Vessel Inventory Current and Future Use

Pattullo Bridge Replacement Project Navigational Assessment

Vessel Inventory Current and Future Use

Source: Marine Group

Source: Seaspan Marine Group

Source: BC Shipping

Prepared by: TyPlan Planning and Management Prepared for: Parsons Inc. Date: February 2018

Last update February 22, 2018

PATTULLO BRIDGE REPLACEMENT: VESSEL INVENTORY

CURRENT AND FUTURE USE

FINAL REPORT

Prepared for: Parsons

Prepared by:

Tel: (604 461-6664 Fax: (604) 461 6668

Project No.: 2016-06-01

February 2018

Document Number

PATTULLO BRIDGE REPLACEMENT: VESSEL INVENTORY

CURRENT AND FUTURE USE

FINAL REPORT

Prepared for Parsons Inc.

Prepared by Typlan Planning and Management

February 2018 Lead Author: Russ Tyson, Project Director

Section Contributors: Russ Tyson, Project Manager

Task Lead Review by: Russ Tyson

Accepted by: Parsons

February 2018 Document Number 2016-06-01 i

Final Report Authorship

AUTHORSHIP

Russ Tyson, Project Manager

February 2018 Document Number 2016-06-01 ii

Final Report Table of Contents

TABLE OF CONTENTS

List of Tables ............................................................................................................................................ iii

List of Exhibits ......................................................................................................................................... iii

List of Appendices ................................................................................................................................... iii

1 BACKGROUND ............................................................................................................................. 1

1.1 Limitations of this Review ...................................................................................................... 2

1.2 Vessel Data Presentation and Sources ................................................................................ 2

1.3 Liability Disclaimer ................................................................................................................... 2

2 OVERVIEW OF COMMERCIAL MARINE OPERATIONS ON THE FRASER RIVER ................. 3

2.1 Navigation via Queens Reach .............................................................................................. 3

2.2 Vessel Inventory Data and Key Observations ...................................................................... 4

2.2.1 Vessel Categories ....................................................................................................... 4

2.2.2 The Passing of the Self Dumping Log Carrier/Barge ................................................ 5

2.2.3 Total current and future Transits of the Pattullo Bridge ............................................. 5

2.2.4 Total Current and Future Transit of the Pattullo Bridge by Vessel Category .................................................................................................................. 7

2.2.5 Average Vessel Beam by Vessel Category ............................................................... 9

2.2.6 Average Vessel length by Vessel Category ............................................................ 11

2.2.7 Percentage of Current and Future Transits by Vessel Category ............................. 13 2.3 Summary of Findings ....................................................................................................... 16

February 2018 Document Number 2016-06-01 iii

Final Report Table of Contents

List of Tables

Table 1: Types of Vessel Groups ................................................................................................... 4 List of Exhibits

Exhibit 1: Total current and future Transits of the Pattullo Bridge ..................................................... 6 Exhibit 2: Total Current and Future Transit of the Pattullo Bridge by Vessel Category .................... 8

Exhibit 3: Average Vessel Beam by Vessel Category ..................................................................... 10

Exhibit 4: Average Vessel length by Vessel Category ..................................................................... 12

Exhibit 5: Percentage of Transits by Vessel Category: Current ...................................................... 14

Exhibit 6: Percentage of Transits by Vessel Category: Future ........................................................ 15 List of Appendices

Appendix A Pattullo Bridge Replacement Project: Inventory of Vessels Transiting the Pattullo Bridge

Appendix B Article by Syd Heal: The Passing of the Log Carrier

February 2018 Document Number 2016-06-01 1

Final Report Section 1: BACKGROUND

1 BACKGROUND Parsons Inc. (PARSONS) retained TyPlan Planning and Management (TYPLAN) to collect and verify vessel design characteristics for all vessels transiting the Pattullo Bridge. The vessel design characteristics include vessel length overall (LOA), beam, air draft, displacement tonnage, deadweight tonnage (DWT), laden/unladen status based on upstream and downstream transits, both currently and in the future, based on forecasts from the marine operators. The inventory forms part of ongoing technical studies supporting the replacement of the Pattullo Bridge (PBRP or the Project).

The vessel inventory will be utilized to support the following studies:

1. Pattullo Bridge Replacement Project - Vessel Collision Force and Risk Assessment (PARSONS)

2. Pattullo Bridge Replacement Project - Navigational Assessment (TYPLAN)

Technical Memo: Pattullo Bridge Replacement Project, Navigation Protection Zone. The inventory is based on information compiled from the following reports:

• The New Port Mann Bridge Vessel Collision Risk and Force Assessment Port Mann Highway 1 Project Final Rev 0 (Worley Parson Westar/TYPLAN; March 2009)

• Port Mann Bridge Vertical and Horizontal Clearance Assessment (Westmar /TYPLAN 2009)

• Port Mann Bridge Navigational Assessment (TYPLAN 2009)

• New Westminster Rail Bridge Rail and Marine Demand Study (Declan/TYPLAN 2010)

• Queensborough to Quayside Navigational Assessment (TYPLAN 2015)

The abovementioned reports represent a starting point in the compilation an updated inventory in determination of the types of, and frequency of, vessel transits via the Pattullo Bridge.

