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SIDELIGHTS View From the Bridge 5 4605 NW 139th Loop , WA 98685 President Captain Cal Hunziker mourns 360-901-1257 [email protected] the loss of fine Masters and their seafaring histories, comments on continued acts of EDITOR-IN-CHIEF piracy, and looks forward to the AGM/PDC in Capt. Tom Bradley Baltimore. EDITORIAL BOARD Capt. Tom Bradley Capt. John Konrad Capt. Pete Booth Capt. Ron Meiczinger Capt. John A.C. Cartner Capt. Klaus Niem In the Council 6 Capt. Chick Gedney Capt. Bob Phillips Capt. Cal Hunziker Chapter & Officer Reports ...... 6 New Members ...... 8 CONTRIBUTORS Council Cross’d the Final Bar ...... 9 Pete Booth Rodger MacDonald Tom Bradley Lyn McClelland 2011 Annual General Meeting ...... 10 John A. C. Cartner Donald Moore, Jr. CAMM Watchkeepers and Positions Peter Chelemedos Klaus Niem Committee ...... 12 Kevin Coulombe Sinclair Oubre Michael Henderson Don Rose UNLOS and LOST ...... 14 Cal Hunziker Tom Stapleton Father Oubre: SS TEXAS OKLAHOMA...... 15 Alan Knight Douglas Subcleff John Konrad V Will Watson In the Industry 16 COPY EDITORS Davyne Bradley Pat Moloney NOAA Hydrographic Surveys ...... 16 Liz Clark Klaus Niem Piracy: IMO: Orchestrating the Response ...... 18 DESIGN & LAYOUT Save Our Seafarers Campaign ...... 20 Davyne Bradley Watson: Continues to Vex ...... 21 Sea-Going Leadership ...... 22 PRINTING Sir Speedy Largo

ADVERTISING MANAGER & ADMIN In the Membership 24 Capt. Tom Bradley Continuity of Crew & [email protected] 360-901-1257 Experience of Managers ...... 24 Hold Your Position, Captain ...... 25 TO SUBMIT MATERIAL Peter, The Odyssey of a We welcome your articles, comments, illustrations and photographs. Please Merchant Mariner ...... 26 email or send your submissions to Close Call in the Aleutians ...... 28 Sidelights Chair Capt. Tom Bradley at the above address. All submissions will be reviewed, but are not guaranteed to be published. International Persepctive 32 PUBLICATION DEADLINES IFSMA Issue Submission Release February Jan. 5 Feb. 1 Ship Ballast Dumping ...... 32 April March 1 April 1 Command Seminar Series ...... 33 June May 1 June 1 CMMC October Sept. 1 Oct. 1 Last Voyage of the CITY OF RAYVILLE ...... 34 December Nov. 1 Dec. 1 Slavage of the LANGDALE QUEEN...... 35

NOTICE The articles in this magazine are entirely those of the writer, and do not necessarily reflect the views of CAMM nor its Board of Governors.

The Council of American Master Mariners, Inc. April 2011 Sidelights 3 South Atlantic Region MAILING ADDRESS P.O. Box 5034 PORT EVERGLADES / MIAMI Lynnwood, WA 98046-5034 Captain David Goff, President 561-392-5476 NATIONAL OFFICERS [email protected] President North Atlantic Region Meetings at 1200, the 3rd Wednesday of the Captain Cal Hunziker month, except July and August. Location var- [email protected] NEW YORK / NEW JERSEY ies, so please call or check website for current 253-862-7493 Captain Glenn Strathearn, Contact location. First Vice President 973-403-8922 Mailing Address: 1106 S.W. 12th Road Captain Liz Clark [email protected] Boca Raton, Fl 33486 [email protected] Captain George Previll, Contact 954-781-0183 973-763-7594 TAMPA BAY Second Vice President [email protected] Captain David H. Williams, President Captain Vic Faulkner Mailing Address: 449 Richmond Ave. 352-637-1464 [email protected] Maplewood, NJ 07040 [email protected] 360-798-9530 Meetings at 1130 on the 2nd Tuesday of each Treasurer and Secretary BALTIMORE / WASHINGTON month, except July, August and September. Captain Donald Moore, Jr. Captain Joe Hartnett, President Columbia Restaurant, 7th Ave. and 22nd St. [email protected] 410-867-0556 425-775-2331 Mailing Address: 1760 E. Littleton Ct. [email protected] Inverness, FL 34453 North Atlantic Regional Vice President Meetings at 1130 monthly, except June - Captain George Previll August. Steady date TBD. Pilot Maritime Center North Pacific Region [email protected] (3rd Floor) 3720 Dillon Street, Baltimore, MD. / PACIFIC NORTHWEST South Atlantic Regional Vice President Mailing Address: P.O. Box 700 Captain Richard Klein, President Captain Jerome Benyo Edgewater, MD 21037-0400 425-746-6475 [email protected] [email protected] 727-791-0313 NORFOLK / HAMPTON ROADS / TIDEWATER Meetings at 1130 on the 1st Thursday of each Gulf Regional Vice President Chapter Inactive month. Rock Salt Steaks and Seafood, Lake Captain Robert A. Phillips Anyone interesting in restarting this chapter, Union, 1232 Westlake Ave. N, Seattle. [email protected] please contact National President Capt. Cal 504-737-6619 Mailing Address: PO Box 99392 Hunziker. Seattle, WA 98139 South Pacific Regional Vice President Captain Klaus Niem COLUMBIA RIVER [email protected] Gulf Coast Region 707-255-6567 Captain Vic Faulkner, President NEW ORLEANS 360-798-9530 North Pacific Regional Vice President Captain Karl Jaskierny, President [email protected] Captain Carl Johannes 504-737-4849 Meetings are at 1200 on the 2nd Friday of [email protected] [email protected] 206-448-3433 each month. Red Lion Inn on the River, Meetings at 1130 on the 2nd Thursday of each , OR. Immediate Past President month, except July and August. Locations Mailing Address: 121 Hazel Dell View Captain Tom Bradley vary, please call for current meeting place. [email protected] Castle Rock, WA 98611 360-901-1257 Mailing Address: 9417 Roslyn Dr. River Ridge, LA 70123-2048 South Pacific Region APPOINTMENTS & CHAIRS MOBILE BAY LOS ANGELES / LONG BEACH BOG at Large Captain Pete Booth, President Captain David Boatner, President Captain Warren G. Leback 850-456-2400 805479-8461 Council Chaplain [email protected] [email protected] Fr. Sinclair Oubre Meetings on the 2nd Tuesday of each month Meetings at 1200 on the 2nd Tuesday of each Constitution and Bylaws at 1330. Ryan’s Grill, Buffet, & Bakery, 4439 month, except August. Ante’s Restaurant, 729 Committee Chair Rangeline Road, Mobile, Alabama. S. Ante Perkov Way, San Pedro, CA. Captain Chick Gedney Mailing Address: 615 Bayshore Drive #408 Mailing Address: 533 N. Marine Ave Membership Committee Chair Pensacola, FL 32507-3565 Wilmington, CA 90744-5527 Captain Liz Clark Master’s Paperwork Reduction HOUSTON BAY AREA Committee Chair Captain Tom Stapleton, President Captain Klaus Niem, President Captain Warren Leback 830-837-5058 707-255-6567 Positions Committee Chair [email protected] [email protected] Lyn McClelland Meetings on the 2nd Thursday of each month. Meetings on the 1st Tuesday of each month, Finance Oversight Committee International Seafarers’ Center, Houston, TX. 11:30, Sinbad’s Pier 2 Restaurant in San Captain David Williams Mailing Address: Francisco, south of Ferry Building. Captain Gussie Roth 4620 Fairmont Pkwy, Suite 203 Mailing Address: 4207 Chardonnay Ct. Captain Don Mercereau Pasadena, TX 77504 Napa, CA 94558-2562

4 Sidelights April 2011 The Council of American Master Mariners, Inc. from the

losing our history

Just before were covered in detail in its Winter 2007 to stop. As of this morning, there is an I begin to and Summer 2008 issues. Unfortunately, additional Danish yacht with four adults write this, I others have passed without recounting and three children on board who have received two their stories and losses like these can been captured and are being threatened Captain Cal more obituar- never be recovered unless the departed with death. This issue is no longer an Hunziker ies from older has either recorded them or put them economic one, with the disruption of the CAMM National members, down on paper. If we do not want to lose free flow of commerce and the paying President or as Tom our maritime history, it is imperative of ransom to free the vessels, crew and Brokaw referred to them “our greatest that we begin to record these personal cargoes. It has rapidly deteriorated into generation”, who served during World histories before they are lost forever. a matter of life and death for seafarers War II, the Korean War, and Vietnam. It How quickly our nation and govern- such as you and I. reminded me that four years ago Captain ment forgot the sacrifices these men CAMM again renews its call to the Tom Bradley had requested that chapters endured. Although the American governments of the world, maritime or either videotape or audio tape older Merchant Marine was the backbone in not, to put a stop to this lunacy once and members for their stories and histories. the supply chain in both the Pacific and for all. The American navy and marines Unfortunately, there has been very little Atlantic and as a percentage, lost more put a stop to the Barbary pirates in the done to preserve the stories and histories men than the other services combined, early 1800s, and it’s time they do so again that these men have to tell. it took years for any recognition of their in Somalia. We are missing out on being able to heroic efforts to keep the bullets, bombs, I’ll be looking forward to seeing many preserve the histories and stories of con- tanks, and food flowing from American of you at the AGM in Baltimore next voys to Murmansk, North Africa, and shores to the war front. Help us to pre- month. I look forward to continued dis- across the Pacific, both successful and serve this history. The next time your cussion on both the subjects of maritime those that were outright disasters, the chapter meets, ask an older member if history and CAMM’s position on piracy triumphs of those that made it safely and he wouldn’t mind sitting down for a few during the meeting. the stories of those comrades that didn’t hours and record what he remembers. survive. Accounts of being torpedoed As an example of history preserved, and sunk and incredible survival with we’ve included a brief article, gleaned sometimes months afloat with little or from Lewis & Dryden’s Marine History Captain Calvin C. Hunziker nothing to eat or drink except what they of the Pacific Northwest printed in 1895. could catch or collect. It’s stories like The book is a fascinating account of these that remind us of the sacrifices that seafaring on the Pacific Coast. I hope to those who went before us endured. include other articles from this account In Captain C. E. Chester’s case there in future issues of Sidelights. was one paragraph in his obituary devot- On another note, and a follow-up AINBRIDGE ed to his wartime medals and the fact to my View From the Bridge last issue, B ILLIAM that he was aboard the first American Somali pirates have now killed four W APTAIN vessel, the Eastern Sword, sunk by a Americans whose yacht was captured : C RAWING

German U-boat before America entered in the Indian Ocean. This escalation of D

World War II. Sidelights and CAMM danger to seafarers, no matter if they are The USS , capturing the corsair TRIPOLI were lucky, as Captain Chester’s exploits yachtsmen or merchant seamen has got in 1801.

The Council of American Master Mariners, Inc. April 2011 Sidelights 5 Council

Reports “A community is like a ship; everyone ought to be prepared to take the helm” — Henrik Ibsen

Secretary’s Report Sidelights Committee world in addition to the waters off of Submitted by Captain Donald Moore, Jr. Submitted by Captain Tom Bradley Somalia, perhaps because others have Just a few more weeks and we will be Sidelights continues to be a strong seen how successful the Somalis have attending the Annual General Meeting form of communication with our mem- been with getting ransom payments. in Baltimore. Captain Joe Hartnett and bers. Behind the scenes, we expanded Prior to lunch being served, a special his crew are setting up what looks like our list of content reviewers and copy “Captain’s Wife Recognition Award” was an excellent affair. In addition, this year, editors to ensure our publication main- presented to Mrs. Kay Chelemedos. She we are combining our activities with tains high standards. and Peter were married in 1943. In his a seminar conducted by IFSMA and Sidelights relies on advertising revenue acclaimed book, Peter, the Odyssey of The Nautical Institute. The whole week to cover production, printing, and mail- a Merchant Mariner, Peter shared the promises to be a great success. Very ing costs. If you use the services of any of story about the time, in February of soon the National will be sending out a our sponsors, please be sure to mention 1944, when he and Kay had unknow- written agenda for our AGM on Friday to them you saw their ad in Sidelights. ingly mailed nearly identical Valentine’s April 29th. Day cards to each other. At today’s ban- Our new member drive continues to Seattle / PNW show progress. Our Panama Canal proj- Excerpted from SeaPacNewSletter ect has produced three new member A great turnout of 28 for our special applications so far. A list of the new February meeting featured a number members approved since the last issue is of special gift basket raffle prizes, flow- published elsewhere in this edition. ers for the ladies and table treats for The National Board of Governors con- everyone. tinues to work on the CAMM Strategic In the downstairs banquet room of the Plan. The Seattle Chapter, at the direc- Rock Salt Restaurant, the Seattle Chapter tion of the National President, has sent President, Captain Richard Klein, led off out the first electronic survey and is the event with a big welcome to Seattle now waiting for replies. Over six hun- CAMM members and special guests. He dred email surveys were distributed and then provided a brief review of Seattle we have received over 180 answers. A Chapter activities and future schedule second set of questions are now being of events. He reminded everyone of the Mrs. Kay Chelemedos, recipient of the SPNW Chapter’s “Captain’s Wife Recognition Award,” edited and will be distributed soon. We CAMM National meeting to be held at beside husband Peter Chelemedos. hope to have four sets of questions even- the end of April at the MITAGS facility tually sent out before the AGM. This in Baltimore, MD. quet, Captain Chelemedos remarked should give a good starting point for Also discussed was a piracy update that, somewhere at home, those two discussion. with the latest numbers of ships and mari- cards were still in their possession. In Our bank account is healthy, our IRS time crew being held hostage in Somalia. addition to a bouquet of flowers, a well- tax return for fiscal year 2010 has been Of recent interest was the South Korean deserved round of applause was given to submitted, preparations for the AGM are military action to retake a hijacked ship the lovely couple. in hand, and new ads for Sidelights have with Korean sailors onboard. A number This luncheon also featured a number been received. Looking forward to see- of captured pirates have been sent to of seasonal gift baskets for the raffle. ing you at the AGM in Baltimore. South Korea to be tried in court there. Thanks to the chapter officers and their Captain Hunziker and I are finishing In the February 2011 issue of Sidelights wives for the donated items. Appreciation our terms of office and will turn over the magazine, CAMM National President, also to Mrs. Jackie Moore for supplying watch in April of 2012. It is not too soon Captain Cal Hunziker, wrote an edito- the delicious candy treats and to Captain to begin the search for our successors. rial column titled: “It’s High Time to Stop Subcleff for the donation of the red roses Piracy.” He noted that piracy attacks have for all the ladies. actually increased in other parts of the The after-lunch presentation was by

