Saturday, October 30, 2010

Another giant hits the waves

1,364th ship has been delivered to its owners by STX Europe, from its birthplace in Turku, Finland. 1,364 is better known to the rest of the world as the Allure of the Seas. The new cruise ship for Royal Caribbean International is now in her first full day of transit across the Atlantic to her home port of Port Everglade, in Fort Lauderdale.

Allure of the Seas is the sister ship of the Oasis of the Seas, launched last year. Allure will share the title of world's largest passenger ships, by far, with a gross tonnage of 225,000 tons. Significant cruise ship design features makes these ships a powerful draw draw for the cruising public. I think its fair to saw that RCI's vision has once again delivered a superior product and will rightly draw considerable attention for its passenger amenities.

Allure of the Seas, like the majority of her fleet mates, fly the Bahamian flag and is classed by Det Norsk Veritas (DNV). It is the 30th ship for the top tier management company, Royal Caribbean Cruises, although the Royal Caribbean International brand has 22 ships under its banner, including the Allure of the Seas.

The new ULPax (Ultra Large Passenger Ship) is due to arrive on November 11th in Port Everglades, and her official naming will occur on November 20th, before she begins her regular western Caribbean cruise schedule on December 5th, 2010.

Allure of the Seas

Owner : Royal Caribbean International
Ordered : 2007
Construction start : December 2008
Delivered : October 28, 2010
Built: STX Europe, Turku, Finland
Cost : 1.2 billion USD
Flag: Bahamas
Class : DNV
GRT : 225,282
GT : 122,000
Lenght : 360 meters
Breath : 64 meters
Air Draft 65 meters
Draft : 9.1 meters
Cruising Speed : 22.6 knots
Main Machinery : Diesel Electric power plant
Main Engines : Wartsila, 12V46 x 3, 16V46 x 3, common rail Diesels
Total power : 97 mega watts (130,000 hp)
Propulsion : Asea Brown Boveri, 20MW azimuthing pods x 3 (propellers are 6.1 meter in diameter)
Bow thruster : 5.5 MW x 4
Maiden Voyage: December 5, 2010
Accommodations :
- 16 passenger decks
- 24 passenger elevators
- 5,400 guests (double occupancy)
- 6,296 guests total
- 2,394 crew (From over 71 countries)
Interesting tidbits
- Deck area of 25 ha, or 250,000 m2
- 90 000 m2 of fitted carpeting
- 250 km of pipes with a diameter exceeding 25 mm
- 2,400km of welded seams
- 16,000 sprinkler nozzles and 100 km of pipes
- 5,310 km of electric cabling
- 600,000 l of paint
- 7,000 works of art
- 4,100 m3 of drinking water produced in 24 hrs
- 50 tons of ice cubes produced daily
- 21 pools and Jacuzzis with 2,300 m3 of water

For more specs, check out this page. Official website; follow her trans Atlantic progress by video.

STX Europe mentions this in their press release...

"The Allure of the Seas and the Oasis of the Seas can be termed the most powerful and sophisticated ships in the world for a reason. They also are the culmination of more than 40 years of product development cooperation between the cruise line, the shipyard and the maritime cluster. The Oasis class vessels are 361 metres in length, and their cross tonnage is 225,000. The Allure of the Seas can accommodate 6,360 passengers at maximum. In comparison, the Song of Norway delivered to the same customer in 1970 was 168 metres long with a gross tonnage of 18,400; in other words, the Allure of the Seas is some 12 times as large.

The building contract was signed on 2 April 2007, and production was launched on 4 February 2008. The keel laying of the Allure of the Seas started on 2 December 2008, and the vessel was launched for the first time on 20 November 2009. "

You can read STX Europe's Press Release for more interesting facts and figures.

Wednesday, October 27, 2010

Steaming Master

The SS Master Society is an all-volunteer non-profit group of dedicated individual that today is navigating in troubled waters. Unless new revenue streams are identified and maintained, the SS Master just may find herself without the funds to continue on steaming.

For years the society has always been able to rely on a small gaming grant from the BC Lottery Foundation which has now been cut off. The grant was used to shore up the Society's own souvenir-based fund raising in the various coastal communities that the SS Master visits annually. This grant helped keep Canada's heritage treasure, the sole surviving wooden-hulled steam-powered tug boat (the last one left in a fleet that once numbered over 200 tugs, all constructed on the'West Coast) afloat and able to visit areas of the coast that she once served so well in her working days.