This vessel inventory was specific to information provided by key commercial marine operators whose operate large fleets of vessels transiting the Pattullo Bridge via Queens Reach of the Fraser River, via the main navigational channel, as designated by the Vancouver Fraser Port Authority (VFPA). Operators were contacted to determine the clearances required to accommodate current and anticipated future transits to inform the outer bounds of horizontal and vertical clearances required to protect navigation. Each marine operator was provided a draft excel spreadsheet with their current vessel data of their fleets, and was requested to update the vessel inventory for those vessels specifically transiting the Pattullo Bridge as well as the identification of any new vessels in service that also transit the Pattullo Bridge. An indication of both current and future vessel transits was requested. Information gathering with marine operators was undertaken between May and June of 2016. The inventory focused on those commercial marine operators whose fleets consisted of the larger vessels in operation, transiting the main channel. The larger vessels have a direct impact on collision force and risk. The forecasts are based on twenty years (20 years).

It is assumed that the accommodation of larger vessels would also meet the requirements of these smaller vessels. It is also noted that this document does not reflect information provided through consultation with Aboriginal Groups which is documented and considered in Section 6.1 Marine Use of the Application.


Final Report Section 1: BACKGROUND

As part of the vessel inventory, data was requested from the following marine operators:

• Seaspan Marine Group

• JJM Construction Ltd.

• Vancouver Pile Driving Ltd.

• Ledcor Resources and Transportation

• AMIX Heavy Lift

• Fraser River Pile Driving

• Lehigh Materials

• North Arm Transportation

• Lafarge

1.1 Limitations of this Review It is recognized that there are limitations in the practice of future developments and usage statistics associated with the Fraser River waterway. The limitations are due to the uncertainties in the data provided by the vessel operators and users as well as uncertainty regarding future markets and projects that drive demand for such services. The data were predicated based on the current and the projected future demand, availability of resources, possible future developments and the economy.

The presented work represents a best estimate of the current and future vessels and transits via the Pattullo Bridge. The time period of the review is 20 years, the forecast period utilized by most operators for long term planning purposes.

1.2 Vessel Data Presentation and Sources Appendix A of this review provides a detailed summary of the Inventory of Vessels compiled as part of this review. The data table is specific to those vessels that transit the Pattullo Bridge. Although 58 vessels are noted some of the operators consolidated vessel types and provided total transits within the vessel grouping. Therefore, there were more than 58 vessels in the overall inventory. The vessel design characteristics compiled as part of this review include the following information:

• Vessel Operator

• Vessel Name

• Vessel Length Overall (LOA)

• Vessel Beam

• Vessel Draft

• Deadweight tonnage (DWT)

• Displacement Tonnage

• Number of Transits Upstream and Downstream

• Number of loaded unloaded transits

1.3 Liability Disclaimer TYPLAN takes no responsibility for the accuracy of the information provided by users and operators. While this is not an exhaustive assessment of transits by all vessels and marine operators the key and largest vessels (impacting on vessel collision forces) and their transits are provided in Appendix A.


Final Report Section 2: OVERVIEW OF COMMERCIAL MARINE OPERATIONS ON THE FRASER RIVER

2 OVERVIEW OF COMMERCIAL MARINE OPERATIONS ON THE FRASER RIVER

The Fraser River represents a key commercial transportation corridor that provides both deep sea channels and domestic channels. Key types of vessels that transit the Pattullo Bridge include:

• Aggregate /Rock Barges

• Chip Barges

• Self-Dumping Log Barges

• Intermodal Operations

• Maine Construction Equipment Operators (dredgers and spud barges, derricks and cranes)

• Container vessels (future)

Commercial marine operations on the Fraser River have traditionally, and continue to do so, support the forestry and aggregate industry sectors, via the transport of materials via barge traffic.

The reader should refer to the Navigational Assessment Report for the PBRP, for further details on the waterway, its usage and future plans from a navigational perspective.

2.1 Navigation via Queens Reach The existing Pattullo Bridge is situated within Queens Reach of the Fraser River. The 8km reach begins at New West Quay, and continues upriver to Highway 1 (km 43) keeping south of Sapperton Island and City Bar locations. Currently, the width of the navigation channel in Queens Reach is designed at 200 m, and designated for two-way deep-sea traffic with the exception of transiting through the NWRB. Two-way transiting of smaller domestic vessels is permissible through the New Westminster Rail Bridge (NWRB) as long as the Port’s “Bridge Transit Procedures” are followed.

In addition, and in support of the local tug and tow industry operations, a domestic channel 60 m in width, located between piers 2 and 3 of the existing Pattullo Bridge has also been designated a domestic channel by the VFPA.

The NWRB represents a key structural constraint to navigation within this reach, as the swing span creates a navigational channel that is restricted 49 m in width (downstream) and 51 m (upstream). The total width of the navigational channel inclusive of the swing span mechanism is 132 m. Transits up Queens Reach Navigation Channel are capable of handling a vessel or tow with a draft of 11.5 m, corresponding the required dredge depth in the deep sea channel.

The air draft clearance of the existing Pattullo Bridge, as identified on the Canadian Hydrographic Services (CHS) Nautical Chart 3489 is advertised at 45 m above higher high water1.

