leading by Design

RAsalvor SeriesOffshore Rescue/Salvage Tugs

“This extensive upgrade is an important investment in one of our major vessels, which

will ensure we maintain a safe, reliable and efficient service, and in the process, stay focused on fare affordability for the benefit of our customers”

Mark Wilson, vice-president of engineering at Bc ferries


In seven years, the steam tug Master will

be 100 years old.

Built in Vancouver’s False Creek in 1922

by renowned designer and builder Arthur

Moscrop, she is a classic example of the

log-towing tugs that worked the West

Coast for generations. The Master is the

oldest surviving wooden steam tug with

original equipment in North America. She

typifies the resourcefulness of designers,

builders, owners and crew that support-

ed and grew the maritime commerce of

coastal British Columbia.

Like other significant heritage vessels

around the world, the Master represents

something much larger than her own

particular history. From the early days of

towing sailing ships to port to supporting

the forestry, fishing and construction in-

dustries, tugboats have played a critical

role in moving products of all types along the coast. In many places in the world, heritage vessels have come to represent something meaningful, a recognition and celebration of local maritime history, and they have, often with great effort, been preserved. They each have a particular claim in history either from significant events, as a representative of a particular vessel type or as evidence of the evolu-tion of design and use.

By David Bradford

the ss Master: icon of the West Coast towboat industry

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The SS Master Society is currently raising funds to make repairs to the Master (pictured) in time for her 100th year in 2022.

B.C. Tugboat 9

The Master, proud to have her place in this evolution, was built during the golden age of West Coast tugs for Capt. Herman Thorsen who operated it under the Master Towing Company. The Master worked for 37 years for several compa-nies towing logs, coal and gravel barges, fuel and limestone. She has the highest evolution of reciprocating maritime steam technology from more than 200 years of development, including the addition of steam-powered steering and towing winch and generator. The engine, built in 1916 by William Beardmore’s Speedwell Iron Works Co. in Coatbridge, Scotland, is still running well today, and turns an eight-and-a-half-inch propeller at about 100 r.p.m. To stand beside the work-ing engine underway is an experience indeed.

For 52 years since retirement, the Master has found her place in public life oper-ated under the SS Master Society. every year, thousands of visitors marvel at her stout B.C. fir workboat construction, her triple expansion steam engine and scotch boiler and her spartan accommodation for a crew of eight.

The B.C. West Coast is one of the most

significant coastal towing areas in the world, and is one of the very few where the only source of transportation for natural resources and goods was by tug and barge. Many enterprising individuals and companies sought and created inno-vations and solutions for this constantly changing industry. That challenge con-tinues today with more powerful, maneu-verable and capable tugs taking on ever larger tasks.

Through the efforts of the SS Master Society, this proud history of coastal tow-ing has recently been recognized by the Canadian federal government. Tugboating along the West Coast has been desig-nated as an event of National Historic Significance, and the Historic Sites and Monuments Board of Canada will provide a bronze plaque commemorating this unique part of B.C. coastal history and specifically referencing the Master.

Today, the Master is being recognized and supported by the towboat industry she so well represents. The SS Master Centenary Project is committed to rais-ing the funds necessary to complete some major repairs in time for her cen-tenary year in 2022. This project has

been unanimously endorsed by the mem-ber companies of the Council of Marine Carriers, the organization representing all the major marine towing companies in B.C. To date, significant support has been received from many prominent com-panies in the industry including robert Allan Ltd., Seaspan Shipyards, Island Tug and Barge, Ledcor resources and Transportation, SAAM-SMIT Canada Inc. and many other companies that also have deep roots in B.C.

The Master is also the flagship for the annual Vancouver Tugboat Festival on Granville Island, which was created in 2014 by the SS Master Society, celebrat-ing the towboats of B.C. and their contri-bution to the economic foundations of this province. The public is given a rare op-portunity to board the tugs and talk with the crews.

All who recognize the important contribu-tion of the towing industry to the growth and development of the coastal economy of B.C. are encouraged to lend their sup-port to this important project of saving and restoring the Master. Donations can be made online at the SS Master Society website (ssmaster.org). R

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There’s nothing easy about running a tugboat in British Columbia’s often dan-gerous waters – and that’s why the skill of the crew is so important.

British Columbia tugboat crews bring great experience and record of safety to the critical job of assisting shipping of natural resources and other products. Tugboats are a big part of B.C.’s econ-omy, ensuring that the largest freight-ers can safely navigate in and out of the

province’s ports with their precious car-

goes of various items.

