Thank you, Chair, for the opportunity to speak about MV Zim Kingston.
I would like to start by saying that safety, security and sustainability were the pillars upon which Nanaimo Port Authority undertook the salvage operation of Zim Kingston. I had the privilege of representing the port in the initial unified command discussions pertaining to safety, security and environmental protection. The ship was held to a very high level of scrutiny and safety protocols, which included regulatory requirements. Once NPA was satisfied with the protocols that would be in place, the vessel was permitted to conduct salvage operations at DP World Duke Point terminal.
During the salvage operation, the port played an integral role in terms of ongoing safety, security, and environmental protection protocols that were adhered to at Nanaimo Port Authority. One example of this was when the ship sustained a fire on board during the salvage operation. On behalf of Nanaimo Port Authority, I had rescinded all hot work permits on the ship until my investigation was complete and I was satisfied that the proper safety protocols would be adhered to.
I also attended the vessel at different instances to make sure that the processes were adhered to. I investigated the fire incident in particular through interviews on board the Zim Kingston of the salvage team and the ship's crew. The practical assessment of the hot work process was also observed physically, and the hot work permit was reinstated for the vessel to carry on with its operations.
It is noteworthy that Zim Kingston was successful in terms of completing the operation. The disposal process was administered with a very high level of diligence in terms of safety protocols, including regulatory requirements, in co-operation with the terminal operator, which was DP World in our case.
Case in point: Zim Kingston owners commented on their reception by the port of Nanaimo. This is one comment that I received: “From our experience during the vessel's stay at the Port of Nanaimo, we would like to point out your prompt response to our inquiries and the availability of anchorage when [it] was needed for our vessel.” The second comment was as follows: “Environmental protection protocols were followed to the utmost detail in accordance with the submitted cargo discharge plan: Your quick response to safety issues that were raised during our operations [and] towards risk assessment and implementation of mitigating actions was remarkable.”
Some other salient points worth noting here are as follows: No other facility was able to accommodate Zim Kingston's salvage operation in the western region due to variables such as congestion and the time it would take to unload the damaged containers. We didn't allow the ship to offload at anchor, which was a ship barge operation, because doing so was considered unsafe and dangerous according to the input of the Snuneymuxw First Nation, who are partners and who have a relationship agreement with Nanaimo Port Authority. We respected the first nation response and looked for other options to complete the operation, which led to the DP World solution.
NPA notes that had DP World been an active container facility, lost revenue would have been a decision-making consideration. Variables could render the terminal less flexible in administering this operation. All the same, NPA would have explored active vessel management options in collaboration with the terminal to facilitate the operation.
I have a process timeline that starts on October 24, 2021, and ends on February 2, 2022, when Zim Kingston left Nanaimo Port Authority for its next port of call.
The process started with Nanaimo Port Authority being abreast of the situation through CCG Western Region-Victoria MCTS information bulletins and news outlets. On the 29th, Transport Canada's Canadian Marine Advisory Council reached out to various stakeholders. On November 4, the agent initiated conversation with Nanaimo Port Authority.
My time is up, Chair.
Thank you.