1 Queens Reach Navigation Channel Design: Domestic Shipping Channel December 2008



2.2 Vessel Inventory Data and Key Observations This section provides an overview of the key observations of this assessment. This section provides a synopsis of the key data findings associated with the vessel inventory and provides a summary of:

• Total Transits: Current and Future

• Total Transits by Vessel Category: Current and Future

• Average Vessel Beam by Vessel Category

• Average Vessel length by Vessel Category

• Percentage of Transit by Vessel Category: Current

• Percentage of Transits by Vessel Category: Future

2.2.1 Vessel Categories

For the purpose of this review the various vessels have been grouped into the following categories.

Table 1: Vessel Groups based on Types of Vessels Identified by Operators

Vessel Groups Type of Vessel as defined by Marine Operators Chip Barge Chip Barge Gravel / Rock Barge Flat Deck Gravel Barge

Gravel Barge Gravel/Rock Barge

Spud/Derrick/Crane Barge Crane Barge Derrick and Crane Derrick Barge Spud/Derrick Barge

Flat Top Barge /Scow Flat Scow Flat Top Barges (6 in fleet) Flat Top Barges (17 to 20 in fleet)

Fuel Barge Fuel Barge Trailing Hopper Suction Dredge Trailing Hopper Suction Dredge Ramp Barge Ramp Barge Deck Barge Deck Barge Split Hull Hopper Barge Split Hull Hopper Barge Handymax Handymax Railcar Barge Railcar Barge Log Barge Log Barge Self Dumping Barge Self Dumping Barge Self Dumping Hopper Barge Self Dumping Log Barge

Source: TyPlan



2.2.2 The Passing of the Self Dumping Log Carrier/Barge

While historically a workhorse of the forest industry on the west coast, the use of the self-dumping log barges (one of the largest and heaviest in terms of DWT vessels historically transiting the area) now appears to be coming to the end of life cycle and therefore is not considered relevant to future navigation in the area of the existing Pattullo Bridge and future replacement..

The article entitled The Passing of the Log Carrier (September 12, 2012 and filed under News (http://www.Seaspan.com/category/newsreleases) by Syd Heal, discusses the evolution of the self- dumping log barges, which historically represented a significant component of the forest industry and operations of marine contractors, is now entering the last phases of its life cycle with only one currently operational vessel. The refitted Seaspan Survivor.

In conclusion the article states (Refer to Appendix B The Passing of the log carrier):

The history of the BC log barges now spans 86 years. Will it make the century? Probably, but only just, as by then the rebuilt Seaspan Survivor will be 55 years old (of which her last 20 years will have been spent as a barge). Even with first class maintenance she is more likely to become economically obsolescent before her material gets so old that she no longer becomes worth the upkeep. She was renamed the Seaspan Survivor because it is anticipated that she will be the last of the breed. A new cycle has already started with small, relatively cheap flat deck barges lacking any onboard loading or unloading arrangements now increasingly carrying logs. The four log barges now in commission, the last of an estimated 64, will gradually reduce in number until they reach the final survivor.

2.2.3 Total Current and Future Transits of the Pattullo Bridge

The total current and future vessel transits of the area around the existing Pattullo Bridge and the future bridge is presented on the exhibit below. As illustrated in Total Transits by Current and Future, when comparing total transits today (current 11,178 vs. future 14,526 transits) over a 20 year forecast period, it is evident that commercial marine operations on the Fraser river will continue to experience growth and it is forecast to grow by 23% throughout the forecast period, in terms of marine transits.

February 2018 Document Number 2016-06-01

6


Exhibit 1: Total current and future Transits of the Pattullo Bridge

7


February 2018

Document Number 2016-06-01

2.2.4 Total Current and Future Transit of the Pattullo Bridge by Vessel Category

Total current and future transits of the Pattullo Bridge by Vessel Category are presented in the exhibit below:

As illustrated, from a current and future use perspective, chip barges (current 7824, future 9248 transits) and gravel barges (current 2110 and 3400 future transits), represent the two key commodities (forest products and cement) being transported by marine operators.

Spud/derrick and crane barge (marine equipment) will also continue to support the maintenance of the marine industry on the Fraser River. It is forecast that railcar barges transits will increase in the future.

This is followed by flat top barges/scows and to a much lesser extent the other vessel categories indentified.

It is noted that the frequency of transits by vessel category and their design characteristics are necessary to undertake the Vessel Collision Force and Risk Assessment being undertaken by PARSONS (Appendix A).

8



Exhibit 2: Total Current and Future Transit of the Pattullo Bridge by Vessel Category



2.2.5 Average Vessel Beam by Vessel Category

From a channel design perspective the vessels beam and length is needed to identify the design vessel necessary to define the channel upon. From a channel design perspective not only the types of vessels transiting the Pattullo Bridge is required but also the identification of the largest vessels transiting the area are needed. The identification of a design vessel is critical and essential to navigational channel design and is defined as the:

"The largest vessel capable of navigating the channel today and in the near future taking into consideration the vessels vertical clearance, beam, length, weight, capacity and frequency of transits"

As illustrated below the vessels have a variety of beams and lengths that will be considered as part of the navigational channel design being prepared as part of the Navigational Assessment (TYPLAN).