6 Sidelights April 2011 The Council of American Master Mariners, Inc. Chapter member, Captain Jim Herron. dents; USCG lifejackets regulations meet bearings plotted. The chief mate though No longer sailing, he now teaches at SOLAS amendments; criminal fine for transiting dangerous waters, did not plot Ballard High School. But he still had falsification of oil record book entries; the ships position for one hour after tak- one voyage he wanted to make, to the a violent piracy incident, involving a ing over the watch. If he had plotted the one continent he had yet to visit. So, SouthKorean ship; CFR notices of inqui- 1630 position he would have seen the at the end of November, 2010, going ry (see page 13); and a ship-owner fined ship was almost to the required course this time as a passenger, he boarded for failing to provide adequate rest for change. The master left an officer who the Antarctica expedition ship, National crewmembers. only had three hours sleep in the previ- Geographic Explorer at the departure Captain Pat Moloney presented us ous 24 hours in charge on the bridge port of Ushuaia, Argentina. Captain with the proposed sailing route for the while transiting dangerous waters and Herron kept in contact with his stu- America Cup. The route crosses inbound/ the master was in his office making out dents and friends via an internet travel outbound traffic lanes including ferry his loading report. This looks like a clas- blog (www.travelblog.org/Bloggers/Jim- routes. The race route may be extended sic case of casual reliance on electronic Herron). On the return leg of the voyage, West of the , depend- navigation devices while good seaman- there was some unanticipated excite- ing on wind conditions. Pat also iterated ship was ignored. ment when their ship was requested to that the SS Jeremiah O’Brien (JOB) will be stand by and assist another Antarctic operating as a viewing or support plat- Los Angeles / Long Beach cruise ship, Clelia II, which had its com- form for the races and needs to increase No report submitted. munications gear wiped out by heavy the steaming (MMD) crew by 300%. He seas. Jim and the rest of the passengers encourages licensed/unlicensed seamen Houston on the NG Explorer got to watch as the to sign up as volunteers. The J O’B is submitted by Captain Tom Stapleton line throwing apparatus was successfully going into shipyard in the fall. Prior to We’re back! After the chapter lay dor- used to transfer a satellite phone over to that they will be offloading about 1100 mant for more than six months, nine the cruise ship Clelia II. Jim had good tons of lead ballast donated for the 1994 brave souls ignored freezing rain and reviews for the professionalism of the Normandy voyage and replacing it with high winds to attend January’s luncheon Officers and Crew of the NG Explorer concrete blocks. Sale of the lead will pay at Landy’s on the Kemah Boardwalk. We as well as the state-of-the-art equipment for the drydocking in the fall. elected 2011 chapter officers: President, and facilities on board. Captain Chick Gedney reviewed the Captain Tom Stapleton; Vice President/ reason of the grounding of the Hsau President-Elect, Captain Ed White; Columbia River Ming off the coast of Australia. The Secretary, Captain Augusta “Gussie” A. Submitted by Captain Tom Bradley vessel had enough fuel on board for Roth; and Treasurer, Captain Wayne We continue to meet at our new a transit to China. The second mate Farthing. location, Red Lion on the River, a big plotted the ship’s position at 1600 and Initial business included jump-starting improvement over the former location. turned the watch over to the chief mate. the chapter with realistic goals: interest- We sent out a poll to our local members, The chief mate said he was intending ing monthly guest speakers, continuing asking, “if they could go to a meeting, to fix the position by GPS at 1630, but to actively support the CAMM Cadet what day would be best and where?” later decided to wait until 1700. When Chapter at Texas Maritime Academy Results pending. At the last meeting, the chief mate plotted the 1700 position (TAMUG), reaching out to the com- we discussed ways to grow CAMM and and realized the danger, he ordered hand munity and high schools in promoting our chapter, the upcoming AGM in steering and hard right rudder. It was too the US maritime industry, growing our Baltimore, and what should be done to late. The ship ran aground at 1705 before membership, making the chapter rel- stop pirates. it could start to turn. Weather was clear evant and interesting, and lastly, creating with good visibility. Both the Australian the ‘Best of the Best’ program (this will Area coast on the port side, and North Island be explained with the roll-out in the next Submitted by Captain Klaus Niem (at about six miles off ) on the starboard edition of Sidelights). After a short Christmas vacation the side were clearly visible. Captain Tom Stapleton gave chapter convened with their monthly Positions used were taken only with a PowerPoint presentation on meeting on February 1, 2011 at Sinbad’s the GPS. The route had been changed Intermodalism and how the one Restaurant in San Francisco. but the GPS had NOT been re-pro- American shipping company literally We discussed recent news releases: grammed. Though land was clearly visi- saved our nation’s railroads from eco- out-of date onboard charts and other ble on both sides of the ship, no bearings nomic extinction in the 1980s with the nautical publications still appear to be were taken, no DR’s plotted, no course invention and implementation of the a contributory cause of shipping acci- change bearing plotted and no danger Continued on next page >>>

The Council of American Master Mariners, Inc. April 2011 Sidelights 7 I C

Council >>>Continued from page 7 ing a memorial service and wreath-lay- New chapter officers will be elected stack train concept. When the railroads ing, will be held on March 25th. this year. Election Committee Chairman were approached and asked to build the Captain Bob Holden is seeking candi- special cars and run this ‘Land Bridges’ New Orleans dates for all offices. Elections will be held transcontinental, they declined. Instead, No report submitted. at the June meeting. the shipping company designed, tested, and built the cars and then approached Mobile Bay Port Everglades / Miami the major railroads — contracting rail- submitted by Captain Pete Booth No report submitted. roads to pull these mile-long serpents The Mobile Bay chapter’s nice group trans-continentally. The railroads awoke of master mariners continue to get Baltimore / Washington DC from a deep sleep after counting boxcars together for a nice lunch and conversa- submitted by Captain Joe Hartnett to finally embrace the stack train con- tion monthly. The Baltimore chapter is busy pre- cept and realize a return to prosperity paring a very productive and enjoyable and growth. The rest is history. Tampa Bay PDC/AGM. We currently have 25 active Our chapter will co-sponsor the sym- excerpted from Tampa’s CAMMLetter chapter members and we are continuing posium on the 40th Anniversary of the The chapter continues to hold month- efforts to increase our membership. All Sinking of the S/T Texaco Oklahoma at ly luncheons. Our members discussed National members within the surround- Port Arthur. CAMM Chaplain, Father IFSMA’s upcoming Executive Committee ing states are encouraged to join our Oubre, is organizing the symposium and (EXCO) meeting in Tampa. Our chap- chapter. tribute to the mariners who tragically lost ter’s April meeting has been moved to their lives. The full day of events, includ- April 21st to allow the EXCO members New York / New Jersey to attend our local meeting. All CAMM members within this area, We also talked about the upcoming please contact Captain George Previll at CAMM AGM. IFSMA and the Nautical [email protected] or 973- Institute are holding a Command Seminar 763-7594. Captain Previll has taken on Series at CCMIT on Wedensday, in con- the task of restarting the chapter. junction with our AGM. All CAMM members are invited and strongly TAMUG Cadets Members of the Houston Chapter at January’s encouraged to attend. No report submitted. luncheon. œ

NANOOS Maritime Operations NANOOS (Northwest Association of New Members Networked Ocean Observing Systems) is pro- viding real-time data and forecasts for weather Congratulations! You now have all the benefits of and water conditions including wave, wind, and surface cur- CAMM membership! rent speed and direction, tides, sea surface temperatures, and 3294-S Captain Sandra Pirtle of Honolulu, HI fine scale information on a limited number of ports. Masters License Steam or Motor Vessels Any Gross NANOOS has been helping to produce and collect data Tons – Ocean; Sailed all deck officer capacities including Chief Mate; Currently Self Employed products and decision making tools applicable to maritime Ashore as a Maritime Consultant. operations on their web portal. All are conveniently located Recommended by Captain Joy Manthey now, under the hyper-text “Maritime Operations” at the top 3295-R Captain Richard English of Marysville, WA of the home page. You can get to the Maritime Operations Retired Master for American President Lines; theme page directly via this URL: http://www.nanoos.org/ Last Command MV President Truman. Sponsored by Captain Donald Moore, Jr. #1513-L education/theme_pages/maritime_operations.php CAMM is the only industry member on the Board of Triple our Membership Drive Directors for NANOOS, so asks for your input and review of this page. What do you see that you find useful? What would Sponsor 3 approved new members and be eligible to you like to see that you don’t? Do you have any comments earn a free year’s membership dues! Ask your Chapter on how to make this more useful to masters? President for more details. Membership applications are Email your responses to Jan Newton, Principal available online at www.mastermariner.org or request Oceanographer, Applied Physics Laboratory, University of one from Captain Liz Clark. Washington at [email protected]. œ

8 Sidelights April 2011 The Council of American Master Mariners, Inc. Crross’doss’d tthehe FFinalinal BBarar

Captain Bill Boyland #-R and IOMM&P. He was a member of the ed Rockport Schools and graduated with Captain William T. Boyland passed Sons of the American Revolution, Sons the Rockport High School Class of 1958. on Feb. 18, 2011, at home in El Cerrito, of Confederate Veterans, Sons of Union He then went on to Maine Maritime CA. He was 86 years old. He planned for Veterans, the Houston Astronomy Club Academy where, in 1961, he received an cremation and no memorial service. and the Houston Gem and Mineral officer’s commission in the United States Society. He also held professional licens- Navy as well as a Third Mate’s license Captain Chadwick “Jerry” es in real estate and finance. in the Merchant Marine. In 1968 at the Chester #-R age of 28 he attained his Coast Guard Capt. Chadwick “Jerry” Chester, of Captain Donald M. Larsen Master Mariner License, a license he , TX, passed away February 8, #-R held at the time of his death. Over the 2011, after a sudden illness. Born May Captain Donald Larsen, 90, of Castle course of his forty-year career he sailed 12, 1921, in Beaumont, TX, he was a Rock, CO, passed December 22, 2010. the world’s oceans and seas on passenger world traveler, avid reader, political pun- Larsen served 3 years in the army as a ships, freighters, container ships and dit, and his own man to the end. .50 caliber machine gunner, rising to the LNG tankers, retiring as Master of the He was a graduate of Beaumont High rank of Sergeant. He wrote the field man- LNG Gemini in 2000. School, class of 1937. After graduation, ual for the .50 caliber machine gun and The sea figured prominently in Toddy’s he began his sailing career and attended developed the “quick kill” to be used by life. As a young boy, he could usually be various maritime schools before, during what we today would call Special Forces. found along the wharves and docks of and after WWII including the maritime Larsen wanted to go to sea. He joined Rockport, tending to his small skiff and academy in Hoffman Island, New York. the Merchant Marine just months before a few lobster pots. Lobstering became a At the age of 24 he received his Master’s the bombing of Pearl Harbor. The ship life-long passion which led Charles to License and captained his own ship. He he was on was scheduled to be in Pearl build Snow Squall, his well-loved lobster maintained his license until his death. Harbor on December 7, 1941. Had it boat, in his retirement. He fished lob- His wartime awards included the not been for a stevedore strike, he would sters commercially for the last 9 years. Merchant Marine Defense Medal, have been sailing into Pearl Harbor that On dry land, Charles enjoyed growing Merchant Marine Defense Bar, Combat fateful day with 800 tons of dynamite vegetables and had special interest in his bar with star, Atlantic War Zone, aboard. collection of dwarf apple and citrus trees. Mediterranean, Middle East War Zone, After years of exhaustive study and As a ham radio he kept in touch Victory Medal, Mariner’s Medal for effort, he obtained his Masters License with friends all over the world, WI1U Wounds, and the Honorable Service and served 37 years in the Merchant over and out. Button. In August 1941, he was a crew- Marine, much of it as a Master Mariner. man on one of the first American ships Numerous are the stories of how expert- Captain Harold “Hal” attacked prior to WWII and in May of ly and efficiently he handled the ship and Robinson #-R 1942 his ship, the Eastern Sword, was his heroism rescuing others and the ship Died on Jan. 14, 2011, from com- sunk off British Guyana by a German U- from fire and storm damage. plications of Parkinson’s disease. He is boat. He was wounded in that action. survived by his wife of 47 years, JoAnn. After the war, he attended the Captain Charles Everett Hal was a graduate of Burlingame High University of Houston. He was an owner Anderson #-R School and spent three years in the Navy. and Treasurer of Southern Stevedoring, Captain Charles E. “Toddy” Anderson He developed a love of ships, the sea, a well-known firm in the area. He was peacefully embarked upon his final voy- and travel. He spent his career follow- a Golden Life Members of the US Naval age on Friday, April 30th, 2010 after ing that path. He graduated from the Institute, Past-President of CAMM’s succumbing to complications from a California Maritime Academy in 1962 as Houston Chapter, member of the bacterial infection. a deck officer. Hal sailed with the mer- Propeller Club, the Nautical Institute, Born on September 2, 1940, he attend- chant marines for twelve years and then spent eighteen years as a Panama Canal Please have a “Moment of Silence” for the following departed brothers. Pilot. He had many hobbies including Captain William Sembler #241-L of Glen Cove, NY, crossed 11/11/2010 keeping bees. A private family scatter- Captain Jacob R. Lockwood #454-L of Media, PA, crossed in 2010 ing of his ashes at sea will be at a later Captain Leland R. Jewett #975-L of Sequim, WA, crossed 01/21/2010 date. Donations in Hal’s memory may Captain Donald F. Miley #989-R of Lopez Island, WA, crossed 03/04/11 be made to the California Maritime Captain Thomas G. Kelly #1580-R of Longbeach, CA, crossed 01/01/2011 Academy, Hal & JoAnn Robinson Captain James Cullen #1745-R of Tampa, FL, crossed 09/13/2010 Scholarship Endowment, 200 Maritime Academy Dr., Vallejo, CA 94590. œ