Over the last five years the society has had to expend $110,000 on replanking of the port and starboard sides and $80,000 on replacement of the wasted top of the original steel-riveted fuel tank. While the expenses are so large, the Society is deeply appreciative of the BC marine companies that donate materials such as paint, lube oil, fuel and the shipyard services which are so critical for SS Master to raise steam in her amazing triple expansion steam engine that continually brings wonder to the eyes of youngsters and lumps to the throats of old-time mariners.

The society is made up of a small group of volunteers. Chief Engineer Doug Shaw, Society president Chris Croner and Capt Russ Copeland are examples of volunteers who have found the time to put in several decades between them of dedicated help toward SS Master's preservation. There are only about 40 members in the SS Master Society. This is something that truly needs to change if BC wishes to hang onto this precious maritime artifact, a unique museum of steam-on-water. The society members cannot sell enough t-shirts and hats to keep the SS Master financially afloat. Only new revenue sources will keep the gem of the BC coastal tugboat fleet steaming.

The Society now looks to the BC industries - the mining, forestry, petrochemical-based industries and the many marine businesses to support SS Master. She and other steam tugboats like her performed yeoman service in past years, helping to build up many of these companies to the successful status they enjoy today.

One avenue for fund-raising that is being considered is to seek Industry Supporting Memberships at a bronze, silver, gold and platinum level that would be gratefully acknowledged with a write-up on our website, a link to the sponsoring company website, as well as a prominently displayed sponsor's plaque on board the SS Master for all the visiting public to see. The SS Master Society is actively seeking advice and guidance from people with good business ideas that will help market and advertise the big steam tug' keeping her in the public eye and conveying her maritime heritage significance to the various levels of government when seeking funding.

It is somewhat ironic that if the SS Master was hauled out of the water and set up as a permanent exhibit on land (similar to the BCP 45 in Campbell River's Maritime Heritage Centre) the Society would have an easier time securing government funding for her upkeep.

Let's work together to keep the cheeky whistles of the SS Master reverberating across BC coastal waters for many generations to enioy. The tug's 1916 Royal Navy triple-expansion double-acting; steam engine is an engineering marvel. It will be a sad dayif SS Master's captain ever has to order 'finished with engines' for the last time on the ship's telegraph.

Please contact Chris Croner, President, SS Master Society, if you can offer any assistance, suggestions or are interested in becoming a society member (604) 726-2583

About the Steam Ship Master...

Built in 1922, in False Creek, Vancouver, by Arthur Moscrop, the MASTER is the last remaining example of a once formidable fleet of wooden hulled, steam powered towboats on the West Coast.

The MASTER displaces about 200 tons, is 85 feet long, 19.5 foot beam and draws12 feet of water. Her triple expansion steam engine was built for the Royal Navy in 1916. Turning an 8 foot diameter propeller at 100 r.p.m., she cruises at over 8 knots.

From 1922 to 1959, the Master towed logs and barges in Georgia Strait and beyond, steaming over a million miles. She has seen many ports on the Pacific Coast, from Alaska to San Francisco. Laid up in 1959, she was bought in 1962 for $500, to be restored as a memorial to the men of the BC towing industry. In 1971, the Society for the Preservation of the steam towboat MASTER was formed to continue the struggle. In 1980, the society decided that only a near total re-building could save her. In May, 1986, she once again raised steam and proudly took her place as the Flagship of Expo 86.

This was only made possible by the efforts of a small, dedicated group of volunteers, assisted by generous corporate and individual donors, and with the aid of all levels of government. Sponsorship must continue, if the vessel is to be retained.

Today the MASTER steams around her home waters, unquestionably the Dowager Queen of the Vancouver waterfront, bringing wonder to the eyes of the young, and lumps to the throats of the old timers.

Tuesday, October 19, 2010

About seafarers...

World Maritime Day 2010 - Year of the Seafarer
A message from the IMO Secretary-General, Efthimios E. Mitropoulos

In today’s global economy, hundreds of millions of people all over the world rely on ships to transport the great multitude of commodities, fuel, foodstuffs, goods and products on which we all depend. Yet, for most of them, shipping, not to mention the huge range of related maritime activities that, together, make up what is loosely termed ‘the shipping industry’, does not register a particularly strong echo on their personal radar. The very nature of shipping makes it something of a ‘background’ industry. For most people, most of the time, ships are simply ‘out of sight and out of mind’.