The average beam of the vessels by Vessel category is provided in the exhibit below. The data is utilized in the determination of the horizontal channel design characteristics associated with the navigational channel design.

The exhibit below provides a summary of the average beam by vessel category highlighting the widest beam vessel is the self dumping log barges (that experiences limited transits ) and the Handyman vessel, with a 24.7m beam (also with limited transits). Most importantly, statistics reveal that chip barges and the gravel barges beams (which account for 89% of current and 87% of future transits) on average are 20.4 m and 20.2m respectfully.

10



Exhibit 3: Average Vessel Beam by Vessel Category



2.2.6 Average Vessel length by Vessel Category

The average vessel length by vessel Category is provided below.

Exhibit 8 provides a summary of the average length overall of vessels transiting the Pattullo Bridge. The data reveals that the largest two vessels would be the future Handymax vessel at 171 m followed by the log barges (119 m and railcar barges 116 m). Chip barges are approximately 89m in length, and the

gravel barges 77 m in length.

12



Exhibit 4: Average Vessel length by Vessel Category



2.2.7 Percentage of Current and Future Transits by Vessel Category

This section provides an understanding of the percentage of current and future transits by vessel category which provides insights into the future of the marine transportation industry activity on the Fraser River.

Current Transits

The key observation is that currently chip barge transits account for 70% of all transits, gravel barges account for an additional 19% of total transits. Spud and derrick barges account for 5.5% of the transits. The identified categories account for approximately 95% of the transits.

Future Transits

Future forecasts as provided by the marine operators indicate that chip barge transits will account for 64% of total transits, gravel barges will account for 23% of total transits,

Spud and derrick barges account for 4.7% of the transits. The identified categories account for approximately 87% of the transits. Noted that railcars will support 3% of the new transits.

A breakdown of the percentage of current and future transits is presented on the exhibits below

14



Exhibit 5: Percentage of Transits by Vessel Category Current

15



Exhibit 6: Percentage of Transits by Vessel Category Future



2.3 Summary of Findings

• Commercial marine activity will continue to experience growth over the next 20-year period, especially in those traditional industry sectors (forestry and aggregates) supporting chip barges and gravel barge transits.

• Currently and in the future chip barges represent 70% of current and 64% of future transits, while gravel barges represent 19% of current and 23% of future transits.

• Both chip barges and gravel barges represent 95% of current transits and 87% of all future transits via the Pattullo Bridge.

• The average beam of both chip barges and gravel barges is 20 m.

• Largest vessels transiting the area are the potential future Handymax vessel and currently but limited transits of the self dumping log barges.


Final Report Appendix A – Pattullo Bridge Replacement Project: Inventory of Vessels Transiting the Pattullo Bridge

APPENDIX A Pattullo Bridge Replacement Project: Inventory of Vessels

Transiting the Pattullo Bridge



PATTULLO BRIDGE REPLACEMENT PROJECT INVENTORY OF VESSELS TRANSITING THE PATTULLO BRIDGE

AUGUST 2017

Vessel Owner

Vessel Name

Type of Vessel

Length

Beam

Displacement

Tonnage

Deadweight

Tonnage

Ballasted or Light weight

Travelling Direction (Upstream /

Downstream) Load Case (Laden

/ Unladen)

Draft

Air Draft

N/year- present

N/year- future

Seaspan

Seaspan Survivor Self-Dumping Log Barge

128.9

26.8

16100 Upstream

Laden

6.6

38.2

3.0

3

Downstream Lightly Ballasted 1.5 38.2 3.0 3

Seaspan Seaspan 250 Series Gravel/ Rock Barge 110.0 24.4 12900 3494 (light) Upstream Laden 6.6 9.2 0.0 1

Downstream Light 0.9 15.0 0.0 1

Seaspan Seaspan 200 (202-204) Gravel Barge 80.0 20.0 7056 6000 1057 Upstream Laden 5.0 10.5 50.0 50

Downstream Laden 0.9 10.5 50.0 50

Seaspan Seaspan 211,212 Gravel Barge 82.0 24.3 6000 2082 (light) Upstream Laden 5.9 10.5 20.0 20

2400(Partially

loaded)


Seaspan Seaspan 940 Railcar Barge 116.6 23.2 10655 8255 Upstream light 1.2 7.6 0.0 240


Seaspan Chip Barge 100.0 24.0 6120 520 (light) Upstream Laden 3.0 17.9 0.0 650

Seaspan (including 550 series , 550-553)


Seaspan Chip Barge 64.0 15.2 2481 Upstream Laden 3.0 10.5 3650.0 3650


JJM Construction LTD. Miller 212 Spud /Derrick Barge 58.5 18.3 N/A 1057 Upstream Laden 1.2 27.4 with spuds 2.0 2

Downstream Laden 1.2 9.1 without spuds 2.0 2

JJM Construction LTD. Miller 209/214 Spud /Derrick Barges 36.6 15.2 N/A 508 Upstream Laden 1.8 27.4 with spuds 2.0 2


JJM Construction LTD. Miller 210 Spud Derrick Barge 29.3 15.2 N/A 257 Upstream Laden 1.8 20 with spuds 2.0 2


JJM Construction LTD. Miller 501 Ramp Barge 49.8 15.2 2227 727 Upstream Unladen 1.0 18.0 2.0 2


JJM Construction LTD. Miller 308,311,312 Split Hull Hopper Barge 59.1 12.9 2982 1348 Upstream Unladen 1.2 7.2 3.0 3

downstream Laden 5.5 3.2 3.0 3

Vancouver Pile Driving Ltd. VPDL #6 Clamshell

Dredger Derrick Barge

41.8

18.9

1142

614

Upstream

Laden

1.727.4 with spuds 13.3

without 10.0

10

Vancouver Pile Driving Ltd.

