• Your Trusted Shipping Agent Partner in West Coast Canada.
  • Call Us Today! (24 Hours): 604.687.3733

Potential cold weather hazards

Photo courtesy of MGM
Photo courtesy of MGM

As we come upon Vancouver’s coldest months, those parties with cargo fumigation requirements should bear in mind the potential difficulties and delays that can arise from the falling temperatures.

Canadian regulations for cargo fumigation require a minimum temperature of 5 degrees Celsius for the cargo. Temperatures below that mark can limit the ability of the Aluminum Phosphide pellets to react with the ambient moisture and release their Hydrogen Phosphide (PH3 – Phosphine Gas) in the cargo holds. If the cargo temperature falls below that mark, it can prevent adequate gas levels building up in the holds which are needed to confirm there is no possibility of leakage into the superstructure.

This regulation is vital as it directly affects crew’s safety. Each year, approximately 7-10% of ships experience instances of fumigant gas infiltrating areas such as the engine room, accommodations, forecastle (forward storage space), crane towers, or deck stores.

In some cases vessels may need to wait at anchorage for an improvement to the outside temperature before the 24hr fumigation process can begin. Fumigators will monitor the situation closely; including grain temperatures at commencement of loading, during loading and weather forecast information to best coordinate the fumigation process and limit any potential delays due to the cold.

Depending in the ultimate destination and schedule, vessels loading in Prince Rupert could also have the option to sail to Vancouver for fumigation enroute. Generally the temperatures and weather are more favorable for fumigation in Vancouver.

ILWU to fight government’s back to work order

 

The union representing British Columbia port supervisors in a dispute with their employers has applied for a judicial review of federal Labour Minister Steven MacKinnon’s decision last month to order them back to work.

In an application dated Dec. 3, the International Longshore and Warehouse Union Local 514 says it is seeking to quash MacKinnon’s direction on Nov. 12 to the Canada Industrial Relations Board to order a resumption of port operations in B.C. after a lockout imposed by employers.

MacKinnon’s order also includes a direction for the board to impose “final and binding arbitration” to resolve the dispute, which the union says violates workers’ Charter rights “to meaningful collective bargaining and to strike.”

The dispute between Local 514’s roughly 700 members and the BC Maritime Employers Association resulted in a shutdown of port facilities across the province between Nov. 4 and Nov. 14, as employers locked out supervisors in response to an overtime ban by union members.

None of the accusations in the application have been proven in court.

The employers association says in a statement that its counsel would be responding to the application and it would not provide further comment.

In the application, Local 514 and president Frank Morena say MacKinnon had not brought up the possibility of invoking Section 107 of the Labour Code or imposing binding arbitration before making the order.

Section 107 gives the minister additional powers to take action that “seem likely to maintain or secure industrial peace and to promote conditions favourable to the settlement of industrial disputes.”

Legal experts have said the language of the section is vague about what it allows a minister to do and this may be used by labour groups to challenge a minister’s orders.

Last month, Local 514 filed a challenge at the Canada Industrial Relations Board, questioning whether MacKinnon’s order violated the rights to collective bargaining and to strike.

Source The Canadian Press

CN Rail & Unifor in harmony

Photo courtesy of MGM
Photo courtesy of MGM

Canadian National Railway (CN) has reached a tentative four-year collective agreement with Unifor. The union represents approximately 3,300 employees at CN in Canada, working in different mechanical, clerical, and intermodal functions.

The agreement, pending ratification by union members, was announced on December 9, just three weeks before the current contract’s expiration of December 31. Though no details of the tentative agreement will be released publicly until it has been ratified, Unifor Council 4000 officials expressed satisfaction with the deal, highlighting “meaningful gains” achieved through extensive negotiations

The Unifor members of Council 4000 and Local 100 had voted overwhelmingly in favour of job action, with 97% supporting a strike if an agreement could not be reached by January 1, 2025. Council 4000 represents over 3,300 workers in customer service, clerical roles and mechanical operations. While Local 100 represents approximately 2,100 workers, including mechanics and heavy equipment operators. They had been looking for job security with improved wages and working conditions in the deal.

Given the recent spate of labour disruptions and governmental orders that have affected Canada’s supply chain recently, it is nice to see a negotiated settlement that avoids any further disruptions.

Canada Customs complicates carrier codes

Image by freepik
Image by freepik

The Canada Border Services Agency (CBSA) has introduced new requirements for marine carriers to obtain Carrier Codes through the CBSA Assessment and Revenue Management (CARM) system. This change replaces the previously used paper-based application process for obtaining a marine carrier code and bond. Per CBSA requirements, all carriers bringing vessels into Canada are required to have a valid Canadian Carrier Code.

The CBSA recommends simultaneously submitting the CARM registration and the Advance Commercial Information (ACI) program registration to reduce processing times.

Foreign marine carriers must first apply for a Canadian Business Number (BN) before proceeding with the carrier code application. Upon completing registration for the BN, a carrier code can be issued promptly.   Non-resident carriers must acquire their BN directly from the Canada Revenue Agency portal, rather than through the CARM portal.

Some of the key points to CBSA’s new CARM requirements:

  • Marine carriers holding an existing, valid carrier code do not need to register in the CARM system.
  • Carriers entering Canada for the first time and without an existing carrier code must register in CARM to obtain a code.
  • Carriers wishing to transition from a non-bonded to a bonded carrier code must complete registration in the CARM portal to facilitate this change.
  • Notably, agents can no longer apply for a carrier code on behalf of carriers, even if they are registered in the CARM portal.
  • CBSA has discontinued the previous paper-based process for carrier code applications, and there is no longer a temporary code issuance process for carriers facing imminent vessel arrivals.

Full details on the updated requirements for obtaining a Carrier Code and bond through the CARM system can be found here.

Additionally, the CBSA has also provided specific onboarding steps for marine carriers, which include:

Onboarding to the CARM Client Portal
Transporter Enrolment

Source The BC Chamber of Shipping