And the same, as a consequence, can be said of the seafarers that operate the world’s fleet, despite the fact that the global economy depends utterly on their presence. Seafarers are, in effect, the lubricant without which the engine of trade would simply grind to a halt. It is, of course, sad when workforces are unrecognized and more or less taken for granted. When, for example, we switch on a light, we do not, generally, pause to think of all those who have laboured in the various sectors of the oil exploration and production process and, subsequently, in the power generation and transmission industries to make it happen.

Nor, when we sit at the table to eat, do we pause to think of how the food reached it. Nor when, faced with a severe winter, do we pause to think of who carried, from its sources afar, the oil that heats our homes or provides the energy on which we all so much depend these days. Well, perhaps we should; and we certainly should not use that as an excuse to continue to allow the seafarer, who helps these things happen, to be ignored at best, and poorly treated at worst.

Seafaring is a difficult and demanding job, with its own set of unique pressures and risks. At the end of a long and stressful day, there is no return home to the family; no evening with friends at the taverna or the pub; no change of scenery; no chance to properly relax, unwind or de-stress. Just the relentless drone of the diesels and the never-ending movement of the vessel that is not only the seafarers’ place of work but also their home, 24 hours a day, seven days a week, for weeks and often for months on end; and, ever-present in the back of their mind, the possibility of natural and other, invidious hazards such as pirate attacks, unwarranted detention and abandonment in foreign ports.

In this, the Year of the Seafarer, our intention has been not only to draw attention to the unique circumstances within which seafarers spend their working lives, while rendering their indispensable services, but also to make a palpable and beneficial difference. In selecting the ‘Year of the Seafarer’ theme, our intention was also to use it as an excellent opportunity to reassure those who labour at the ‘sharp end’ of the industry – the seafarers themselves – that those of us who work in other areas of the maritime community, and yet whose actions have a direct bearing on seafarers’ everyday lives, understand the extreme pressures they face and approach our tasks with genuine interest and concern for them and their families.

In this respect, the most significant achievement of the year undoubtedly came in June, with the adoption, by a Diplomatic Conference in Manila, of major revisions to the International Convention on Standards of Training, Certification and Watchkeeping for Seafarers – the STCW Convention – and its associated Code. Scheduled to enter into force on 1 January 2012, these revisions will ensure that the necessary global standards will be in place to train and certify seafarers to operate technologically advanced ships for some time to come.

The Manila Conference also agreed a series of new provisions on the issue of ‘fitness for duty - hours of rest’, to provide watchkeepers aboard ships with sufficient rest periods. This important new provision will create better conditions for seafarers and help ensure they are adequately rested before they undertake their duties. Fatigue has been found to be a contributory factor to several accidents at sea and to ensure that seafarers are adequately rested before they take over their watch will certainly play an important role in safe sailing and the prevention of casualties. I am particularly pleased that the new STCW requirements on this crucial issue are consistent with the corresponding provisions of the International Labour Organization’s 2006 Maritime Labour Convention, which I hope will come into force soon.

While the amendments to the STCW Convention and Code and the resolutions adopted by the Manila Conference can rightly be considered as the pinnacle of our regulatory efforts this year to create a better, safer and more secure world in which seafarers can operate, other efforts continue in parallel; because, at IMO, the human element and the interests of seafarers’ work and life on board are always at the forefront of all our legislative work.

When IMO first mooted the idea that our theme for 2010 should focus on ‘the seafarer’, we wanted to do two things; first, we wanted to draw attention to a workforce that is largely unheralded and unacknowledged, often even within the industry it serves: and, second, we wanted to extend the theme beyond the regular World Maritime Day celebrations and to galvanize a momentum that would last for the whole year and, indeed, beyond. We wanted 2010 to be the start of this momentum; but we certainly do not want the end of 2010 to be the end of the initiative.

That is why I welcomed and embraced enthusiastically the decision of the Manila Conference that the unique contribution made by seafarers from all over the world to international seaborne trade, the world economy and civil society as a whole, should, from now on, be marked annually with a ‘Day of the Seafarer’, to be held on 25 June of each year.