VPDL #2 Clamshell

Dredger Downstream Laden 1.7

27.4 with spuds 13.9 without

10.0 10

Derrick Barge 34.7 16.5 730 293 N/A Upstream Laden 1.5 40.0 40 Vancouver Pile Driving Ltd.

VDL #4 clamshell

Dredger Downstream Laden 1.5 40.0 40

Derrick Barge 32.0 12.2 597 498 N/A Upstream Laden 1.8 11.6 10.0 10


Ledcor Resources and Transportation

Ledcor 1401-1412 Chip Barge

62.2

16.0

3312

2739

573

Upstream

Unladen

0.6

10.0

250.0

312

Ledcor Resources and Transportation


Ledcor 3301-3304 Gravel Barge 60.9 18.3 4001 3300 701 Upstream Unladen 0.8 6.0 260.0 312 Ledcor Resources and Transportation


Ledcor 3801 & 3802 Gravel Barge 70.3. 18.3 4601 3800 801 Upstream Unladen 0.7 6.0 200.0 312 Ledcor Resources and Transportation


Ledcor 6001 & 6002 Flat Scow 77.2 22.0 7245 6000 1245 Upstream Unladen 0.9 9.0 0.0 12 Ledcor Resources and Transportation


Straits 107 Flat Scow 54.9 14.1 2715 1926 789 Upstream Unladen 0.6 4.6 12.0 12 Ledcor Resources and Transportation


Ledcor #2 Flat Scow 71.6 17.7 4822 4082 750 Upstream Unladen 0.9 7.0 12.0 12


Amix Sealink Rigger Deck Barge 105.2 19.5 8563 2738 Upstream 3.9 17.5 4.0 4

Downstream 4.0 4

Amix Ocean Oregon Log Barge 115.7 24.4 1355 3134 Upstream 6.0 17.5 12.0 12

downstream 12.0 12

Amix Milbanke1 Chip Barge 87.8 23.2 9611 1460 Upstream 3.9 10.4 6.0 6

downstream 6.0 6

Amix Milbanke 2 Chip Barge 86.8 23.8 11218 1694 Upstream 4.2 11.7 6.0 6

Downstream 6.0 6

Amix Captain Vancouver Log Barge 121.9 23.2 11956 2136 Upstream 6.5 16.5 12.0 12

Downstream 12.0 12

Amix NT 1200 Log Barge 121.9 32.0 12500 3263 Upstream 6.2 17.5 12.0 12

downstream 12.0 12

Amix Arctic Tuk Crane Barge 105.5 32.0 6439 4316 Upstream 3.2 26.0 24.0 24

downstream 24.0 24

Amix Think Big Crane Barge 115.7 24.4 Upstream 2.4 32.0 0.0 36

downstream 0.0 36

Amix /Schnitzler Marersk Radiant Handymax 171.2 24.7 38,500 Upstream 11.6 0.0 12

downstream 0.0 12

Fraser River Pile Driving

Titan Trailing Hopper suction

Dredge 94.5

20.1

6000

Upstream 2.2

27.4

0.0

0

Trailing Hopper Suction

Dredge

downstream 0.0 0

Fraser River Pile Driving Columbia 50.2 13.5 1188 Upstream 2.1 28.9 10.0 10

downstream 12.0 12

Fraser River Pile Driving GE#1 Derrick and Crane 28.0 12.8 550 Upstream 12.0 12

Downstream

Fraser River Pile Driving GE#2 Derrick and Crane 33.5 14.0 1000 Upstream 2.8 36.5 24.0 24

Downstream 24.0 24


downstream 10.0 10


Downstream 30.0 30


Downstream 30.0 30

Fraser River Pile Driving RE Mackenzie Derrick and Crane 32.0 12.2 675 Upstream 2.2 42.6 30.0 30

Downstream 30.0 30

Fraser River Pile Driving TL Sharpe Derrick and Crane 32.0 12.2 750 Upstream 2.4 42.6 30.0 30

Downstream 30.0 30

Fraser River Pile Driving MCKensie Derrick and Crane 37.4 14.6 950 Upstream 2.4 30.0 30

Downstream 30.0 30

Fraser River Pile Driving Peter D Anderson Derrick and Crane 61.0 18.2 3000 Upstream 3.6 48.7 20.0 20

Downstream 20.0 20



Vessel Owner

Vessel Name

Type of Vessel

Length

Beam

Displacement

Tonnage

Deadweight

Tonnage

Ballasted or Light weight

Travelling Direction (Upstream /

Downstream) Load Case (Laden

/ Unladen)