And it’s tugboats that guide imports

aboard ships from countries around the

globe into B.C. harbours – from cars we

drive that were manufactured in Japan

and Korea to the wines of the world we

drink to the televisions we watch and so

much more.

These cargoes are not only extremely

important to the province’s prosperity – all are worth enormous amounts of mon-ey and some would cause great devasta-tion if the ship ran aground on our fragile and ecologically sensitive shoreline.

So the crew members of a tugboat not only have a tough job to do navigating through tricky tides in rain and snow, day and night – but their work is also abso-lutely essential to the province’s economy and its environment.

By Terry Engler

the importance of

A Good Crew

Tugboat Pacific Force from Seaspan hauling barge.

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B.C. Tugboat 11

That’s why the 300 men and women who are members of the International Longshore and Warehouse Union (ILWU) Local 400 are proud of the training and experience they bring to every job and the record of safety at sea that assures ship owners and shippers they are in the best possible hands.

ILWU Local 400 represents about 80 per cent of all unlicensed crew members on B.C. tugboats and has done so since 1958.

The union emphasizes safety above all, because so much depends on it for not just the lives of the crews on both tug-boats and freighter but the protection of B.C.’s beautiful coastline and shores.

Tugboat crews also understand the vital role they play in B.C.’s economy.

That’s one reason why they often work 12-hour shifts, sometimes for seven days straight, in difficult conditions away from family and friends – because bringing goods to and from port efficiently and on time requires it.

These sailors know that B.C. needs the sustained economic growth from exports to allow good wages to be paid and public services provided.

And ILWU Local 400 ensures that our employers have the best possible tugboat crews of experienced men and women, crews who get ships’ valuable cargoes in and out of port safely at all times of day and in all weather conditions. R

“Ride along with these brawny boats as they catch the swells and waves of the wild West Coast, navigate deadly tidal rapids and squeeze through a winding

maze of boats and bridges as they ply the mighty Fraser River.”

~ skookuM tugs: British coluMBia’s Working tugBoats By peter a. roBson

Tugboat crews don’t get to enjoy the beautiful Vancouver area scenery even on a sunny day.

Seaspan tugboats and barges on the Fraser River.

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The ports, communities and people of

coastal British Columbia rely almost exclu-

sively on ship-borne traffic for their liveli-

hoods and as the means by which they

obtain the majority of their daily needs

for food, housing and transportation. To

totally ban all shipping in B.C. waters

might eliminate the risk of pollution to the

coastline but would, in effect, kill the pro-

vincial economy.

Virtually every ship sailing these waters

carries oil in one form or another as fuel,

and in almost every case a single steel

membrane (the ship's shell) separates

that fuel from the surrounding ocean. In

spite of that fact, the number of oil spills

is thankfully almost negligible. All tankers

in service after 2010 carry their entire

By Robert Allan

Can tugboats protect the B.C. coastline?

A nav-aids vessel with towing gear and large buoy-handling crane. PHOTO By rOBerT ALLAN LTD.

B.C. Tugboat 13

cargo capacity within double-hulled, pro-

tective structures.

The recent incident with the russian

container ship, Simushir1, gave many an

opportunity to voice their concerns about

the sanctity of the B.C. coastline. It is use-

ful to understand some basic facts about

shipping and the potential for shipping in-

cidents on the B.C. coast, and what type

of tugboat capability would actually be

required to provide a reasonable degree

of response capability and at what cost.

In the days of sailing, the West Coast

of Vancouver Island was known as the

"graveyard of the Pacific", a vast, rocky lee

shore upon which foundered many sailing

ships in the 19th century. However, with

the advent of steam and diesel propul-

sion, ships were no longer entirely at the

mercy of the weather. The safety record

of shipping on the B.C. coast has subse-

quently been excellent for generations

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– not completely incident-free, but, none-

theless, still excellent. The statistics of the

Transportation Safety Board of Canada

(TSB) are difficult to interpret with re-

gard to reported large vessel groundings.

Initial attempts to obtain specific data

from the TSB on west coast groundings

of large vessels were unsuccessful (fur-

ther data is currently pending). However,

from TSB-published information, one can

deduce that in the entire western region,

there have been potentially one to two

vessel groundings per year for the past 16

years. The majority of these will be ves-

sels touching bottom at their berths (gen-

erally a non-critical incident), but without

examining every incident in detail, it is

impossible to determine. Anecdotally, one

would be hard-pressed to recall more

than two to three serious groundings on

the outer west coast in the past 40 years.