The date chosen was that on which the Conference was concluded and acknowledges the significance of the STCW amendments then adopted for the maritime community and those who serve it on board ships. And I would warmly encourage Governments, shipping organizations, companies, owners, operators, managers and all other parties concerned to promote the Day of the Seafarer. Earlier in the year, I identified three targets that I would be happy to see achieved in conjunction with our ‘Year of the Seafarer’ initiative. They were:

• one, increased awareness among the general public of the indispensable services seafarers render to civil society at large;

• two, a clear message to seafarers that we recognize and appreciate their services; that we do care about them; and that we do all that we can to look after and protect them when the circumstances of their life at sea so warrant; and

• three, redoubled efforts at the regulatory level to move from words to deeds to create a better world in which seafarers can offer their services.

I think I can safely say that, so far, good progress has been made towards achieving all three of the set objectives. It is, therefore, very pleasing to see that the theme, which was selected in order to act as a focal point around which the maritime community as a whole would rally to seek ways to recognize and pay tribute to seafarers for their unique contribution to society and the vital part they play in the facilitation of global trade, has achieved, and is achieving, its aim.

This has undoubtedly been happening and there have been numerous manifestations of this from all over the world. The ‘Year of the Seafarer’ has also helped to refocus attention on the pressing need to come to grips with the long-predicted labour-supply shortage in the shipping industry – an issue that makes it imperative for shipping to re-launch itself as a career of choice for the high-calibre, high-quality young people of today.

In this context, the ‘Year of the Seafarer’ has added valuable impetus to the ‘Go to Sea!’ campaign, which we launched at IMO in November 2008, in association with ILO, the ‘Round Table’ of shipping industry associations and the International Transport Workers’ Federation. I should like to conclude by using the opportunity of this World Maritime Day message in order to communicate with a few segments of the community – especially those within and in the periphery of the shipping industry. This is what I would like to tell them:

• to members of the shipping industry: maintain high standards; enshrine best practices; embrace corporate social responsibility; provide a clean, safe and comforting workplace; recognize and reward those on whose labours your profits depend;

• to politicians: work towards the ratification, entry into force and implementation of all the international measures that have a bearing on seafarers’ safety and security and living and working conditions; show that you really are in touch with the people at the sharp end;

• to legislators and law enforcers: aim at striking a fair balance in all of your actions concerning seafarers so that they do not become scapegoats caught up in the aftermath of accidents and incidents; treat them fairly and decently – they deserve empathy and compassion;

• to educators: tell the younger generations about seafaring, the debt we owe to shipping and the attractions of the maritime professions; it should not take too great a leap of the imagination to stir maritime ingredients into the pot of learning through history, geography, biology, environmental studies, economics, business studies and many more;

• to port and immigration authorities: treat seafarers with the respect they deserve; welcome them as visitors and guests to your countries – as professionals that are also serving the interests and development of your nations and fellow citizens;

• to those in a position to shape and influence public opinion, particularly newspaper and TV journalists:
take the time and trouble to seek out both sides of the story next time you report on an accident involving a ship; place the accident in its proper context, that of millions upon millions of tonnes of cargo safely delivered over billions of miles to all four corners of the earth by a talented, highly trained, highly specialized and highly dedicated workforce;

• and, finally, to the 1.5 million seafarers of the world, I should like to convey this message: the entire maritime community appreciates you and your indispensable services; is aware of the conditions under which you operate; shows compassion for the sacrifices you make; does care for you; and works to ensure your safety and security, praying that you always have calm seas, fair winds and a safe return home – which it wishes you wholeheartedly.

Friday, October 15, 2010

Seaspan swallows SMIT / Rivtow

Big news on Canada's west coast today, my sources have just sent me an email saying that Seaspan has just swallowed SMIT Canada, ex Rivtow. I have from good sources that Boskalis has sold all assets to Seaspan.

You can read here, a bit about Rivtow's prolific presence on the West Coast. Rivtow was at one time a massive industrial entity, the biggest in BC, with the largest fleet on the coast. Rivtow was bought by Dutch tug and salvage giant SMIT, in late 1990's and becoming SMIT Marine Canada, in what was considered a "distress sale". SMIT employed what appeared to be a "hands off" approach in managing the Canadian operations for many years.