The Council of American Master Mariners, Inc. April 2011 Sidelights 9 IM LT OR The Council of American Master Mariners, Inc. A E B Annual General Meeting C

A C Professional Development Conference M D M P April 27-29, 2011 AGM & “The Master and the Burden of Regulations” Gala Dinner Keynote Speaker Hosted by the Baltimore / Washington, D.C. CAMM Chapter Congressman Celebrating 20 years in December 2011 Elijah E. Cummings (D-MD) Ranking member and former chairman of Speakers from the industry and governmental agencies. the Subcommittee on Coast Guard and Maritime Transportation Panel Discussion The Master and the Burden of Regulations. PDC Speakers* Captain Mark P. O’Malley Business Meeting Vote on CAMM Positions and proposals Commander, USCG Sector Baltimore moving CAMM forward. CAMM positions are used as our Captain Rodger MacDonald Secretary-General, IFSMA voice in Congressional matters and International Conventions Captain James Robinson through IFSMA and the IMO. President, The Nautical Institute Captain George Quick Vice-President, Gala Dinner Formal evening with Keynote Speaker MM&P Pilot Membership Group Congressman Elijah E. Cummings, the Lalonde Spirit of the Seas Captain Rob Jones Award Presentation, and recognitions. NTSB Marine Investigator CAMM Member #3290-R Father Sinclair Oubre Apostleship of the Seas Print and return the registration form today! CAMM Chaplain wwww.mastermariner.orgww.mastermariner.org Captain Dennis Newbanks Cosultant/Instructor Registration and room bookings due March 25, 2011 Captain R. Habib Vice-President, Titan Salvage CAMM Member #2932-R Representatives from MARAD

*Subject to change

10 Sidelights April 2011 The Council of American Master Mariners, Inc. Annual General Meeting Conference Agenda

Registration Wednesday April 27 Registration forms are now available in a tear-out near the back cover and Command Seminar Series #1 on the CAMM website. Follow the links to 2011 PDC & AGM. Please be sure Maritime Resource Managment to register early; registrations are due March 25, 2011. Sponsored by The Nautical Institute and IFSMA Accommodations CAMM Welcome Reception Book your room at CCMIT before March 25, 2011 for our group rate. Memorabilia Room 1900-2100 Be sure to mention Council of American Master Mariners as your group. Drinks and dessert selections CAMM has secured room rates at $105 + tax per night. Breakfast tickets are Sponsored by MITAGS available for $11 per person, per day. CCMIT offers free airport and train sta- tion shuttle service. Thursday April 28 Professional Development Activities / Day Trips Conference For early arrivals, bring your clubs and join us for a round of golf, Captain’s $60 per person, lunch included Choice, on Tuesday. Guest Speakers Spouses and guests are invited to join us for lunch, shopping and more in Panel Discussion Annapolis on Thursday. Transportation will be provided. Bridge Simulator Tour A tour of the MITAGS ship simulator will be available Thursday afternoon Dinner & Evening Social for anyone interested. $60 per person, includes transportation The Rusty Scupper Sponsorship Opportunities Third Floor, Harbor Side Baltimore Corporate and organization sponsorships are available at different levels. Please contact event chairman Captain Joe Hartnett for a sponsorship packet. Friday April 29 Annual General Meeting $60 per person, lunch included Officer Reports Council Business Thank you to our Gold Level Sponsors Views & Positions Discussion The Association of Maryland Pilots Gala Dinner $65 per person The Propeller Club of Baltimore Keynote Speaker Congressman American President Lines Elijah E. Cummings Lalonde Spirit of the Seas Award Presentation Recognitions

Venue:

692 Maritime Boulevard Linthicum Heights, MD 21090-1952 www.ccmit.org 1-866-656-5568

Event Chairperson: Captain Joe Hartnett [email protected] Sponsorship Opportunities Available

The Council of American Master Mariners, Inc. April 2011 Sidelights 11 I C

CAMM Watchkeepers will assist Positions Committee

by Lyn McClellen The purpose Duties of the Watchkeeper a pertinent issue/action. This should Positions Committee of this pro- The duties of the watchkeeper include include a title for the issue, who is work- Chair, #3104-A gram is to cast monitoring – by whatever means a ing on/proposing some action relevant as wide a net as possible over issues of watchkeeper may chose – actions effect- to the issue, an analysis of how the issue concern to mariners the world over and, ing the selected topics and/or actions effects – or would effect – CAMM’s when indicated, to propose, discuss and taken by the selected organizations. constituency, and a recommendation vote on positions representing the opin- Watchkeepers are expected to not only of what position should be taken by ions of The Council of American Master notify CAMM of actions relating to CAMM, and why. Mariners regarding each issue. CAMM these subjects but to provide a brief Watchkeepers will also be requested to will take whatever action is required to analysis of the concerned action and to submit a brief report monthly updating promote its positions and effect positive make a recommendation to the CAMM their activities for the month. This may change in the maritime industry. Positions Committee of the position be as simple as an email indicating “no Each watchkeeper will assume respon- CAMM should take, and why. change” or an update on any monitored sibility for a certain issue – or groups This is truly an analytical duty. It subject. of issues – and/or organizations whose does little good if a watchkeeper sends actions influence seafarers around the an agenda for an organization which Applying for Duty as a world. includes a number of topics under con- Watchkeeper More than one watchkeeper may sideration by the organization. If the Those interested in serving as watch- be assigned to a single topic. Those agenda is the source of information, the keepers should contact Lyn McClelland, sharing a topic will be invited to col- watchkeeper should review topics he/she CAMM Positions Committe Chair, at laborate in their efforts and to make thinks will be of particular interest to [email protected]. joint recommendations to the Positions CAMM and provide a brief analysis of Duty as a watchkeeper is ongoing Committee in order to cover their topic the action and suggestion of the CAMM and may well have major impact on the more efficiently. Recommended posi- position corresponding to that action. effectiveness of the CAMM advocacy tions will be discussed with the submit- Items offered should cover newly pro- mission. œ ting watchkeeper(s) and re-worked for posed regulations or issues which have submission to the membership. not been resolved. A Notice of Proposed Subject Matter Groupings to Proposed positions (known as “views” Rule Making, which offers the industry be Monitored until formally adopted by the mem- an opportunity to comment, if relevant • Licensing/Documentation: biomet- bership) will then be shared with the to CAMM concerns, would be an excel- ric cards, ownership of documents, membership for their consideration and lent item to bring to our attention. An physicals, etc. comment. The proposed view will dock- announcement that a final rule has been • Work Rules: Manning levels, condi- eted for final discussion and a vote for made would not be as good an item tions of watch (hours, etc.), impacts adoption at the next Annual General because the deliberation process, which of new technology, etc. Meeting. If passed, the view will become CAMM might influence, would be past. • Preservation of the Jones Act/ a position. Once an issue has been sent to the Intrusion of foreign workers into Positions adopted by CAMM will be Positions Committee, it will be reviewed Jones Act trade. publicized in Sidelights and on CAMM’s and discussed further with the watch- • Criminalization of Ship Masters and website and may be assigned to certain keeper submitting it. That watchkeeper Seafarers. members for further advocacy action. will be asked to track the issue and, if it • Ports of Refuge/Limiting of Access to These positions will also be shared becomes a topic for other organizations, Foreign Ports. with other master mariner organiza- track their action on the issue as well. • Piracy. tions which also take action on issues This is an ongoing process which could • Regulations over-riding domestic of importance to the industry. CAMM extend until such time as all organiza- powers (LOST). will discuss further action regarding the tions dealing with the topic have con- • Safety/Environmental Threats. issue to encourage that CAMM’s posi- cluded their deliberation on the issue. • Marine Safety, including issues raised tion is well articulated throughout the Watchkeepers will be requested to sub- in the Marine Safety Information maritime industry and, if relevant, with mit a report to the Positions Committee Bulletin (MSIB). controlling regulatory bodies. Chair as soon as they become aware of

12 Sidelights April 2011 The Council of American Master Mariners, Inc. Organizations to be Monitored US Regulatory Agencies Notices of Inquiry for CFRs • U.S. Congress: submitted by Captain Klaus Niem • Senate Committee on Appropriations: Subcommittee on Transportation, Slow-Steaming Housing and Urban Development, and The Federal Maritime Commission (FMC) issued a Notice Related Agencies of Inquiry (NOI) stating that it is soliciting public comment • Senate Committee on Commerce, on the impact of slow steaming on US ocean liner commerce. Science and Transportation: It is particularly interested in whether the practice of slow steaming has (1) Subcommittee on Oceans, impacted ocean liner carrier operations and shippers’ international supply Atmosphere, Fisheries, and Coast chains; (2) affected the cost and/or price of ocean liner service; and (3) miti- Guard; Subcommittee on Surface gated greenhouse gas emissions. Transportation and Merchant Marine Comments should be submitted by April 5, 2011. Docket ID: FMC-2011- Infrastructure, Safety and Security 0022. • House Committees on Appropriations: Subcommittee on Transportation, Strategic Action Plans for … Stewardship of Housing and Urban Affairs and Related Agencies the Ocean, Our Coasts and the Great Lakes The White House Office of Science and Technology Policy • House Committee on Energy and issued a notice stating that it intends to prepare Strategic Commerce: Subcommittee on Commerce, Manufacturing and Trade; Action Plans for the Nine Priority Objectives for Implementation of the Subcommittee on Energy and Power National Policy for the Stewardship of the Ocean, Our Coasts, and the Great Lakes. Comments should be submitted by April 29, 2011. 76 Fed. Reg. 4139. • House Committee on Foreign Affairs: Subcommittee on Terrorism, Docket ID: OSTP-2011-0002. Nonproliferation and Trade House Committee on Transportation Background information, full text, and • online response forms for notices can be and Infrastructure: Subcommittee found at www.regulations.gov. on Coast Guard & Maritime Transportation • U.S. Coast Guard – especially National Current CAMM Views Maritime Center The Positions Committee is working on these views for a vote for adoption at the 2011 AGM. Please review and respond by April 1. • Federal Maritime Commission (FMC) • Maritime Administration (MARAD) Physical Guidelines for Merchant Mariners • National Oceanic and Atmospheric CAMM objects to new changes in the form for physicals. Administration (NOAA) Reword to include verbiage in line with the FAA. Simplify the form, and • Environmental Protection Agency (EPA) occupational health physician to sign off. US Promotional Agencies and US Coast Guard ownership of Merchant Mariner Organizations Credential (MMC) / License • Maritime Administration (MARAD) OPPOSE the Coast Guard’s position that they own the new Merchant • American Public Ports Association (APPA) Mariner Credential (MMC) / License and can revoke or recall such • National Defense Transportation document at any time without cause as set forth in the Code of Association Federal Regulations. The person who has been issued a USCG MMC • Passenger Vessel Association (PVA) / License owns that license or document. The license or mariner’s document is surrendered to the Coast Guard only after due process. International Maritime Agencies 2010 AGM attendees voted to send back to Positions Committee to • International Maritime Organization (IMO) reword. License is the property of the owner; credential is the property • International Federation of Ship Masters’ of the issuer. The MMC does not contain the word “License.” Associations (IFSMA) • International Council of Shipping (ICS) Recognition of Foreign Certificates Positions committee is in process of wording this view. Please refer to • International Labor Organization (ILO) the press release issued by Captain Hunziker on this topic, found on • United Nations (UN) both the website and in Sidelights, December 2010, page 13. • North Atlantic Treaty Organization (NATO) www.forums.mastermariner.org

The Council of American Master Mariners, Inc. April 2011 Sidelights 13 I C

Law of the Seas Treaty (LOST) CAMM Position The Reserve Officers Association Inhofe (R-OK), ranking member on the (ROA) reports that the International Senate Committee on Environment and Law of the Seas Treaty Law of the Sea Treaty (also known as Public Works, issued a release: “The (LOST) the Convention on the Law of the Sea), Law of the Sea Treaty is a dangerous OPPOSE U.S. ratification of the is in line for Senate approval. LOST was treaty that we need to reject. This treaty Law of the Sea Treaty, which would on the Senate floor in 2004 and again in hampers the operations of the Navy and give important domestic powers to 2007, but did not advance past hearings it has the potential to hamper the efforts an international authority based to a vote. of the proliferation security initiative. It in Brussels. Specifically oppose In line with CAMM’s 2004 position, would allow foreign vessels and warships provisions which would result in the ROA opposes ratification by the US. passage rights into our territorial waters. American ship masters accused The ROA is one of the few military ser- It creates regulation and taxation by an of offenses at sea being tried by vice organizations to come out against international body, and it presents a legal an international court in Europe, the accord. danger for American businesses through and conducted without the benefit ROA Resolution 10-4 states, “The trea- exposure to the international court sys- and protection guaranteed by the ty does not introduce any new protections tem.” Constitution of the United States. for safe navigation on the high seas, but The ROA reports the Obama admin- can introduce new risks that could impact istration supports ratification of the bill, CAMM’s position on LOST was the sovereignty over and the economy sup- as do the CNO Adm. Gary Roughead adopted at the 2004 AGM in ported by the sea.” and past Commandant of the CG Adm Seattle. In September 2008, Senator James Thad Allen. œ