Draft

Air Draft

N/year- present

N/year- future

Fraser River Pile Driving Fred Barber Fuel Barge 27.4 9.1 500 Upstream 2.0 6.5 12.0 12

Flat Top Barges (6 in

fleet ) Downstream 12.0 12

Fraser River Pile Driving 21.3 9.1 200 Upstream 1.2 5.0 20.0 20

Flat Top Barges Large

(17 to 20 in fleet) Downstream 20.0 20

Fraser River Pile Driving 54.8 15.8 2500 Upstream 3.4 5.0 180.0 180

Self Dumping Hopper

Barge

Downstream 180.0 180

Fraser River Pile Driving Tsartlip 59.5 12.9 4000 Upstream 5.7 59.5 6.0 6

Downstream 6.0 6

Fraser River Pile Driving

Pauquactin Self Dumping Barge

59.4

12.9

4000

Upstream

5.7

59.5

6.0

6

Self Dumping Hopper

Barge

Downstream 6.0 6

Fraser River Pile Driving BE Jebson 59.4 12.9 4000 Upstream 5.7 7.0 6.0 6

Downstream 6.0 6

Lehigh Materials Evco 60 Flat Deck Gravel Barge 78.0 18.9 5500 Upstream 480.0 480

Downstream 480.0 480

Lehigh Materials Vessel to be built Flat Deck Gravel Barge NA NA 8000 Upstream 0.0 480

Downstream 0.0 480

North Arm Transportation

NA Genesis Fuel Barge

63.0 18.3

3820 2500

1320 upstream

Laden

3.6

18.8 0.0

5

downstream Laden 0.0 5North Arm Transportation

NA Pioneer Fuel Barge

61.0

15.2

2667

1770

897

upstream

Laden

2.9

12.0

0.0

0

downstream Laden 2.9 12.0 0.0 0


NA 5501 Deck Barge

80.5

22.0

6673

5600

1073

Upstream

Laden

3.9

8.0

0.0

5


Downstream Unladen 1.3 10.6 5

NA Trader Ramp Barge 70.6 18.3 6200 4500 1700 Upstream Laden 3.9 18.8 2.0 8

Downstream Unladen 1.3 20.9 2.0 8


NA Transporter Ramp Barge

54.9

15.2

3863

2854

1089

Upstream

Laden

2.7

19.3

1.0

2

Downstream Unladen 1.0 17.5 1.0 2

LaFarge Maquinna Gravel Barge 71.9 18.3 6865 4700 2165 Upstream Laden 4.4 1.2 24.0 24.0

Downstream Unladen 1.5 4.0 24.0 24.0

LaFarge Vananda Gravel Barge 82.9 20.4 10054 7000 3054 Upstream Laden 5.4 0.8 9.0 9.0


LaFarge James Dale Gravel Barge 78.9 21.3 8469 6000 2469 Upstream Laden 5.5 0.8 7.0 7.0


LaFarge Empire 40 Gravel Barge 61.57 17.71 5274 3600 1674 Upstream Laden 4.4 1.5 5.0 5.0


Notes: Vessel inventory data was obtained via email and telephone conversations during July and August of 2016 with the following companies: Seaspan: Vessel characteristics and current and future use provided by Captain Chris Jensen Port Captain Marine Group Seaspan JJM Construction: Vessel characteristics and current and future use provided by Mr. Craig Prettie, Vice President of Estimating and Construction Services, JJM Construction Ltd. Vancouver Pile Driving : Vessel transit data and current and future use based on 2002 Port Mann study and verified by Mr. Chris Patterson Manager Marine Operations Ledcor Marine: Vessel transit data and current and future use provided by Mr. Malcom Fiander, Manager Ledcor Marine Amix Marine Group: Vessel characteristics and current and future use provided by Clarke Longmuir , President Amix Heavy Lift, and Marine Salvage Fraser River Pile Driving : Vessel characteristics and current and future use provided by Mitch Hughes Equipment Manager. Data obtained via the Queensborough to Quayside Pedestrian Bridge Navigational Assessment Study (TyPlan 2015) Lehigh Materials: Vessel characteristics and current and future use provided by Mr. Malcolm Fiander Manager Ledcor Marine North Arm Transportation: Vessel characteristics and current and future use provided by Mr. Michael Stradiotti President of North Arm Transportation LaFarge: Vessel characteristics and current and future transits provided by Nathan Pedneault Marine Analyst and Lincoln Kyne General Manager TyPlan takes no responsibility for the data provided as it represents discussions with the operators and their best estimate of future use

Vessel Collision Inventory 2017-08-01


Final Report Appendix B – Article by Syd Heal: The Passing of the Log Carrier

APPENDIX B Article by Syd Heal: The Passing of the Log Carrier

I

tugs & barges

The passing of the log carrier By Syd Heal

t seems certain that, even though she has long since been forgot- ten by

most of the local shipping world, a sentimental tear or two might have

been shed for the passing of the second of the only two self-propelled, self-

dumping log ships to grace our coast. I speak of the Haida Brave, the second and smaller of the two memor- able

vessels that were once the pride of MacMillan Bloedel through their oper-

ating company Kingcome Navigation Co. Ltd. Haida Brave and its companion

log barge Straits Logger, a reliable old workhorse and the veteran among the current fleet, ignominiously travelled

towards the breaker’s yard in China

The Haida Brave.

earlier this year as deck cargo aboard a Chinese owned semi-submersible, the Development Way. The ship and its deck cargo must have attracted as much attention when seen at sea as it did when at anchor in Vancouver Harbour loading a veritable convoy of the two barges and several tugs.