SMIT started taking more of an interest in their Canadian operations several years ago, by focusing on its core worldwide business, harbour towage, and importing two newer and more powerful tugs into Vancouver and Prince Rupert. A couple years ago, they purchased their competitor in Prince Rupert. Meanwhile the core business of Rivtow, log towing and chip barging suffered a steady decline in the last ten years, in particular with the collapse of the housing market in the United States.

SMIT itself, became a target of acquisition by another Dutch maritime giant, Royal Boskalis, in september 2009, the deal was rejected, but Boskalis pressed on, and SMIT was sold to Royal Boskalis in January 2010. Seaspan meanwhile, was more diversified and financial well connected to weather the storm, evidently.

This is somewhat breaking news, so there is no further information available just yet, but I will post as soon as I can find out more. My reports are that the entire staff of SMIT has been laid off with about one hours notice.

Update 1 - Oct 15, 2010, 16:00EST

Spokesperson Kelly Francis, speaking for Seaspan, has stated that Seaspan has indeed purchased 40 vessels from the "log barging, chip barging and aggregate barging" business of SMIT - what is known as the outside fleet. The effective date of the transaction was October 12th, 2010. The harbour tugs - inside fleet - will remain with SMIT (Boskalis), and they will presumably continue to operate in the berthing assist business on the West Coast. Further details of the deal and its impact on employees, ashore and afloat, were not provided.

"This was strictly an assets sale and its business as usual here at Seaspan."

In expanding,
"Seaspan continues to strive to meet the needs of our customers and BC’s marine industry – This purchase strengthens are ability to provide increased efficiencies to our customers and ourselves – These include cost savings and improved operational synergies (for example: the ability to carry more cargo per tow – double and triple tows vs. single tows)" spokes person Kelly Francis states.

Update 2 - Oct 18, 2010

Claudia van Andel , spokesperson with SMIT, responded to my emails by saying "This is in line with the strategic plan for the rationalization of SMIT activities in BC and enables SMIT Marine Canada to focus on its core business in Canada, being harbour towage operations. Currently SMIT Marine Canada provides harbour towage services in northern BC (Prince Rupert and Kitimat) and southern BC (Vancouver and New Westminster). "

Monday, October 11, 2010

Fishermen at Milan Fashion Week

A group of researcher and clothing manufacturers are meeting in Spain this month, and the results could change the way seafarers, in the fishing industry in particular, perform their work. The group is midway in a four year European Union funded project to design work wear which will better protect seafarers.

The project is called Safe @ Sea and brings scientists from various fields to design work wear that will be comfortable enough to use, but will increase safety and functionality.

Design functions like built in integrated electronics to aid in communication, EPIRB, man overboard engine cutoff will probably the most dramatic change. Electronics are flashy, but researchers of the "intelligent" wear are also trying to make it durable and easy to maintain, not to mention offer floating capabilities and protection from the element. Norway's SINTEF (Foundation for Scientific and Industrial Research) is coordinating, with Helly Hansen Pro spearheading the 4.2 million Euro project, made up of 14 groups of researchers and firms, from across the European Union.

Even though this project is principally aimed for fishermen - with 28.5 million workers in that industry alone - the resultant findings will undoubtedly impact workers in the offshore, shipping and ports industries as well.

There is some pretty neat stuff on the drawing board, illustrated below. Some of the neat features include built in radio interface, also simple ease of note taking on the forearm. I look forward to their findings and the new generation of protective clothing, and certainly applaud the EU's progressive thinking in protecting their seafarers, something you don't see too much of in North America.

You can read further on this article, and this one as well. Here is a Safe@Sea project poster, and here is an informational power point on the project, and its progress. SINTEF explains who they are.

Friday, October 08, 2010

Surprise on the helideck

I sure hope that is not the type of helicopter that shows up when you head up to the helideck, ready to sign off the rig, or god forbid, need a rescue! I am not sure how this pictogram was conceived, but it is obviously a bit off the mark when it comes to accuracy. The picture appears to me to be of an American Cobra attack helicopter; might be good to see if you are under attack from pirates though.

That pictogram is from J&D Ship Services, advertiser on ShipServe network. While going through their website I spotted the above "IMO pictogram" for the Helideck. I just though it was pretty funny, and the genesis of this post.

Perhaps you have noticed a bit more advertising on the various areas. Yes its true, there is a bit more, but hopefully complimentary to the site's content. I started using an advertising service that caters exclusively to seafarers and other related organization. I am certainly not retiring any time soon because of it, but the meager income does now cover most operational cost of the website - for the first time in 10 years ! But really the decision was also made because the advertising is actually quite relevant and may actually benefit our visitors.