UNCLOS Report

In a format regarding “Methods of America and Caribbean 5; The General Work” it was indicated that the Working Western Europe and others 4. Assembly Ad Group would consider options necessary 6) Set of Options Developed by the Hoc Working to achieve a deadline of 2014 to recom- Group of Experts established by Captain Group of the mend a course of action. The “Format” pursuant to General Assembly George Previll Whole was con- also mentioned agenda, program of resolution 65/37 (44 pages) #805-R vened from 14 to work and timetable, group of experts, 7) DRAFT … Management and 18 February 2011 at the United Nations and secretariat support. Review Mechanism: Headquarters in New York. Captain Various statements were issued as fol- I Establishlment George C. Previll represented the lows: II Purpose International Federation of Shipmasters 1) On behalf of the European III Functions Association (IFSMA) at the meeting Union. IV Composition/Structure listed with other Non-Govermental 2) The Group of 77 and China. V Method of Operation Organizations (NGOs). In the list of 3) Information Material on steps for VI Decision Making participants, approximately 61 countries Capacity Building developed by VII Secretariat, Technical and and 55 other agencies were noted. the Group of Experts Established Scientific Assistance An annotated provisional agenda was pursuant to General Assembly VIII Financial and other support. available for reference to the many items resolution 65/37. Total 5 pages with 19 paragraphs. for discussion. The co-chairpersons 4) Convention on Biological opened and closed the proceedings. Diversity (CBD) statement. More detailed reports can be found on Draft Guidelines for Workshops to Assist 5) Group of Experts is composed the UN Oceans and Law of the Sea web- the Regular Process of Global Reporting as of 7 January 2011: Africa 5; site: http://www.un.org/Depts/los/glob- and Assessments were also distributed. Asia 5; Eastern Europe 1; Latin al_reporting/global_reporting.htm. œ

14 Sidelights April 2011 The Council of American Master Mariners, Inc. Reflecting the 40th Anniversary of the SS TEXAS OKLAHOMA

At approxi- In the last few years, a number of peo- Oklahoma, we may begin to think that mately 3:30 ple who were survivors or who played we are superior to our predecessors. Yet, a.m. on important roles in the aftermath of the when incidents like the Bourbon Dolphin by Father March 27, tragedy have passed away. To the best of occur, we are humbled to our knees. Sinclair Oubre 1971, off Cape our knowledge, the last two living survi- In the end, there really is no differ- CAMM Chaplain Hatteras, vors will be with us, and will be able to ence between those who manage and #3220-A North shed light on what took place that dark sail ships today, and those who did forty, Carolina, twenty men from Southeast and stormy March morning. four hundred or four thousand years Texas began a life and death struggle with The most important aspects of our ago. The only way that we can avoid the sea when the S/S Texaco Oklahoma observance is the remembering of what reliving their tragedies is to constantly broke in two en route from Texaco happened, the reflecting on the short- remember them, and remember that we Island, Port Arthur to Boston with a comings that were discovered, and the can stumble the same way. load of fuel oil. Of the twenty Southeast studying how the industry and govern- P.S.: I want to thank the Houston Texas seafarers, only five would live to ment responded. This process needs to Chapter and the National Office of relate the tragedy and the struggle that be done regularly, or we will begin to CAMM for designating our observance they went through. foolishly think that we are different, bet- as an official CAMM symposium. In In all, the S/S Texaco Oklahoma carried ter, or smarter than the men and women addition to the memorial service, we a crew of forty-four men. Only thirteen who lead the maritime industry in the will have a three-part maritime safety survived. Our local maritime commu- past. Such chauvinism eventually leads symposium that will focus on what hap- nity had not faced such a terrible tragedy to the repetition of the same mistakes, pened, how the industry responded, and since 1963, when the S/S Marine Sulphur and bring about the same deadly conse- how congressional policies changed. œ Queen sailed from the Beaumont sulphur quences. docks, and was lost with all hands some- As I write this, I recently received where around the Florida Straits. the February issue of Seaways from the Apostleship of the Sea - To recognize the 40th Anniversary, Nautical Institute. On page 24, Craig United States of America remember those who passed away, those Laverick takes up the capsizing of the who survived, and how the United AHV Bourbon Dolphin. This was a brand- The professional association of States Merchant Marine was changed new vessel, incorporating the most mod- Catholic Mariners and the official by this tragedy, Port Arthur, Texas will ern shipbuilding and ship handling tech- Organization for Catholic Cruise Ship Priests and Maritime Ministers be the host for the 40th Anniversary nologies. Nonetheless, she capsized and Observance of the Sinking of the S/S sank in the Rosebank Oilfield off the Please contact us if you are Texaco Oklahoma. Shetland Islands, with the loss of eight of interested in becoming an Having grown up in Port Arthur, I its fifteen crewmembers. Laverick points AOS-USA member! vividly remember that Sunday evening out that the accident could have been 1500 Jefferson Drive in 1971, when the usual t.v. program- avoided if ISM, operational, and crew Port Arthur, TX 77642 ing was interrupted by the news flash training policies had been more closely [email protected] that the Texaco Oklahoma had sunk and followed. Voice: 409.985.4545 some crewmembers were rescued by a When we stop holding observances www.aos-usa.org Greek-flagged tanker. like our upcoming one for the S/S Texaco

The Council of American Master Mariners, Inc. April 2011 Sidelights 15 I I

Setting Hydrographic Survey Priorities for Accurate Navigational Charts There’s a lot of water out there

As mariners surveying projects. and information systems (ECDIS) that know, how- provide highly accurate vessel position- ever, it isn’t Why Do We Need More ing on charts. quite the vast Hydrographic Surveys? unknown Today’s margin of error for water What Factors Are Important of ages past. depth below the ship’s keel is much In Setting Surveying Technical less than years past, and many areas Priorities? advance- portrayed on nautical charts have never Most of the hydrographic survey pri- by Commander (Ret.) ments make been adequately surveyed to meet the ority areas encompass coastal shipping Michael Henderson e-navigation demands of modern marine transporta- lanes and approaches to major U.S. ports. NOAA more pre- tion. This is largely because of the limita- The highest priority areas are generally Office of Coast Survey cise by the tions of technology when surveyors took waterways with high commercial traffic #3239-A minute, and the early soundings. volumes (cargo, fishing vessels, cruise modern mariners can access reams of Nearly half of the soundings pub- ships, ferries, etc.); extensive petroleum, information at a moment’s notice. Access lished on current charts were acquired liquefied natural gas or hazardous mate- to nautical charts depends on a rational with lead line techniques before 1940, rial transport; and/or transiting vessels marine infrastructure to gather, process, and may not reflect actual water depths with low under keel clearance over the and produce the timely hydrographic today due to the dynamic nature of seafloor. Compelling requests from users data that grows ever more important to the seafloor in some areas. Additionally, are also important factors in setting commercial navigation. historical soundings represent partial long-term priorities. NOAA’s Office of Coast Survey, which descriptions of the seafloor, since these Working with those priorities, Coast has been acquiring hydrographic data discrete soundings can be more than 500 Survey annually plans hydrographic since the early 1800s, is responsible for meters apart and potentially miss crucial survey projects. Hydrographic experts surveying and charting the 3.4 million shoals or other navigationally significant consider requests by marine pilots, port square nautical miles (SNM) of the U.S. features. authorities, the Coast Guard, researchers Exclusive Economic Zone (EEZ). Coast Even where highly accurate modern and others when setting the year’s sched- Survey hydrographers, cartographers, data is available, mariners can attest to ule. The goal is to survey at least 2,500 and data managers are responsible to the the dynamic nature of many navigation SNM of navigationally significant areas men and women whose safety depends areas. Shifting shoals, new uncharted each year, although that goal is subject to on precise and accurate navigational submerged wrecks, and changing shore- weather, budgets, and ship availability. charts. lines are hazards that warrant routine In a major step forward for 2012 To meet the needs of mariners – while measurement. and beyond, Coast Survey will also operating in an era of limited resourc- We also need to look at the possibili- use Automatic Identification System es – NOAA prioritizes areas that need ties that were not even on the horizon as (AIS), which tracks maritime shipping hydrographic surveys. Approximately recently as the 1960s. Position accura- activities, in conjunction with historical 500,000 SNM of the EEZ are designat- cies of the early surveys were adequate sounding data to update priorities. By ed as navigationally significant and, of to meet the mariner’s need when the combining vessel traffic data and histori- those significant areas, NOAA identified mariner did not precisely know a ves- cal bathymetry — both easily available approximately 43,000 SNM as critical sel position, but they do not meet the now through spatial databases — Coast areas needing to go to the top of the pri- needs of today’s e-navigation. Modern Survey experts can gain greater under- ority list. Since NOAA can only survey survey technologies help us acquire the standing of the risk of grounding, which about 2,500 SNM every year, the Office precise data needed to improve nauti- will create a more objective approach for of Coast Survey considers a number of cal chart accuracy, especially for vessels setting hydrographic survey priorities factors that help determine the annual using GPS and electronic chart display that serve the maritime community.

16 Sidelights April 2011 The Council of American Master Mariners, Inc. Where Can Mariners Find ers an area in the , Wash., to the Office of Coast Survey. NOAA Survey Priorities? where the largest oil tanker terminal in First, anyone can contact a regional Coast Survey has depicted the 16,870 the state has recently doubled its capac- navigation manager to make a request square nautical miles that still need to ity. In the Chesapeake Bay, data collected for a survey in a particular area. A dozen be surveyed, out of the 43,000 SNM of by NOAA Ship Thomas Jefferson will NOAA navigation managers, stationed critical areas, in the 2010 edition of the help address concerns about impacts of in port areas around the U.S. coast, work NOAA Hydrographic Survey Priorities. a planned pipeline. with commercial mariners and recre- The document is available on the Web Thomas Jefferson will also survey in ational boaters to resolve charting and at http://www.nauticalcharts.noaa.gov/ eastern Long Island Sound to ensure navigation questions. Navigation man- hsd/NHSP.htm. Additional graphics for that no navigational hazards exist in pro- agers’ contact information is available the planned 2011 projects (subject to posed anchorage grounds — areas for on the web at http://nauticalcharts.noaa. the federal appropriations for fiscal year vessels to anchor while awaiting transit gov/service/navmanagers. 2011) are posted on the Coast Survey into ports in the area — while also sup- Another way to report a survey need website at http://www.nauticalcharts. porting other ocean mapping initiatives is to make a request online through noaa.gov/hsd/hydrog.htm. in New York and Connecticut. NOAA’s Nautical Inquiry System. The surveys planned for 2011 will Requests are easy to make by submitting acquire data where marine transpor- How Can Mariners Help an inquiry at http://ocsdata.ncd.noaa. tation dynamics are changing rapidly. NOAA Determine Survey gov/idrs/inquiry.aspx For instance, NOAA Ships Fairweather Priorities? Whichever contact method a mariner and Rainier plan to survey the coasts of NOAA could not do its job without chooses NOAA’s Office of Coast Survey Alaska in areas increasingly transited by strong working relationships with the looks forward to working to address the the offshore oil and gas industry, cruise nation’s maritime community. We count needs of the maritime community. œ liners, ferries, military craft, tugs and on mariners to bring their perspectives barges, fishing vessels and factory trawl- to NOAA’s nautical chart data collection Michael Henderson, CAMM #3239-A, is ers. and navigational program development. the Navigation Manager for South Florida Safety concerns also play a large role in Mariners have two primary paths for and the U.S. Caribbean at NOAA Office project selections. One such project cov- getting information and survey requests of Coast Survey. OPR-E350-TJ-11 Southern Chesapeake Bay, VA

Southern Chesapeake Bay, VA will be surveyed by NOAA Ship THOMAS JEFFERSON during the 2011 survey season.

The purpose of this project is to provide contemporary surveys to update National Ocean Service (NOS) nautical charts. This project will cover approximately 25 square nautical miles of navigationally significant survey areas as designated in the NHSP, 2010 edition.

The data will also address concerns about the impact of a planned pipeline and planned anchorage in the area, as well fufilling requests from the United States Coast Guard (USCG) and the Virginia Pilots for updated soundings iin several locations in the Elizabeth River.