The log barges have been a part of the B.C. coastal scene since 1925 when a small fleet of 11 U.S. war-built wooden hulls were purchased out of layup in Lake Washington by Washington Tug & Barge. Known as the Ferris hulls (after their designer), they were built as a quick solution to the pressing need for ships as the First World War was

approaching its end. Constructed from inadequately seasoned fir lumber, only

a very small number went to sea as commercial vessels and usually with a very

short life. Fire, a propensity for marine accidents and rot ensured as much. British Pacific Log Transport Company was incorporated in B.C. in 1925. This

company was a 50/50 joint venture between prominent Vancouver ship-

builder and ship owner John Coughlin and two officials from Washington Tug & Barge, Edgar Worthington and James Bloomfield. It seems reasonably certain

that the vessels were purchased from the U.S. Shipping Board at dirt cheap prices. Wooden freighters had been a

commercial failure and the usual way of disposing of them was to burn them on a shore site with the metal fittings and fastenings being the net value for scrap.

In service on the B.C. coast, they were generally towed by big old steam tugs

of which there was a good supply in the 1920s. The wooden barges were

relatively small with dimensions of 268’x46’x24’ and of 2,250 grt. The dead-

weight they actually loaded with logs is not known, but it was probably not much over 3,000 tons. The first barge to go into service was the Bingammon

and the last active wooden log barge was the Biscayne which sank off Cape

Beale lighthouse in 1932 although one,

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the Addison, lasted as a hulk as part of the Powell River breakwater until it sank at its moorings in 1943.

The transportation of logs in barges was a sound enough concept as losses from adverse weather and marine bor- ers literally ate up logs at an incred- ible rate. Logs held in seawater for any length of time soon lost value. As the wooden barges’ short life unfolded it became obvious to the coastal logging interests of the day that steel hulls were a better answer, but the idea of purpose building would not take hold as long as there was a cheaper alternative. Some deepsea sailing ships were converted to barges before and after WWI usually following accidents where they were writ- ten off as constructive total losses and cut down to barges. The best known of these were probably the Melanope, a former wool clipper and passenger carrier in the Australian trade which became a coal hulk at Vancouver for the CPR; and the Drumrock, owned by Hecate Straits Towing Company which was led by well-known local shipping personal- ity, B.L. “Barney” Johnson. This vessel, a former British four-masted barque, had a capacity of about 4,000 tons of logs and it set a new standard for log barges compared to the smaller wooden barges.

The need for economically delivered pulp logs became paramount and movement in Davis rafts or flat rafts was neither practical nor economical.

towing industry, was a struggling company that failed to grasp the potential of the diesel engine and the decline of steam in the tugs and was also affected by the depression of the 1930s. In that period, the three barges were acquired by Island Tug & Barge Ltd. of Victoria headed by Harold Elworthy who soon identified himself as the leader in the development of the log barge, a position he more or less retained until Island Tug became part of the merger that formed Seaspan in 1970. Renamed with

the “Island” prefix, the Island Gatherer was lost in 1936, but the Island Carrier and Island Forester remained the main-

stay of the log carrying fleet on the B.C. coast until after the Second World War.

After WWII, the B.C. coastal forest industry expanded at a prodigious rate.

When the war ended, pulp and/ or paper mills were operating at Powell River, Port Alberni, Port Alice and at

two locations in Howe Sound. Post- war expansion, in addition to changes and

improvements made at most of

During WWI, a fleet of high-quality large sailing ships owned by German interests were interned mostly at Santa Rosalia in Mexico. Acquired very cheaply by the Robert Dollar Company in San Francisco after the war, they were put back to sea as sailing vessels, but there were too many problems with them, including the difficulty of manning with experienced offi- cers and crew. Three of the ships were transferred to the Canadian register and became part of the fleet of Pacific Coyle Navigation who cut them down to log barges named Pacific Carrier, Pacific Forester and Pacific Gatherer. Pacific Coyle, once the giant of the B.C.

September 2012 BC Shipping News 45

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the existing mills, saw new complexes at Crofton, Nanaimo, Campbell River, New Westminster, Tahsis, Prince Rupert and Kitimat and from the time of the first W.A.C. Bennett government in 1953, a policy of maximum expansion was encouraged although some much- mooted projects like mills on the north coast never came to pass. The need for economically delivered pulp logs became paramount and movement in Davis rafts or flat rafts was neither practical nor economical. The need to expand the log carrier fleet became more urgent as new mills came on stream.