In the summary to his report to the Living

Oceans Society [1], Stafford reid states:

"The 1988 Nestucca oil barge rupture

off of the West coast of Vancouver Island,

followed soon after by the 1989 Exxon

Valdez oil tanker grounding in Alaska

galvanized public attention on oil spill pre-

vention, preparedness and response along

the Pacific West coast. The public and

government focus after these events was

on the oil spill consequence of the vessel

casualties, not the casualty itself. More re-

cent vessel casualties have drawn atten-

tion to other environmental consequences,

notably the grounding of two freighters:

the New Carissa in Oregon (1999) and the

Selendang Ayu (2004) in Alaska. These

incidents raised awareness in the United

States to the need to address all aspects

of a major vessel casualty, and not just

the oil spill impact or threat. This includes

measures to salvage the vessel, to off load

its cargo and fuels, and to remove wreck-

age so as to prevent or minimize environ-

mental damage.

Along Canada's Pacific coast there have

only been a few near-misses. Therefore,

vessel casualty risk and their impact man-

agement have not garnered the same lev-

el of public and government attention as in

the United States. It has been recent vessel

and barge accidents in British Columbia

that have caught public attention to both

oil spill risk and the problem of address-

ing sunken ship wrecks; notably the 2006

sinking of the Queen of the North ferry

in Wright Sound, and the 2007 LeRoy

Trucking barge equipment dumping into

Johnstone Strait."

There are virtually zero groundings or

strandings of larger ships on the west

coast of Canada upon which one might

develop a statistical model. However,

if one looks at the entire west coast of

Canada and the U.S. as the regional base

for data, then one can cite approximately

12 incidents in the past 40 years (see ref.

[1]) that were or had the potential for a

serious grounding incident.

This number of real or potential seri-

ous incidents has to be compared to the

actual number of large vessels plying

these waters. The Chamber of Shipping

of British Columbia reports that there

are about 3,800 ship calls per year at

B.C. ports; parallel to this is shipping to

major U.S. west coast ports which may

transit B.C. waters. reid [1] cites the

West Coast Offshore Vessel Traffic risk

Management Project (WCOVTrM) report

[2] as follows:

"The study estimated over 19,000 ves-

sel transits from Alaska to California dur-

ing the year. The majority of vessels are

large commercial vessels such as contain-

er ships and bulk carriers...after deducting

unknown "last port of call" vessels, 12,646

vessel arrivals in Pacific West coast ports

were considered coastwise transits."

Therefore, one can safely and conser-vatively assume 12,500 ship calls on the west coast of North America which may transit B.C. waters. each of those ship calls likely has both an inbound and an outbound "move", so a number of 25,000 ship moves per year in these regional wa-ters seems a reasonable estimate of total traffic volume (approximately 70 moves per day over the entire coastline). Note that this number deliberately does not include smaller vessel movements such as fishing vessels, tugs and barges and ferries.

The probability of a serious "potential" incident is therefore about 1 in 100,000 (0.001 per cent). Note this only refers to an incident which may occur, and which then might lead to a potential grounding or similar.

The B.C. coastline measures just under 1,000 kilometres long north to south, but when all the inlets and islands are con-sidered, it presents 25,725 kilometres of coastline.

The absence of a dedicated rescue tug anywhere on the B.C. coast has been cited as a major issue, but how does one realistically develop a rescue tug system to protect such a vast and intricate coast-line? What is a suitable response time? Should tugs be able to respond in the ab-solute worst case conditions? What is the real probability of an incident? Who will pay for the rescue service? Where will a tug be when an incident occurs? How many tugs would be enough to provide sufficient response capacity to the whole coast?

Many of the above questions were asked when the Tanker exclusion Zone (TeZ) was prescribed to protect the B.C. coast from the regular transits of American oil tankers from Alaska to the refineries in Puget Sound:

B.C. Tugboat 15

"The purpose of the TEZ is to keep laden

tankers west of the zone boundary in an

effort to protect the shoreline and coastal

waters from a potential risk of pollution.

The zone boundary follows the Canada/

Alaska border to a point approximately

115 miles west of Langara Island, thence

southward to approximately 73 miles

southwest of Cape St. James, thence to 40

miles southwest of Amphitrite Point and

thence due east to just off Cape Flattery.