Virginia

Atlantic Ocean

North Carolina

The Council of American Master Mariners, Inc. April 2011 Sidelights 17 I I

Launch of World Maritime Day theme for 2011

IMO Press Release today (from Rome and Vienna, respec- Good morn- General is visiting IMO is confirmation tively). Their presence serves not only to ing and wel- of his interest in maritime affairs and his reinforce our choice of theme for 2011 come to IMO. concern over the unacceptable incidence but also gives us hope that, with our Speech by In the past of modern-day piracy – an unlawful act, collective strength and determination, Efthimios E. Mitropoulos 12 months which, further to the trauma it causes we can achieve the objectives we have Secretary-General, IMO alone, there to seafarers and their families, is esti- set and make some genuine inroads into February 3, 2011 have been 286 mated, in accordance with a recent study what, to date, has been an escalating piracy-related incidents off the coast reported by Chatham House, to cost the problem of global concern. Our thanks of Somalia. They have resulted in 67 world economy between 7bn and 12bn to them and the organizations they rep- hijacked ships, with 1130 seafarers on US dollars per year, as a result of the resent are profound. board – whilst, at present, 714 seafarers disruption it effects on shipping services IMO has been dealing with piracy are being held for ransom on board 30 and international trade… issues for the last thirty years. In the early ships scattered at various points of the Since we first drew the attention of 1980s, it was the Gulf of Guinea that first country’s extensive coastline. the Security Council to the problem attracted our attention while, in the late Piracy and kidnapping have blighted of piracy off the coast of Somalia, in 1990s and the early part of this century, the maritime community for too long November 2005, the Secretary-General the focus was on the then hot-spots of and it is seafarers who bear the brunt. has been in the vanguard of efforts to the South China Sea and the Straits of And while we condemn and deplore any increase awareness of the problem and Malacca and Singapore. Through a series act of piracy, as the Security Council the need to find a solution to it. So, of measures, developed and implement- has done in several resolutions, we were sincere thanks are due to Mr. Ban for ed by, and with the co-operation and appalled by yesterday’s news that pirates his personal commitment to the com- support of, the littoral States, States using had executed, apparently in cold blood, a mon cause and for the interest he has the Straits and the industry, we have seafarer on the Beluga Nomination, a ship shown, and continues to show, on an been able to help significantly reduce which had been attacked and hijacked issue of grave concern to the maritime piracy in those regions. last month, 390 miles off the Seychelles. community. This is manifested in many However, the problem has lately mani- And so it was very much with seafarers ways, not least through the inclusion of fested itself in other parts of the world, in mind that, last year, the IMO Council a section on piracy in his regular reports most notably – but not exclusively – off decided that the 2011 World Maritime to the Security Council on Somalia; his the coast of Somalia, in the Gulf of Aden Day theme should be “Piracy: orches- leadership role in the formulation and and the wider Indian Ocean. We believe trating the response”. adoption of several Security Council that we can use the experience gained Today marks the formal launch of this resolutions on piracy off the coast of and the successes achieved in reduc- theme, along with the action plan we have Somalia; and his recent appointment of ing piracy elsewhere to good effect in devised to help achieve the objectives we a Special Adviser on Legal Issues Related the current arena as well, but to do so have set. And we are honoured that the to Piracy off the Coast of Somalia. Thank requires a well orchestrated response. Secretary-General of the United Nations, you, Secretary-General. We have, therefore, developed, in co- Mr. Ban Ki-moon, has come to do just I should also like to thank all the other operation with the shipping industry, that. The fact that this is the second panellists (especially, Ms. Sheeran and seafaring representative organizations time in three years that the Secretary- Ambassador Fedotov) for coming here and other stakeholders, an action plan

18 Sidelights April 2011 The Council of American Master Mariners, Inc. to maintain and, indeed, strengthen our unacceptable plight of the innocent vic- Nations could be instrumental and focus on anti-piracy endeavours of all tims of pirates can help to create the we turn to you, Secretary-General, for kinds and to facilitate a broader, glob- momentum necessary for action to be endorsement, leadership and guidance. al effort. We have identified six prime taken to hasten their release. During 2011, we intend to promote objectives that we hope all stakeholders In the meantime, there should be no further co-operation between and will espouse during 2011 and beyond, if respite in our efforts to strengthen the among States, regions and organizations necessary. protection of persons, ships and cargoes to prevent and reduce attacks on ships They are: in piracy-infested areas (at the same through information-sharing; coordina- 1) to increase pressure at the politi- time preserving the integrity of ship- tion of military and civil efforts; and cal level to secure the release of all ping lanes of strategic importance and the development and implementation of hostages being held by pirates; significance, such as the Gulf of Aden) regional initiatives, such as the IMO-led 2) to review and improve the IMO through rigorous implementation of the Djibouti Code of Conduct. guidelines to Administrations and International Safety Management Code We will also help infrastructure and seafarers and promote compliance and the International Ships and Port capacity building in States lying in with industry best management Facility Code; through improvements regions of the world affected by pirates practices and the recommended to, and wider promulgation of, the IMO to deter, interdict and bring to justice preventive, evasive and defensive and industry best management prac- the perpetrators of such acts, thereby measures ships should follow; tice guidance; through advice to ships’ enhancing maritime law enforcement 3) to promote greater levels of sup- crews about how to access naval ves- and the safety of life at sea. This will port from, and coordination with, sels deployed in the region and also also help tackle the root causes of piracy, navies; how to best implement the preventive, through the provision of assistance to 4) to promote anti-piracy coordi- evasive and defensive measures recom- States for the development of their mari- nation and co-operation proce- mended by IMO and the industry; and time law enforcement capabilities and dures between and among States, through promoting even greater levels the protection of their marine resources. regions, organizations and indus- of coordination among navies, above Specifically, in the case of Somalia, we try; and beyond the one that characterizes intend to contribute, in any way possible 5) to assist States to build capacity the co-operation among the naval ves- (including through the establishment of in piracy-infested regions of the sels from so many countries that have a coastal monitoring and law-enforce- world, and elsewhere, to deter, assembled in the same region in a strong ment force) to the creation of a state interdict and bring to justice those demonstration of solidarity for the same of stability at both sides of the Horn of who commit acts of piracy and good cause. In achieving this, the United Continued on next page >>> armed robbery against ships; and 6) to provide care, during the post traumatic period, for those #ALL5S!BOUT5PCOMING attacked or hijacked by pirates sea the world 53#',ICENSING#HANGES and for their families. TRAIN AT MPT Let me put some flesh on these bones. Underlying our efforts to achieve these objectives will be the need to engage at the political level to bring about a solution to the Somali problem and thus facilitate and expedite the release of seafarers and any other persons held hostage by pirates. 4HEBESTTRAININGSOLUTIONFORALLREGULATORYREQUIREMENTS LICENSING ® While the process to solve Somalia’s 34#7CERTIlCATION ASSESSMENTS AND3-!24 3IMULATION political problem and create conditions MARITIME PROFESSIONAL TRAINING of stability in the country may be long 1915 S. ANDREWS AVE., FORT LAUDERDALE, FL 33316 sWWW-04USACOMsINFO -04USACOM and the solution may not be around the corner, this is a matter for the United Download our NEW, 92-page full color Career Reference Manual Nations to pursue and neither IMO & Course Catalog nor the maritime community have any at www.MPTusa.com substantive role to play in it. Calling, Approved For Veteran’s Training however, the world’s attention to the

The Council of American Master Mariners, Inc. April 2011 Sidelights 19 I I

IMO>>> from page 19 against ships remain real and ever-pres- Africa coastline that will, in due course, ent dangers to those who use the seas have a beneficial impact on the overall for peaceful purposes – and, as long www.saveourseafarers.org situation piracy-wise. as pirates continue harassing shipping; And we will work with Governments endangering the critical delivery of The website features a pre-writ- and the industry to ensure that released humanitarian aid carried by ships char- ten letter you can send to the head seafarers and their families receive care tered by the World Food Programme; of your government. The site also during the post-traumatic period. and hijacking ships and seafarers, we includes links to piracy news, facts, There is already good progress on are neither proud of, nor content with, and statistics. which to build. The establishment, with- the results achieved so far. This year, we in the context of a UN Security Council are resolved to redouble our efforts and, Save Our Seafarers, a group of the resolution, of the Contact Group on in so doing, generate and galvanize a world’s largest maritime organiza- Piracy off the coast of Somalia has done broader, global response to modern-day tions have joined together to raise much to promote our shared agenda piracy. More needs to be done, including awareness of the human and eco- for improved coordination amongst the tracing of money and the imposition nomic cost of Somali piracy. They States, industry and organizations. And, of sanctions on the proceeds derived are asking for governments around through the Djibouti Code of Conduct, from hijacked ships, if the ultimate goal the globe to take a firmer stance to we are establishing information-shar- of consigning piracy to the realms of his- help eradicate piracy with six key ing centres in Yemen, Kenya and the tory is to be achieved. We hope that our actions: United Republic of Tanzania, as well as choice of the theme for 2011 will provide a regional training centre in Djibouti. In an appropriate rallying point around • Reducing the effectiveness of partnership with the UNODC, we are which all those who can make a differ- the easily identifiable mother- helping regional States to develop the ence can focus their efforts. ships. legal framework necessary to prosecute Your presence here this morning pro- • Authorising naval forces to pirates – an objective also pursued by the vides encouragement and support for hold pirates and deliver them Contact Group. We will continue to give what we are doing and what we intend to for prosecution and punish- this initiative the highest priority with do – and I thank you for that. ment. the aim of assisting States in the region In the meantime, our thoughts and • Fully criminalizing all acts of to build and develop an adequate infra- prayers are with those seafarers, who, piracy and intent to commit structure, which, in turn, will enable at present, are in the hands of pirates. piracy under national laws, in them to conduct effective counter-piracy May they all be released unharmed and accordance with their man- operations. returned to their families soon. datory duty to co-operate to However, as the statistics so bleak- Thank you. œ suppress piracy under interna- ly indicate, piracy and armed robbery tional conventions. • Increasing naval assets avail- able in the affected areas. • Providing greater protection and support for seafarers. • Tracing and criminalizing The main aims of the Action Plan the organizers and financiers • Increase pressure at the political level to secure the release of all hostages behind the criminal networks. being held by pirates. • Review and improve the IMO guidelines to Administrations and seafar- Save our Seafarers is a joint ers and promote compliance with industry best management practices effort put forth by the International and the recommended preventive, evasive and defensive measures ships Transport Workers’ Federation should follow. (ITF), The International Chamber of • Promote greater levels of support from, and coordination with, navies Shipping (ICS) and the International • Promote anti-piracy coordination and co-operation procedures between Shipping Federation (ISF), and among States, regions, organizations and industry INTERTANKO, INTERCARGO, • Assist States to build capacity in piracy-infested regions of the world, and and BIMCO. œ elsewhere, to deter, interdict and bring to justice those who commit acts of www.saveourseafarers.org piracy and armed robbery against ships. • Provide care for those attacked or hijacked by pirates and for their families.

20 Sidelights April 2011 The Council of American Master Mariners, Inc. Piracy continues to vex international community EFENSE D OF

INISTRY M RENCH : F HOTO P A NATO sailor keeps a watchful eye on a commercial vessel as it transits pirate infested waters off Somalia.

Piracy – espe- is being pumped into the impoverished attacks have been reported where armed cially attacks land to try and mitigate the poverty and guards were aboard the target vessel. in the Gulf starvation that is rampant but that is More and more nations are now allow- by Will Watson of Aden and seen as a band-aid at best. ing guards and arms to be taken aboard #3256-A Indian Ocean Strategies at sea to mitigate the pirate ships with Norway one of the latest flag – continues to vex the international threat have been somewhat successful States to consider changing its prohibi- community, which has no solution to in that only one in three attacks is now tion of guns aboard ships. the issue’s root causes and is only now successful but that gain has been offset Some nations, like the United States, acknowledging the need to better protect by the increase in the number of attacks. practically demand an armed presence seafarers. As increased reports of tor- Higher ransoms have brought more and aboard while others, like the Republic ture of mariners continue to haunt the more young Somalis to join the scores of of the Marshall Islands, recommend that maritime industry, international union would be pirates. And longer and longer decisions on the use of armed guards be officials threaten to urge crews to refuse negotiations over ransom demands seem made only as part of a larger risk analysis to sail in pirate infested waters. to have heightened tensions among the and only after consultation with insurers There is universal agreement that pirates who seize ships and the guards and the governments of ports where the the problem of piracy off Somalia – a who keep vessels and their crews hostage armed ship will be calling. There are still scourge that has existed since the days to those negotiations. states that prohibit armed guards but of the Caesars – cannot be solved at sea Beyond the torture of numerous crew- that number is being reduced. but rather must be dealt with ashore. But men, the murder of several and the One important advancement in deter- memories of the 1993 incident where US deaths of four American sailors during a mining what guard services should be soldiers were killed and dragged through standoff with the US Navy have spurred employed is the recent creation of the the streets of Mogadishu are still too many to call for increased action against Security Association for the Marine vivid in most people’s minds to allow the pirates. But the 28 warships presently Industry (SAMI) which will be vetting for any military action on the ground patrolling the region’s waters are spread security companies to ensure they hire against pirates and their bases. Some aid too thinly to completely stem the tide of well, train guards properly and under- seagoing criminals. take standard codes of conduct and rules Best Management Practices are still of engagement. This is thought to ensure being recommended as the best tool to more professionalism in the security prevent piracy and while the third issue cadres and minimize liability on behalf of BMPs has been published and is being of vessel owners, operators and masters. circulated, some are going beyond BMP3 Another strategy being discussed is with updates predicated on more recent to place the armed guards on escort attacks. vessels rather than on ships themselves. The biggest success story seems to It is thought that this might help safe- be the increasing use of armed guards guard seafarers who could get caught in aboard vessels travelling through peril- crossfire situations between pirates and PHOTO: FRENCH MINISTRY OF DEFENSE French navy intercepts pirate skiff. ous waters. In fact, no successful pirate Continued on page 23 >>>

