CONFERENCE RECAP: SHORT SEA SHIPPING
As the panel concluded, one thing was clear: short sea shipping isn’t just about moving goods — it’s about redefining how B.C. connects.
“Technology that lets shippers track cargo in real time allows for faster decisions and more flexible routing. It’s capacity through velocity.” Stradiotti offered a closer-to-home example: Western Towboat of Seattle, which pioneered the use of azimuth stern drive (ASD) tugs for long-dis- tance barge tows. “We followed their lead when building our own ASD tug, the North Arm Tempest , in 2021,” he said. “It’s more maneuverable, more efficient, and better for our crews. That kind of innovation keeps coastal shipping competitive.” Environmental and infrastructural considerations The Q&A session turned philo- sophical when an audience member proposed building a bridge between the mainland and Vancouver Island to reduce ferry traffic and its impact on Southern Resident Killer Whales. Volk acknowledged the idea’s appeal but cautioned that the crossing’s depth, soil quality, and cost make it technic- ally and economically challenging. Miller added that shipping and marine ecology need not be at odds. “We part- ner with Ocean Wise in Vancouver to reduce vessel noise and protect marine life,” he said. “Those best practices are now being replicated at ports around the world.”
Building an ecosystem, not just a service When asked how to start a new short sea route, Miller described DP World’s current approach: begin small, build consistency, and expand. “We’re launching a regular service between downtown Vancouver and Nanaimo,” he said. “Once the model proves itself, we’ll add more destinations.” Williams agreed, noting that the business case must be volume driven. “It’s about matching supply and demand,” he said. “Sometimes it’s bet- ter to start with two strong ports and scale up.” Miller went further, envisioning a “coastal logistics ecosystem”. “It’s not just about moving existing cargo by a different route,” he said. “When a cheap, reliable shipping link exists, it attracts industry — light manufacturing, ware- housing, cold storage — and creates jobs. That ecosystem feeds itself.” Looking ahead In their closing remarks, all three panelists expressed optimism about short sea shipping’s long-term potential.
Stradiotti saw redundancy as a key benefit. “When the atmospheric river hit in 2021 and wiped out road and rail links, barge transport became a life- line,” he said. “Even if it wasn’t heavily used then, the option existed — and that’s critical resilience.” Williams reaffirmed SSA Marine’s commitment to investment. “We’ll continue to collaborate, support short sea shipping, and invest in our people, facilities, and equipment,” he said. Miller looked to a broader horizon. “Our goal is to connect B.C.’s com- munities and economic zones with the world,” he said. “Just as people have choices to travel by ferry, plane, or sea- plane, cargo needs the same options: the cheapest, fastest, or most con- nected. That’s the logistics future we’re building.” As the panel concluded, one thing was clear: short sea shipping isn’t just about moving goods — it’s about redefining how B.C. connects. From reducing congestion and emissions to strengthening communities and sup- ply chains, the province’s waterways could once again become its greatest strategic asset.
SSA Marine operates the BC Vehicle Processing Center (left) and DP World operates Duke Point Terminal in Nanaimo.
October/November 2025 — PACIFIC PORTS — 39
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