[CCG website: http://www.ccg-gcc.gc.ca/

e0003909)]

A similar "shipping exclusion zone"

strategy could be employed for all ship-

ping, which presently only has to be 12

miles offshore to be considered outside

Canadian waters. The farther offshore a

ship is, the more response time a res-

cue vessel has. This is by far the sim-

plest method by which to improve coastal

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safety, and is not a new idea, having been

recommended by both Brander-Smith

[3] and Anderson [4] in their reports

concerning oil-spill preparedness on the

B.C. coast. Typical large ships will drift

at about three to four n. miles (nautical

miles) per hour in the more severe wind

and tidal conditions on this coast. If a re-

sponse time of no more than 24 hours

is required to any location on the outer

coast, then traffic must be kept effectively

100 miles offshore (the present TeZ var-

ies from more than 100 miles wide in the

north to about 40 miles wide at the en-

trance to Juan de Fuca Strait). Then one

must consider where any response ves-

sels should be based. At a probable aver-

age response speed of no more than 12

knots in severe weather, a rescue tug can

cover only 288 n. miles in a day, and 250

miles is needed to allow for mobilization

time and uncertainties. That 1,000 miles

“The B.C. coastline measures just under 1,000 kilometres long north to south, but when all the inlets and islands are considered, it presents 25,725 kilometres of coastline.”

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(by 100 miles wide) of outer coastline

could then be covered by four relatively

fast and capable ocean rescue tugs. Let’s

say there would be one each at Victoria

and Prince rupert at the far (and busier)

ends of the coast, one at Bamfield and

one somewhere near the north end of

Vancouver Island. These would have to

be large, powerful and seaworthy tugs to

cope with the North Pacific winter con-

ditions and to be able to tow the largest

ships anticipated in these waters. They

would be no less than 45 to 50 metres

in length, with a towing capability of no

less than 120 tonnes, corresponding

to an installed power of about 10,000

horsepower.

The many thousands of kilometres of "in-

ner coast" must be considered as much

safer, as they are largely protected from

the ocean forces. There are many inshore

areas exposed to severe winds but there

are also many places of refuge and more

local traffic, especially a range of barge-

towing smaller tugs which could be called

upon for support, even if only marginally

adequate. The inside passages are also

not widely used by large ships other than

cruise ships and ferries.

Large tugs of the type described above

are not uncommon, but the days of hav-

ing salvage or rescue tugs stationed

around the world's busiest shipping lanes

hoping to rescue a disabled ship (and get

paid well for doing so) are largely gone.

Modern ships are safer and more reliable

than their forebears. Communications

and tracking devices are far more accu-

rate. Protocols for monitoring and con-

trolling vessel traffic in near-coastal situ-

ations are well-established.

So it is practical to consider a rescue tug

system on the B.C. coast, but only in con-

junction with a system of traffic control

and limiting offshore distances to ensure

appropriate and sensible times for re-

sponse. But who pays, and what do the

crews do to combat the boredom of being

"on call" 99.99 per cent of the time with

nothing else to do?

Tugs that do nothing but wait for an emer-

gency are not viable. Coastal safety is a

federal responsibility administered by the

Canadian Coast Guard (CCG). Their ships

are typically configured for multi-tasking,

with the primary role of maintaining aids

to navigation, and secondarily support-

ing Search and rescue and fisheries pa-

trols operations. Most of their ships are

primarily buoy tenders and have modest

towing capabilities but nothing suitable

for towing large ships at sea. The most

practical solution would be to reconfigure

the west coast Guard fleet to comprise

primarily rescue towing vessels which

are equipped with suitable gear for the

other nav-aids and Search and rescue

missions.

The rescue towing concept as described

addresses the risks from current levels of

general shipping on the West Coast, and

would certainly provide an increased level

of security for any foreseeable growth in

west coast shipping, regardless of what-

ever deep-sea vessel type one consid-

ers. All of the various oil transportation

and LNG tanker projects proposed for

the B.C. coast to date have been or are

presently examining, in depth, the specif-

ic tugboat capabilities required to safely

escort and berth the tankers involved in

each specific project. Until such time as

some of these projects materialize, it is

difficult to say what synergies might ex-

ist among those projects to share tug

resources. However, energy distribution

company enbridge Inc., in particular,

has certainly identified the most capable

class of escort/rescue tug available in the

world today as the type of tugs required

for, and which would be dedicated to

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B.C. Tugboat 17

the Northern Gateway Pipeline project.

These tugs would have as a primary re-

sponsibility ensuring the safe passage of

tankers using the enbridge facilities, and

only after any such tankers were safely

anchored out of harm's way could these

tugs potentially respond to a general

ship-in-distress emergency on the outer

coast. A non-private, coast guard tug ca-

pability seems the only logical answer for

broad-based coverage.