The Council of American Master Mariners, Inc. April 2011 Sidelights 21 I I

Sea-Going Leadership

Robert from our service. We have had our share Honors’ stripe is more than tasteless, it is Service (1874- of blackguards and odd ones. Naval likely skirting on unlawfulness. 1958) (exer- commanders see themselves, however, as On the commercial side, in Virginia cising his exemplars for Constitution or Queen and again, on 23 December 2010, a male poetic license Country often in fervor-freighted hubris. seafarer won a $25 million judgment and executive We are humbly and solemnly contracted against a Maersk company. He reported leadership) to carry the Nintendos and washing to the master of the Maersk Rhode Island observed machines efficiently with no costly fuss. that he had been sexually assaulted by cremating The US Navy and Captain Honors are Korean police thugs ashore. Fearing for by Captain Sam MacGee slow in that department. We are con- his charter, the master called the claims Dr. John A. C. Cartner “there are cerned with profit and cost control. The manager before acting against indepen- #2475-R strange things Navy uses (and abuses) tax money and dent medical advice and refusing to have done ‘neath the midnight sun…” Strange guidelines and views profit as vaguely the seafarer examined immediately. The things are done on our ships. They also dirty. With no real incentives, one can man was fired for malingering. He sued deal with leadership. In the Manila IMO/ see how Captain Honors slipped within and won. STCW conference in June 2010, subtle his system. Each service has shared tri- Each service needs to come of age as but effective amendments have changed umphs and failures and mutinies, pira- to sexual matters and crew. We should our seascape. (See “Leadership Lessons” cies, fires, shots and shells and heroics. lead our naval juniors in this exercise in Safety at Sea International pg. 26.) But we have dealt with the restraint of because we deal in what counts – trade. Two recent events have occurred dem- kings and princes, strikes, lockouts, cur- Captain Honors was incapable of lead- onstrating how disaster may befall any rency fluctuations and recently the pesky ing as a naval officer and was relieved. commander for faults in leadership. One meddling of uninformed coast guards The master of the Maersk vessel caused has been well-covered in the press. The and naval forces keeping us safe from his company and insurers to suffer a $25 other will be well-covered by a P&I and their self-perceived threats. However, to million judgment and likely should be dealt with privately. my knowledge, none of our shipmasters relieved if he has not been. Gentlemen Captain Owen Honors in 2006-2007 has chosen to lead his people by produc- and gentle ladies commanding our ships: was executive officer on USS Enterprise. ing and showing movies of mere adoles- we keep current on how society thinks. He exercised his No. 1 cinematic talents cent crudities in banal tastelessness. We That implies we not command by per- with the taxpayer-provided equipment have no time for that. sonal preference but by law. Our job thereon. His genre was video skits for Captain Honors’ humor seems to have descriptions are to render unto Caesar. ratings with gay-baiting foul-mouthed run to all sorts and conditions of base- Contrary to any temporary beliefs oth- rants, sexual expressive and comment- ness with special emphasis on same-sex erwise, we are paid neither to play God ing in the frat house medium. These behaviors. Bravery, valor and facing the nor moralist. Further, we should not be were aired. Copies came to the Norfolk enemy is one thing. Showing mean- tainted by superannuated socio-military Virginian-Pilot. The media piranhas spirited videos in the guise of leadership thinking. were loosed. The Navy was embarrassed is another. Contrary to Churchill’s har- Each person having command holds by Captain Honors’ behavior. But he was rumphing that naval tradition was “rum, a special license from a sovereign. It is relieved not by prudish sentiments in the sodomy and the lash,” that position has an honor and privilege to command admiralty but by the recognition that the no place in enlightened society or on any in either service. However, we can- navy had a fool in the shop to whom was modern ship. We manage rum and have not and should not forget that Captain entrusted a warship. jettisoned the lash. Sodomy is a per- Honors was the duly appointed com- The Royal followed by the US Navy sonal matter between consenting adults manding officer of a capital ship of the arose in the 17th and 18th centuries in private. Sexual harassment of Captain US Navy and holds the commission of

22 Sidelights April 2011 The Council of American Master Mariners, Inc. the President of the United States. He mental rule most of us has learned early: a refresher in proper leading to avoid should thereby be held at least to our we are not physicians. We leave that to these kinds of failures. œ standards of behavior as flag state war- others. Failure for us is in the coin we rantees upholding our state’s laws and to understand – the healing balm of money John A. C. Cartner is a Washington, D.C. at least to a standard of civility each of us to the party failed. Realistically, except maritime lawyer and English solicitor. He learned in elementary school. for a vaguely sour taste on the mention holds the unrestricted master mariner cer- It is easy to gloat. We should not. of the two cases, neither will be remem- tificate and is the principal author of “The Captain Honors was merely following bered by most in a year. As a matter of International Law of The Shipmaster” a great American tradition in violating lessons to be learned from each affair, (2009) Informa/Lloyd’s. jacc@shipmaster- the Washington Post rule: do nothing we should think that each service needs law.com you would not want to see on the front page of the Post tomorrow morning. His failure caused personal embarrassment. Our Maersk master violated a funda-

Piracy >>> from page 21 guards. There is growing international support for this idea but some military officers still worry about the prospect of “private navies” patrolling near com- mercial ships. Notwithstanding the use of guards, the International Transport Workers’ Federation (ITF) recently published a position on the piracy issue and spoke to the concern at the recent Working Group 3 session of the United Nations Contact Group on Piracy off the Coast of Somalia (CGPCS). The umbrella union, which represents seafarers from much of the world, said that owners who send seafar- ers into pirate infested waters could be guilty of corporate manslaughter should any mariners be killed and further stated that member unions might be urged to refuse to serve aboard ships transiting high risk waters. œ Endorsed by the Council of American Master Mariners.

Will Watson is a member of the Council www.mastermariner.org of Master Mariners and a veteran jour- nalist. He also works for the Marshall Islands Registry and is a representative of the Republic of the Marshall islands to the UN Contact group on Piracy off the Coast 10% discount to CAMM members of Somalia (CGPCS). applied on order fulfilment if noted on order form.

WWebsite:ebsite: wwww.shipmasterlaw.comww.shipmasterlaw.com

The Council of American Master Mariners, Inc. April 2011 Sidelights 23 I M

The Continuity Of Crew and Experience Of Managers

NTSB and explosion. I answered by describing the shipyards everyday with new crews, USCG inci- error chain and how lots of small mis- it’s management’s expectation that new dents are, takes can have big consequences, but he crews will perform at the same level as more often wasn’t satisfied. He wanted me to name established ones in the face of new (or than not, the single primary cause. I dismissed his changing) conditions. informative question as ridiculous but it did get me to If you look at other great disasters the and filled start thinking… was there an underlying problem becomes clearer. The Titanic with details current that put the entire incident chain was on her maiden voyage with a crew by Captain on specific under tension? A few restless nights later working together for the first time, yet, John Konrad, V failures along I had the answer, there in fact was. that crew was expected to push the lim- #3205-S the chain of The primary reason the Deepwater its of her speed in ice-laden water. The events leading to disaster. While these Horizon exploded was an underlying cur- premature death of the Morro Castle’s details are often used by individual ship- rent of expansion and pressure to adapt. master led to overnight promotions up masters to identify and plug holes in The offshore oil industry was expanding the ranks, which lead to problems when their own systems and procedures, regu- at a rate seen no where else outside of the fire ignited. The Exxon Valdez and, more lators and the media often forget many country’s real estate market and, like the recently, Empress of the North, both of the smaller details. But not all. market, became a bubble ready to pop. occurred after captains left relatively Take the Cosco Busan incident where With the price of oil climbing the fleet of inexperienced third mates in charge of specific details, most memorably the large free-floating drilling rigs, the type the watch in inland waters. pilot’s use of prescription medication, requiring licensed mariners, doubled Maybe the media and regulators have grabbed media and regulatory atten- between the years of 2008 and 2012 (yes, it right; maybe we do need to identify a tion resulting in a new wave of medical it’s still expanding). The result was rapid single primary cause when investigating requirements for mariners. If we have promotions both on and off shore and incidents. I still don’t believe all fin- learned anything from decades of inves- personnel transfers from old to newly gers should point at a pilot’s prescrip- tigation reports, it’s that no single factor built vessels. In short, rig captains where tion medication or a master’s presumed causes an incident. Yet the USCG con- performing jobs above their level of intoxication, although these should be tinues to push this issue while ignoring a experience and working with both crews identified, but maybe there is a single larger threat… a lack of continuity. and managers new to their positions. primary cause. I believe it’s time for Far more damaging to the ship’s safety But Horizon was lucky; her crew investigators to stop laying all blame on than the pilot’s medical history was the had largely remained intact during the the ship master and start looking at the simple fact that the entire crew, from expansion. But on shore a different pic- expectation managers have for ships to OS to Master, was replaced just prior to ture emerges. In this specific case each navigate safely regardless of the number, departure. The crew did not have time to member of BP’s well design team, shore- experience and continuity of the crews learn the unique characteristics of their side engineers responsible for the safety they send us to lead. And while they are new ship and, more importantly, did not of the well, had held their position for at it, maybe it’s time to look at the expe- have the time to learn the unique charac- less than 6 months time and many other rience and competency of the shore-side teristics of each other. Yet managers still senior shore-side personnel, including managers themselves. œ expected them to perform as a team… a the rig manager, were recently promoted problem investigators largely ignored. to the position. They were relative new- Captain Konrad is co-founder and Editor- After writing a book on the Deepwater bies. in-Chief of gCaptain.com, the blog for Horizon incident I was asked by a report- But it’s not just unfamiliarity that leads mariners. He is a USCG licensed Master er to name the primary cause of the rig’s to disaster, after all, new ships leave Mariner of Unlimited Tonnage.

24 Sidelights April 2011 The Council of American Master Mariners, Inc. Hold Your Position, Captain!

If there is any the Hook. In South Africa, the Durban stances. one signifi- pilot station would be at the harbor It soon became apparent to us what cant indicator entrance by way of the old fort (now well his circumstances were. Out of the thick of what a mas- removed). In Hong Kong, the pilot sta- haze that restricted visibility to less than ter can expect tion would be back at Green Island. a mile we observed the MV MSC Chitra. of a port, it The pilot station location made no Equivalent in length and displacement is the four allowance for the pilot passage meeting, to us, the Chitra lay immediately to the words, “Hold that is, the master / pilot exchange. By north of the channel, listing so heavy to by Captain your position, the time the pilot got aboard and on the port her rail was in the water. She was Kevin G. Coulombe Captain.” As bridge the ship would be committed to obviously on the bottom. A huge salvage #3221-R any master entering the harbor. There would be no crane was alongside trying to make good knows, those four words are charged time to execute a proper master / pilot a very bad situation. with urgent warning signs. conference, let alone review a pilot pas- As we closed on the pilot station, ships This was to be my first call at Mumbai sage plan. This surprised me as I have and floating platforms appeared directly (Bombay) and things were not off to a observed India to be a major contributor ahead. The channel turned at the pilot propitious start. We had just weighed and proponent to maritime regulation station. Those ships and platforms were anchor and were proceeding ahead for and safety standards at the IMO and in at anchor inside the harbor but outside a timed arrival at the pilot station. That the maritime publications. Their atten- the channel. In such tight and restrictive call over the VHF was directed to a ship tion to ISM details is legendary. quarters, radar and ECDIS were nearly that was ahead of us. A quick check of the To complicate our difficulties was a overwhelmed with targets. One of the ECDIS indicated the ship so instructed severely undisciplined VHF culture. ships observed appeared to be outbound was making way and just short of clos- Arriving at the Mumbai port limits we in the narrow channel. After a few tense ing on the pilot station. That master had quickly ascertained that VHF commu- moments my bridge team ascertained a problem. I immediately brought our nications would be difficult. There was the observed ship to be stopped if not engine order to dead slow ahead; it was absolutely no discipline; the designated at anchor. In the haze we were unable going to be a long day. VHF channels were buried under a heavy to determine an anchor ball or stretch In preparing the pilot passage plan and continuous chit-chat by unknown of chain. for Mumbai, my second officer imme- stations. Unlike the United States, there VHF communications remained diately identified a problem. The des- was no evidence of a government entity jammed. With no sign of the pilot and no ignated pilot station was erroneously trying to regulate or mitigate the trans- guidance from port control, I proceeded marked on the charts - both paper and missions. Communications with port slowly ahead closing on the pilot station ECDIS. When the correct location of control and the pilot were hit and miss and rapidly running out of options. And the pilot station was identified, its loca- and definitely line of sight. I was committed, as there was no place tion was alarming! The pilot station lay As we slowly proceeded to the pilot to go except ahead: the channel was nar- at the entrance to Mumbai harbor. How station, we monitored communica- row with mud flats port and starboard, would such a location be comparable to tions and ECDIS for progress of our to stop at the pilot station would block ports around the world? Picture locating colleague trying to hold his position. the channel and the safe passage of any the New York Sandy Hook pilot station ECDIS located his ship just short of the other deep draft ship. Calls for the pilot under the Verizzano bridge. In Japan, pilot station. Snippets of VHF commu- went unanswered. Pilot launches were the pilot station to Tokyo Harbor would nication revealed a calm but distressed observed nearby but seemed to have be at Fort No. 2. In Denmark, put the master trying to maintain control of his other business. Now committed to enter station at the entrance to the MAAS at ship under increasingly difficult circum- Continued on page 27>>>