Early postwar efforts were very tenta- tive as if both the forest product companies and the towing industry were sniffing the air looking for direction. The Powell River Company commissioned the first two purpose-built self-dumping log barges in 1954, the Powell No. 1 and Powell No. 2, but Harold Elworthy at Island Tug saw an opportunity and acquired seven discarded Lake Maracaibo shallow draft tankers from Shell and Esso (which his

tugs towed to Victoria from Venezuela in two spectacular voyages). Conversion took place between 1954 and 1956 and drastically enlarged the capacity of the available fleet so it was not until 1957 that Straits Towing, Vancouver Tug and Crown Zellerbach plunged heavily and took delivery of a total of five self-dumpers. The last in this group of 12 ships was built in 1965 as the Rayonier No.4.

The self-dumpers needed a sub- stantial shore-based loading point or a crane barge to create extra loading capacity. In some instances it could be very cumbersome. By 1960, the forest companies, always on the lookout for faster delivery and quicker turnaround, saw B.C. Forest Products take delivery of the twin-craned Forest Prince, the first of 13 self-loading, self-dumping log barges built for both the forest companies and the tugboat operators. She was to be the smallest of the twin- craned log barges. (Two smaller barges fitted with a single crane are included in this group). The last of this group

were the Seaspan Rigger (renamed Seaspan Phoenix) of 1980 and the Rivtow Hercules of 1981. These two, along with the Seaspan Forester (ex-Island Forester), built in 1970 and the largest of all the B.C. log barges at 20,000 tonnes dwt capacity when built, remain as three of the surviving fleet of four active log barges in commission.

The concept of the log ships was supportable economically on the basis that there was a large, reliable log supply...

There was a long gap of 10 years from the building of the Island Forester, Crown Zellerbach No. 1 and Swiftsure Prince which were all commissioned in 1970, to the building of the Seaspan Rigger in 1980. Perhaps a reason for this was to enable the industry players to judge the success of MacMillan Bloedel’s two self-propelled, self-loading and self- dumping barges which were designated as Log Ships by their owners. The first and largest — the Haida Monarch — came out in 1974 with a cargo capacity of 15,000 short tons. As a precaution against being tempted into too radical a new design in untested waters, her hull was that of a conventional log barge. This ship — for realistically she jumped the line between self-propelled ships and towed barges — was designated as a ship rather than a barge by her owners. It also has to be said that barges with engines are a ship-type known in many parts of the world and there is no rigid guideline, but it appears that size also relates to the distinction between a powered barge and a ship.

The concept of the log ships was supportable economically on the basis that there was a large, reliable log supply and a need to get them to the mills in the most economically feasible and shortest time. The model showed that with higher speed and faster turnaround and the certainty of full loads, the log ships could deliver a larger tonnage than comparable tug and barge units at a lower overall cost per unit of logs. In the 1970s there was still a wide- spread belief that the coastal forests were a virtually inexhaustible resource and the towing companies were under

Top: the Straits Logger; below: the Haida Monarch. constant pressure to keep up with the

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needs of the forest industry, or, as some feared, surrender their toehold to forest product companies that had bigger resources for financing vessels. MacMillan Bloedel, Crown Zellerbach and B.C. Forest Products all made big investments in their own equipment and then, in 1978, M&B built the Haida Brave, a smaller more radical design of ship than its larger consort.

The 10,000 short ton Haida Brave was an improvement on its predecessor when it came to crew accommodation and heavier capacity cranes. Their speed was about the same, but with the best brains available, a great deal of discus- sion and thought went into her design. Despite all this effort, the Haida Brave was not as successful as her larger consort. With her finer lines, she was more tender and had a distinct tendency to prematurely dump when caught in poor conditions. When this happened with a full load, losses of time, collection costs and unrecoverable logs were probably expensive enough to undermine the economic model even when helped by insurance.

Over the next 20 years, slow deteri- oration in the forest industry due to economic, trade, managerial and pol- itical issues saw MacMillan Bloedel suffer more ‘downs’ than ‘ups’ and in an effort to dispose of what it termed non-core assets it sold its own tug and barge operator, Kingcome Navigation to Seaspan and with it the two log ships changed owners. Seaspan, which probably had never been enthralled by the log ships, soon laid them up.

In 2005, Seaspan took a leap of faith and rebuilt the Haida Monarch as a towed barge at a considerable cost. With engines removed, capacity was increased to about 17,000 short tons when she re-emerged as the Seaspan Survivor. The accommodation was stripped out and the more modern, heavier capacity cranes of the Haida Brave were substituted. Once the Haida Brave sacrificed her cranes, she had no further purpose and she never sailed again. Between carrying her last load of logs and going to China she was in lay- out for close to 10 years.

The history of the B.C. log barges now spans 86 years. Will it make the century? Probably, but only just, as by then

the rebuilt Seaspan Survivor will be 55 years old (of which her last 20 years will have been spent as a barge). Even with first class maintenance she is more likely to become economically obsolescent before her materials get so old that she no longer becomes worth the upkeep. She was renamed the Seaspan Survivor because it is anticipated that she will be the last of the breed. A new cycle has already started with small,

relatively cheap flat-deck barges lacking any onboard loading or unloading arrangements now increasingly carrying logs. The four log barges now in commission, the last of an estimated 64, will gradually reduce in number until we reach the final survivor.

Syd Heal, a veteran of the marine industry and a prolific writer and publisher of marine books, can be contacted at: rich- [email protected]

September 2012 BC Shipping News 47

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