In conclusion, it is certainly feasible to

consider a system of large rescue tugs to

aid in the protection of the B.C. coastline,

but the economics of that operation are

not trivial and the probability of an inci-

dent is very low. The existing CCG fleet

mix has been demonstrated as capable

in moderate conditions with a small ship,

but is not sufficient to deal with a large

ship towing emergency in more severe

conditions.

Therefore, such a rescue tug capability

should most sensibly be considered as

an integral and primary part of an over-

all revised coast guard plan for all their

required vessel operations on the B.C.

coast.

REFERENCES

[1] Stafford reid, enviroemerg

Consulting, “Major Marine Vessel

Casualty Risk and Response

Preparedness in British Columbia”

for Living Oceans Society, 2008.

[2] The West Coast Offshore Vessel

Traffic risk Management Project:

Sponsored by the Pacific States/

British Columbia Oil Spill Task

Force, 2003.

[3] Brander-Smith, David (Chair); Final

Report of the Public Review Panel

on Tanker Safety and Marine Spills

Response Capability, Transport

Canada, 1990.

[4] David Anderson – Special Advisor;

Report to the Premier on Oil

Transportation and Oil Spills,

November 1989. R

1 The Simushir lost power on the evening of Oct. 16 last year and was towed to port in Prince Rupert, B.C.

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It has been more than a century since tugboats began working along the rugged coast of British Columbia.

The history is rich and dramatic. In 1995, we tugboat enthusiasts at Tugboats of British Columbia (tugboatvideo.com)1 began to document the industry on the Fraser river, a working river home to a number of marine towing compa-nies, such as North Arm Transportation, riverside Towing, and Hodder Tugboat Co. Ltd.

years ago, Hodder Tugboat Co. Ltd. presi-

dent Bob Hodder, who passed away in

1998, gave us the thumbs up to board the

tug Jessie Hodder to film a 12-hour shift.

That was the start of many days, weeks,

months and years capturing marine tow-

ing up and down the coast. We met many

mariners who were happy to share their

experience and history with us. Some of

them hailed from places like Campbell

river, where there is a unique breed of

tugboat mariners who work in some of

the world’s most unforgiving seas. We learned of tragic loss and great rewards for these people who chose to work on the tugs.

Many have written about the tugboat industry. A handful of books really cap-tured the tugboat life with some great interviews of some key players in the in-dustry like Against Wind and Weather: The History of Towboating in British Columbia by the late Ken Drushka. Another author is S. C. Heal, a man who has great insight

By Shane L. Hall

Tug Life

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TOS

By S

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L. H

ALL

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The tug Capital “C” is seen entering Port Moody.

B.C. Tugboat 19

PHO

TOS

By S

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.

1 Tugboats of British Columbia is a website dedicated to those who have worked in marine transportation.

index to advertisersB.C. Maritime employers Association ........................... 13

Bracewell Marine Group Ltd. .......................................... 15

Catherwood Towing Ltd. ....................................................4

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

CMC electronics ................................................................ 16

Donaldson ropes .............................................................. 17

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

redden Net & Samson rope ........................................ IFC

robert Allan Ltd. ..................................................................7

Seacom Marine electronics Ltd. .................................... 15

Stryker electronics .............................................................6

Superior Lidgerwood Mundy ............................................4

What is the single biggest challenge to the

marine towing industry? It could be finding

dedicated crew members that have tug life

in their blood and spirit like those long be-

fore them who, with pride and conviction,

helped build B.C.’s towing legacy. R

to the tugs and has self-published a num-ber of books which include information on key players in the growth of the B.C. towing companies. Unfortunately, history is fading with the loss of many old-timers who spent their lives on tugs. Their vast knowledge and experience cannot be re-placed by textbooks.

Future of tuggingThe future of marine towing on this coast seems secure – if you have deep pock-ets or a secure contract to provide tow-ing services. We have seen companies fade into history as well. Changes are constant, and some find these changes hard to accept. Gone are the glory days of towing. The men and women who played such a huge part in tugboat history are leaving us, and their departure leaves a void. Today’s mariners are a different breed and, in our observations, many do not have the same zeal and passion for the job.

The tug Sea Imp IX of Catherwood is moving along the Fraser River.

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

quality services and products to the marine community

© 2014 Chevron Canada Limited. All rights reserved. CHEVRON and the Chevron Hallmark are registered trademarks of Chevron Intellectual Property LLC.

BCTug-FullPage2014.indd 1 11/17/2014 4:07:09 PM

b.c. tugboat spring 2015

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