The Council of American Master Mariners, Inc. April 2011 Sidelights 25 I M

Peter, the Odyssey of a Merchant Mariner

Chapter 5: On the Road Again August - November 1938

by Captain When I left waited, and I waited. I grabbed a freight and was on my Peter Chelemedos the Southern Finally, I walked over to the office. way again toward Houston. I slept at the #1671-R Lady at No one was there. Another door leading Salvation Army in Houston that night, Jacksonville, Florida, it was well into out the back of the building was open. and was dismayed to find they had put August. I had received a letter from I slowly walked back to the highway, a my clothes through a sulphur fumiga- Dagfern Anderson, a crew member on little wiser to be sure. tion during the night. The following day the Fernbank, telling me of its scheduled I slept a couple of nights by the side when I tried to hitchhike, I was politely arrival in San Pedro in early November. of the road with the mosquitoes and, let out of a car after only a few minutes. I started hitchhiking back to California. by the end of the week, reached New So it was back to the freights. The morning found me on the outskirts Orleans. By the time I reached Houston, From Houston this time, I rode the of town on the highway west, a suitcase my hitchhiking luck gave out altogether. “Katy” to Fort Worth and hit the Texas of blankets and a change of clothes,towels It was back to the freight yards again. Pacific to El Paso, then the Southern and soap from the ship in my hand, and I put the suitcase in at Railway Pacific to California. I had been telling San Pedro on my mind. Express, collect, shipped to myself c/o the railroad men that I had missed my While I was standing by the high- San Francisco. That was the last I saw of ship in Galveston and was on my way way awaiting a ride, I was approached it. Then I went on into the freight yard. I to San Pedro to re-join it. This was okay by a man who asked, “Where are you slept that night in a boxcar. Not all night, so far as they were concerned, so they headed?” as a switch engine started shunting the let me ride. But the border patrol was “California,” I replied. car around, and presently hooked it an outfit that accepted only the truth, After a bit more conversation about onto a train. Then I slept, confident that so I gave it to them with no elaborations my ship and reason for heading west, we were bound west. But no, morning except to claim my parents had been the stranger said, “I have a brother who found me in Galveston, a bit out of my killed in an auto accident, and I was on works for Railway Express. Maybe I can way. my way home anyway so it would be get him to get you a pass so you can ride I tried the docks again for a meal, and only an expense for them to send me the train instead of hitchhiking. I can got some black bread and coffee from a there. So I rode on. By the time I reached probably get him to fix you up for about German ship, the Borkum, and also was Ontario, California, my shoes had given twenty dollars.” given a suit of German sailor’s clothing. out. They fell apart above the soles, and I thought a bit about this and, think- This consisted of a large jumper and a nearly tripped me up when I tried to ing of the hassle of hopping the freight very baggy pair of black trousers that hop a freight out of Bakersfield. It took trains, having a pass began to sound ended snugly below the knee in sort of a all my strength to pull myself up on the like a good idea. I gave the man twenty knicker affair. Also a “matrosser” cap. I car when I missed my footing. Although dollars, which was most of the cash I took the ship’s name band off this flat cap shoes had been offered me along the way, had saved up. I watched him go across and hied myself to the freight yards to the railroad men all seemed to wear sizes the road to the Railway Express office. I don this outfit and pack my dungarees. seven, eight or nine; none of these would

26 Sidelights April 2011 The Council of American Master Mariners, Inc. fit my size elevens. I had no recourse Chamberlain had negotiated with Hitler me a pair of socks and I proceeded to try but to ask for a pair from the Salvation and promised “Peace in our time.” The on shoes. The largest size he had were Army. The woman at the Salvation Army news of this event seemed to cast a pall size ten. I took them anyway and cut the office called up a number of people and over those of us listening, some of whom toes off after I left the store. finally after much banter gave me a pair were veterans of the first World War. My hitchhiking and walking finally to try on. I did, but the pair she gave me By the time I was ready to leave, I got me to San Pedro, arriving in early were old and sun-rotted and fell apart had only one dollar saved up. I saw an November. I found that the Fernbank as I put them on. She refused to give advertisement that there were tennis was in, but she was anchored out in the me another pair since I had received my shoes for sale at a drugstore in Ontario harbor taking on fuel. I counted the “allotment.” for a dollar a pair. I walked the three few pennies in my pocket. It was not Oh well, I spent the night at the mis- miles or so over, but there, too, ran into enough to eat on, let alone pay for a sion and got supper and breakfast and some trouble. I had no socks and they water-taxi ride out to the anchorage. I a bath. I then went back up the tracks a were two bits a pair. The clerk wouldn’t sat on a rocky cliff looking at her over mile or so and camped under a railroad let me try on the shoes without them. I the misty harbor. I felt really alone at bridge in a dry creek bed. I scrounged explained my predicament, so he gave that moment. œ some walnuts from the trees near the tracks and ate grapes from a nearby vine- yard. Another hobo and myself gathered Hold Position >>> from page 25 What port in the world would place the some black-eyed peas from the platform the harbor, I fully expected the dreaded safety of its assets entirely in the hand of of a warehouse where they had been instructions to come but then the pilot an unknown ship’s master? What would unloaded. boat appeared, the pilot was embarked, be the economic consequence to the There was a fruit-picker’s camp up gained the bridge and an uneventful pas- port of a ship sinking at the pilot sta- the line a mile or so at Guasti, and sage accomplished. tion. Hundreds of thousands of Rupee? by the end of the week I was up there With the pilot passage safely underway Millions? Tens of millions? Much of the looking around. The people there were I protested the boarding station location reasoning for the pilot station location migrant workers from Arkansas, Texas to my pilot. The pilot readily agreed with is due to the Summer monsoon. But I and Oklahoma working on the grape my concerns and the need to recon- think this reason has been well tread harvest for the Guasti winery. They were sider the location of the pilot station. To and trampled. The pilot station location being paid in scrip redeemable at the endorse my assessment of the dangers may have been appropriate for breakbulk winery’s company store. If they wanted he pointed out a nearby containership ships back in the day but times have cash, the scrip was discounted thirty that was at anchor nearby, the same ship changed. There are safe ways to embark percent. I couldn’t get on at the winery we thought was outbound. It was the a pilot, even in difficult seas. There are for being underage. MV Nordlake. It had collided with the alternate means too. The Port of Durban I went over to a nearby dump and Indian Navy ship INS Vindhyagirl, at the has used helicopters for years. Surely salvaged enough cardboard to build a pilot station. At the time the Vindhyagirl India has the capacity to support heli- shack against a barbed wire fence in was conducting a day cruise with fam- copters. Durban uses helicopters year the camp area. I cut the end out of an ily members on board in a Navy Day round. India would only need them for automobile gas tank for a stove and got a celebration. The Vindhyagirl eventually the duration of the Summer monsoon, blanket from one of the Mexican women sank at its berth, fortunately there were approximately 3 months time. in the camp. Then I went to work for no fatalities. The pilot station location It appears the Port of Mumbai does not a nearby independent picker for a few was determined by port management value its commercial assets or its place weeks. I was paid five cents for a thirty- and it had remained adamantly opposed as a important commercial port in the pound box picked and carried through to any changes, maintaining it was the Indian Ocean/ Red Sea / Persian Gulf kneedeep sand down the long rows to responsibility of the master to affect a loci. It appears they will rely on the mas- the road. I made enough this way to safe passage. ter to protect them from any calamity. buy food for my little “home” as long as This was all the evidence I needed to After all, they will instruct the master the crop lasted. Most of this time I went cement my conviction that Mumbai is a of a 60000 GRT ship, proceeding at 5 barefoot. dangerous port. The collisions observed knots to “Hold your position, Captain!” One evening, I sat with my Mexican were not the first for Mumbai; I have Obviously we can do anything! œ friends on the porch of the one house in read of numerous collisions at Mumbai the campsite listening to a radio com- over the years of my sea service. It was Captain Coulombe's first call to Mumbai mentator’s report of Germany’s take- evident that the port is not in the hands was February 4, 2011, as Master of the over of Czechoslovakia. Britain’s Neville of reasonable persons or management. Maersk Wyoming.

The Council of American Master Mariners, Inc. April 2011 Sidelights 27 I M

Close Call in the Aleutians The perfect storm, winter in the Aleutians, tough ship, tougher crew, doing it right the first time, a Ph.D. in seamanship, Captain Tom Gibson, survival.

While on west coast of Amchitka Island. west, now moving northeast. The center my initial The below weather chart which the pressure had fallen to 954 mb or 27.75 by Captain foray into ship received via fax shows the Assertive inches of mercury. Bottom line: The Pete Booth the world of (AHT) some 800 miles ENE of a strong storm, instead of passing comfortably to #3063-R T-AGOS sail- low (978 mb) and forecast to move the south of Assertive had suddenly and ing as chief mate with Captain Tom roughly easterly. Captain Gibson retired vastly intensified and swung to a more Gibson on the USNS Bold, he recounted a to his stateroom just below the bridge northerly track, thus placing the ship gut-wrenching saga of a few years prior around 2000, most likely feeling con- in the dangerous semi-circle of a major during which he came close to losing his fident he would be in good shape as storm with hurricane-force winds and ship and crew in a similar vessel. Here’s the fast-moving low headed well to the monster seas. the story: south of his westerly track. At this point, as Captain Gibson’s later Late in December of 1987, Captain However, shortly after midnight, his narrative will attest, the ship had rap- Gibson was the master of the USNS third mate called and stated the south- idly transitioned from a transit mode to Assertive, a T-AGOS vessel similar to east winds (on their stern) had fresh- one of survival, now attempting to head the Bold. The ship was on an assign- ened and the barometer had dropped southwest to exit the rough weather as ment in the vicinity of Amchitka Island, sharply. Around 0300, the winds shifted quickly as possible. (Recall that even in notable as the site for several under- suddenly to the southwest (on his port calm seas, the T-AGOS can only make ground nuclear tests in the seventies, bow), the velocity increased to 60 knots a bit better than ten knots). In this case, and situated in the western reaches of the gusting higher and, predictably, the seas as with most ocean-going vessels, the one thousand miles of Alaska’s Aleutian followed suit. Below is the actual weather best (and safest) sea-keeping maneuver Island chain. The winter weather in and depiction showing the massively intensi- is to put the strong seas on either bow about this area of the north Pacific can fied storm, still about 400 miles to the about twenty degrees. But, even with be extremely severe and unpredictable; prudent mariners are conditioned to healthy doses of all the weather data available. The Assertive had a recent weather prognosis which indicated a significant low pressure area to their west southwest proceeding easterly, which, if it moved according to the weather guessers, would pass comfortably to the south and thus put the ship in the “good” semi-circle with generally following winds and seas. The weather chart shows the ASSERTIVE (AHT) The massively intensified storm, still about 400 some 800 miles ENE of a strong low (978 mb) miles to the west, now moving northeast. The The ship’s track was thus laid out such and forecast to move roughly easterly. center pressure had fallen to 954 mb or 27.75 that it would roughly parallel the south- inches of mercury.

28 Sidelights April 2011 The Council of American Master Mariners, Inc. full power, Assertive cannot maintain its pened so far away on a dark and stormy haven, the small, cliff-lined, unlight- heading and seeks its own will by being Pacific Ocean night. ed, Constantine Harbor situated on driven broadside to the giant seas. At this Buttressing his bridge crew with an the extreme northeast tip of Amchitka point the master decided to seek a lee on additional mate, the ship’s bos’n and an Island. He needed a steady deck so that the northeast side of Amchitka Island by extra lookout, the ship made it through the chief engineer could replace several transiting northeast through the Oglala the pass and into the relative comfort of components of his high-tech, 600-volt Pass (See chart at chapter start). To com- an island lee wherein the seas were only plant that had gone on the fritz due to plicate an already uncomfortable situa- sea state six (25-foot seas), but with the sea water down the stacks and extreme tion, the chief engineer called the bridge wind still howling with hurricane force. movement of the ship. He needed rela- stating all his alarms were inoperable, a Without doubt, Captain Gibson’s tively calm seas to do this safely. It was precursor of a series of ever-more seri- actions and decisions — along with his pitch dark, the wind was double gale ous engineering problems to come. crew — managed to stabilize a very force and the visibility was essentially The synoptic situation on the morning tough, dangerous and life-threatening zero. The master had attempted to moor of the 15th was fearsome: Tight pressure maritime situation. alongside the only pier but was driven gradients (extremely strong winds) and The reader is justified in assuming off by the strong winds and opted to a center pressure of 937 mb. For those that this is the happy end to a tough drop both anchors. non-mariners, the average pressure of a twenty-four hours in the life of some 27 The relative calm of the tiny harbor category three hurricane sporting winds professional mariners. Not too fast, for provided enough time for the chief engi- of around 130 mph is 950 mb. This the chief engineer started having seri- neer to make his repairs, but just barely, indeed had transitioned almost over- ous problems with his plant such that for both anchors started to drag. They night into a monster storm. the ship ended up dead-in-the-water housed one anchor and upon the sec- It was at this point, faced with no (DIW). Within a few minutes, the ship, ond breaking clear of the water, found alternative other than to put his stern to now only three miles to the northeast of it was fouled by a barnacled chain, long the winds and seas and seek a relative Amchitka Island, went broadside to the neglected in the lonesome harbor. As safe haven, and headed well into the pass winds and commenced drifting towards with all of the ship’s actions in the pre- that he, his crew and ship were to almost the only land downwind of their posi- ceding two days, this final evolution experience what few mariners have ever tion, Semisopachnai Island, only four was cleared up and the ship headed out lived through: pitch-poling, wherein the drifting hours away. Of course, as the through the narrow harbor entrance for ship’s bow digs deep into the seas while Assertive drifted further from the pro- open water. the stern and screws come clear such tection of the lee, the seas increased due Now that I’ve outlined the macros of that the vessel is in danger of “tumbling” to the hurricane-force winds. this astounding story of courage, tough end over end in the longitudinal axis. Fortunately, the ship regained partial decisions, horrible weather and a stal- Had that occurred, this tale would be power and Captain Gibson headed into wart ship, I think it best to offer Captain moot, many wondering what had hap- the wind and seas towards the only safe Continued on next page >>>

Visual Summary of ASSERTIVE’S Positions Using the chart, here’s a visual summary — note the large-scale chart of the Aleutians top right with the box in detail below. Circled numbers correspond as follows: 1. The ASSERTIVE preceding westerly under the assurance that the storm would pass well to the south. 2. Storm veers north placing vessel in dangerous semi-circle and unable to hold head into the SW winds and seas. Multiple engine room problems. 3. Master opts to run downwind through the Olaga Pass and seek the lee of Amchitka Island. 4. Safely in the lee, the ship loses all power and goes DIW. SW winds drift the ship towards Semisopochnoi Island. 5. Engineer manages to get some power. Master decides to run for tiny, unlighted and unmanned Constantine Harbor to effect repairs. Unable to dock or hold with two anchors, he decides to seek open water following limited repair to his propulsion.