Incidentally, if you are interested in promoting your company or services on - a collection of web spaces dedicated to marine engineering worldwide, you don't need to sign up with ShipServe specifically. We still offer affordable and accessible tailored advertising solution for you.

For example, proposed something to us, and now, they are our first sponsor for this blog, The Monitor - Thank You. (Look for their link on the right) Its a "small sponsorship spot", but hey, every little bit goes to pay for web hosting and other fees, and that keeps the site online, free, and chock full of relevant maritime content. For more information just navigate to Martin's Marine Engineering Page home page, and click on "Advertise".

Saturday, October 02, 2010

The finance minister pulls the trigger

In twin announcements by high ranking Conservative Party types, Finance Minister Jim Flaherty in Ontario, and Treasury Board President Stockwell Day in BC, the Canadian government granted the waiver of duties (tax) for imported ships over 129 meters long. This waiver has long been sought by Canadian shipowners, and has been seriously rumored for several years now.

This means that "big ships" coming into the Canadian Register, will not be subject to a 25% tax on their cost. The big winners to start off the new policy, retroactive to the beginning of the year, is BC Ferries and Algoma.

BC Ferries is receiving, according to published reports, $119.4 millions dollars back, on duties paid for their new ferries, built in Germany - the three Coastal Class (Super C), and the new Northern Expedition. It plans to give it's customers an "across the board", on all routes, 2% fare reduction, effective later this month.

The press release goes on to mention that BC Ferries will allocate $20 million dollars to "...upgrade key assets in the ship repair and maintenance business in British Columbia." Further details are to be worked out, but I would assume this means good news for Deas Pacific Marine. Deas Dock, as it is commonly known, is located in Richmond, BC, and a wholly owned subsidiary of BC Ferries, responsible for fleet maintenance.

Meanwhile, Algoma in Ontario, is receiving $15 million dollars back, presumably for duties paid on the rebuilds of the Algobay and Algoport. As you may remember these ship were towed to China, where the fore-body was cut off and new ones attached.

In the Montreal Gazette, industry talking heads heralded this as the needed boost to their business, well, that it is! They go on to say, after how they have "been held back", ....shackled, from making investment in new equipment ... "The waiver will also help to reduce our environmental footprint and provide more jobs". Who couldn't be for that! Interesting article really.

Unfortunately, as in Algoma's case (and as far as I know), the removal of import duties does not mean automatically new ships for Canada's maritime trade. It could just mean old ships made newer - somewhere else, as in the case of the Algobay / Algoport. Keeping the old engines and expensive bits, hardly counts on improving their environmental footprint. Perhaps, there is some improvements in cargo capacity and handling efficiencies, but I would hardly say that these are environmental selling features.

Perhaps even just old stuff from the international deep sea fleet, coming into the Canadian Register - like CSL Richelieu - will benefit from the waiver of duties. Sure it's worn out for deep sea trade, but heck, it beats the average age of a Canadian vessel by a few years, that can't be all bad.

Obviously, a little bit different take on the news clippings. I certainly will not hold my breath to see a major fleet renewal program with modern tonnage on the Great Lakes, why would they. Historically, the shipowners don't seem to be held to account for much, why start now.

I could not find official government documents on the announcements, stipulating the various conditions, but the above observations should be of concern. Don't get me wrong, I like to see at least some positive action from the government; its an encouraging sight. Now if we, other stakeholders in the marine industry, could only have a small amount of influence as the shipowners have had over the many decades past. Mmmmmm.

On the ship building side of things, this does not mean the beginning of the end for Canadian shipbuilders, no, no, that was about thirty years ago, but probably the final nail in their coffin. I believe the shipyards in Canada have seen this coming for quite some time. In reading the Globe & Mail's article on this, there was an interesting piece attached, regarding international financial policies, which I found interesting and somewhat relevant.

Incidentally, Finance Minister Jim Flaherty is also the same minister who sent me a letter in response to my inquiries for tax relief, for foreign going Canadian seafarers. He responds "
Based on this reasoning, it is unlikely that there would be created a new tax exemption for Canadian seafarers". Maybe he means until it benefits the Canadian ship owners more, and they ask for it, perhaps then... Something to hope for.