The Council of American Master Mariners, Inc. April 2011 Sidelights 29 I M

Aleutians>>>Continued from page 29 0620. The storm appeared to have taken increased speed. At 1015 we changed Gibson’s statement written at the time a drastic northerly turn. We sustained course to 065 because the wind did in his own words to chronicle the “rest this course as long as possible. However, veer some so that we could come right of this harrowing story.” Here it is, only the winds and seas were too high to even more. A heading of 088 true was slightly edited for brevity. maintain steerage, as the ship’s heading as much east as we could obtain and would fall off to port or starboard and seemed to be working well. At 1121, Captain Gibson’s Statement we were unable to come back to our we increased speed steadily to 170 rpm The evening before our departure the original course even under full power. because we had apparently obtained as progs revealed that the weather enroute Also at this time the engineer reported much of an easterly course as we needed looked good. The 48 hour prog showed multiple alarms. I then came to a course and I wanted to have better steerage as a low that would proceed due east. The of 040 true because the engineer called we approached the 50 fathom curve. max winds enroute to our destination to the bridge and said all alarm circuits Upon entering the pass, we observed the NW would be 25-30 with a follow- were down and he was unable to moni- the weather to be winds 230 at about ing sea. Weather on departure revealed tor any of the main motors. 55, gusting to 85; visibility was 1/8th no significant development or changes There was a solid mist of seawater in of a mile; the skies were overcast and in the preceding forecast. The crew was the air and visibility was reduced which obscured; barometer was 968 and rising. ready to go to sea. indicated wind speeds in excess of 65 Wave height was 230 true at 30-40 feet. When I went to bed at 2000 the winds knots. At 0745. I called the boatswain to Also, upon approaching the entrance to and pressure confirmed that the low have an additional man on watch. Also the pass, the stern of the vessel was being was heading easterly as the progs had at this time the situation had degraded to lifted in the air by large swells with such forecast. I was awakened at 0100 by where I had to react to ship’s safety solely. force as to stop the main shafts under the third mate because the winds had We were on a course of 045, 80 rpms. I full power. We also experienced a pitch- freshened to 40 knots and the barometer requested that the second mate return poled effect on the bow whereas the bow had dropped significantly. The winds to the bridge and evaluate navigational was forced downward so much that the had backed to more east-southeast. I fixes, both electronic and radar to deter- bulwarks on the bow were submerged informed the Mate to alter course to mine accuracy of the electronics and also under blue water. The vessel would then the right. I suspected that the low had determine our advance toward land. At surf on the waves. On a few occasions, taken an east-northeast turn. I informed this time there were five people on the over speed trips were tripped. him we would try to proceed on a more bridge; the chief mate had the watch. After we made it through the pass northerly heading than due west to open At this point the barometer started I began to angle toward the lee of the the distance between the ship and the to rise slowly that indicated the wind island as much as we safely could while center of the low and to continue the might start to veer more. The engineer- still running with the seas. About 8 miles voyage with the winds astern and on ing casualties were apparently caused by from the pass we started to gain the lee the best side of the storm. Just as a note, the heavy pitching. I felt we could not and sea condition was down to a sea the mates were accustomed to report head back into the sea without causing state six but the winds were still high. any significant changes in barometer or further casualties in the engine room I then turned the vessel to the south winds and to report hourly observations and would not be able to detect them directly toward the island to obtain a vice once a watch. if they occurred. I started to assess the better lee. As we were proceeding to the Shortly thereafter the winds veered coast we were approaching for dangers lee, we experienced numerous engineer- rapidly and intensified. The direction and a possible opening we could tran- ing casualties. We obtained the lee of of the wind veered from 150 true to 205 sit. Krysi Pass and Sea Lion Pass were the island and were running parallel true. The intensity changed from 35 unacceptable due to shoal knots to a sustained 60 knots and swell waters. Our only option height doubled. During this time we did was Uglala Pass. various courses and speeds to maximize At this time, I slowed ride. I decided to come to a course of 205 to 80 rpms because I sus- and increase speed to head into the seas. pected the wind would This maneuver was done as a standard, veer more astern and help cyclonic storm maneuver. I was appar- us on a course through the ently on the worst side of the storm so I pass. We made a course put the seas and wind on my starboard change at 1005 to 055 and bow and made as much way as possible Ocean-going research ship to exit the storm. This was done at about similar to the USNS ASSERTIVE

30 Sidelights April 2011 The Council of American Master Mariners, Inc. to the shore, about three miles off. The the high winds with gusts to 75 knots, with “only” a SS6, the ship totally lost numerous engineering problems finally the port anchor began slipping. As the propulsion, went broadside to the seas culminated in going DIW. harbor was all rock cliffs I decided to started drifting rapidly towards a rocky At 1643 I elected to send a distress put back to sea. All of this was done in island only four hours away. Prudently, call as we were drifting away from the high winds, darkness and complete snow Captain Gibson notified a shore station lee of Amchitka Island and dead in the white outs. We then returned to our of his plight. Whether it was a “mayday” water. To complicate matters further, original port for repairs and to restock or not is not at issue; that he clearly noti- we were making about 4 knots sideways our spares. fied the shore folks of his problems, is with the wind at 240, 55 knots, gust- totally correct. ing to 75, visibility was at 1/10th of a Author’s Perspective The entry into and about the tiny har- mile due to rain showers and seas were From the comfort of a warm and bor of Constantine was accomplished increasing as we were losing the lee. unmoving office far from the ocean, I in the master’s words, “… in high winds, Another consideration was the wind offer the following commentary, happy darkness and complete snow white-outs.” and seas were forcing us to drift towards that I was not the master at the time. His seamanship and judgment allowed Semisopochnol Island. After reviewing They are certainly not all inclusive, but the engineers to effect some dicey the charts I determined there was no more a summary of what Captain Gibson repairs. chance of an anchor grabbing prior to did correctly under the overriding man- Overall, from my perspective, Captain making shore. We were about 17 miles tra of prudent and reasoned judgment. Gibson made a series of prudent and away from the island, which gave us He proactively ensured he and his judgmentally correct decisions that about four hours. mates had the best weather informa- undoubtedly saved his ship and twenty- By 1912 the engineers had all power tion available. Those forecasts indicated seven-man crew. Well done to my friend restored. We proceeded back to the lee no significant problems other than the and master mariner, Tom Gibson. of the island. My chief engineer then winds would be close to gale force veloc- informed me that he had to change a ity, not a situation that would call for a circuit board, but due to electrocution cancellation of the voyage. His decision hazards could not do so in the present to move north to stay well in the safe sea state. We found a small harbor on semicircle was prudent. the island that I elected to enter at first When the wind and seas drastically OOTH B light to possibly anchor, change the cir- increased, he buttressed his bridge team. ETE : P HOTO cuit card and to further assess damage. Smart move; more brains are better than P The available information on the harbor one or two. was limited and we still had high winds. His decision when to the south of Captain Gibson, CAMM member #3285-R, as master of the USNS BOLD The harbor entrance was 2/10 of a mile Amchitka Island to put the seas on across with kelp beds and rocks on both his starboard bow was a by-the-book Epilogue sides of the channel. Also, there were no maneuver intended to expeditiously The proud ship, USNS Assertive was aids to navigation, buoys or lights. There clear the worst of the heavy seas and transferred to the National Atmospheric was one dock which we briefly tied up strong winds. Unfortunately, the under- and Oceanographic Administration in to, but the winds were too strong for the powered Assertive could not hold its 2004 and is still active in sailing the lines and we anchored in the harbor. head up adequately, thus negating this oceans and waters of the world. At first, we anchored with our port course of action. Captain Tom Gibson sailed for several anchor, but it began to drag due to His decision to reverse course and seek more years on various T-AGOS vessels as the high winds. I dropped the star- the lee of Amchitka Island was his only master, always the consummate mariner board anchor kedge style. They held fall-back option, particularly in view of and greatly respected by his employer long enough to make repairs and assess the no-alarms problems of the engineer. and crews with whom he sailed. In the some damage. Then the starboard As an aside, the specter of pitch-poling mid-nineties he became one of four anchor began to slip. Upon retrieving as the ship sailed downwind and seas is harbor pilots for the port of Gulfport, the starboard anchor to reset it the mate particularly ominous from the perspec- Mississippi, guiding ocean going ships informed me that the anchor was fouled tive of the T-AGOS bridge in that it is into and out the long Gulfport channel, with a large open-link chain. We rigged only some forty feet aft of the prow. The all the while embellishing his reputation a hook on the chain and lowered our watch team could only stand stoically as as no-nonsense master mariner. One of anchor down and freed it from the foul- the bow dug in, the stern drew clear of his many mantras in years to come: “A ing chain. After retrieving and housing the seas and the twin screws stopped. bad day at sea is better than a good day our anchor, the chain was let go. Due to Once in the lee of Amchitka Island in port.” œ

The Council of American Master Mariners, Inc. April 2011 Sidelights 31 UNITY FOR SAFETY AT SEA CAMM’s voice in the IMO IFSMA

The USA is toughening up on ship ballast dumping

IFSMA has water can have. The spread of invasive blamed for a collapse in levels of Lake been watch- species is now recognized as one of the Huron salmon and a dramatic increase ing the prog- greatest threats to the ecological and in botulism that has killed thousands ress of the the economic well being of the planet. of shore birds. In San Francisco Bay, International These species are causing enormous biologists say that the Asian clam likely Convention damage to biodiversity and the valuable caused a decline of striped bass and for the natural riches of the earth upon which other competitors for plankton. Control and we depend. Direct and indirect health So from an environmental perspective by Captain Management effects are becoming increasingly serious IFSMA would welcome the first draft Rodger MacDonald of Ships’ and the damage to environment is often of the Coast Guard regulations which Secretary-General Ballast irreversible. The illustration shows the would adopt international limits on IFSMA Water and European Green Crab which is native numbers of organisms per cubic meter Sediments (BWM) since it was adopted to the European Atlantic Coast and has of ballast water. The ceilings would take on the 13th February 2004, and will been introduced to Southern Australia, effect next year for new vessels and be enter into force 12 months after ratifica- South Africa, the USA and Japan. The phased in over several years for existing tion by 30 States, representing 35% of species is highly adaptable and invasive ones. A second set of limits about 1,000 world merchant shipping tonnage. As and resistant to predation due to its hard times stronger in establishing limits per of October 2010, 27 States have ratified shell. It competes with and displaces cubic meter of ballast water would be the Convention, representing 25.32% of native crabs and becomes a dominant imposed later if studies show that could world merchant shipping tonnage. This species in invaded areas. It also con- be accomplished. Obviously the envi- convention aims to prevent the poten- sumes and depletes a wide range of prey ronmentalists are pushing for a quicker tially devastating effects of the spread species and alters inter-tidal rocky shore timetable, but the industry is being more of harmful aquatic organisms carried by ecosystems. pragmatic and wants a realistic time- ships’ ballast water from one region to Japanese shore crabs are threatening table. As CDR Gary Croot, chief of the another. native clams and mussels from Maine Coast Guards’ Environmental Standards IFSMA’s main concern for our ship- to Chesapeake Bay, which is infested Division, wisely stated, “We certainly masters is the potential for them to be with 150-plus exotic species. Another don’t want to establish a standard that no criminalized as soon as the convention invader, the spotted jellyfish, became so one can comply with.” So the final rules gains ‘international status’. Having said abundant in the Gulf of Mexico a decade being released during the spring of 2011 that IFSMA has always been concerned ago they ripped apart fishing nets and will reflect public feedback. with the devastating damage that ballast caused a temporary halt to commercial Jennifer Carpenter, Senior Vice shrimping. Since President of American Waterways arriving in the Operators has stated that several ship Great Lakes in owners are ready and willing to make the mid-1980s, investments in ballast water treatment the zebra mus- technology but have held back because sel and its cousin they don’t want to spend a million dol- the quagga mus- lars on some system that may have to be sel have clogged ripped out in five years because it doesn’t municipal and meet the standards. I believe that is a fair power plant view of the problems. There has been water intake some difficulty in designing a system European Green Crab pipes. They are that will be approved by IMO.

32 Sidelights April 2011 The Council of American Master Mariners, Inc. The Nautical Institute and IFSMA present SAFETY 22011011 CommandCommand SeminarSeminar SeriesSeries SEA Seminar Series #1 IFSMA

Another area of concern is the gen- Maritime Resource eral lack of reception facilities in some countries. Under Article 5 of the con- Management vention, Sediment Reception Facilities April 27, 2011 Baltimore, MD USA Parties undertake to ensure that ports and terminals where cleaning or repair Morning Session: The Challenges of Command in 2011 of ballast tanks occurs have adequate à The Pace of Modern Technology: Will E-navigation Change the Master’s reception facilities for the reception of Authority? sediments. So countries that adopt strict à Criminalization: How Does USCG View This and How Can Seafarers in US regulations also have the responsibility Waters Deal With This? to provide adequate facilities to deal à Security and Piracy Policy: International Compliance Through a Cloudy Veil with ballast water. So, IFSMA fully supports the need to à The International Law of the Carriage of Small Arms and Armed Guards, and stop ballast water introducing invasive the Authority and Action of the Shipmaster species, but please do not let us have a repeat of the experience of shipmasters Afternoon Session: Maritime Resource Management and other seafarers being criminalized à The Interface Between the Ship and Shore Management for pollution incidents and accidents à The Relationship Between the Shipmaster, Pilot and Harbor Authorities that have occurred beyond their con- à Is Training Right for Today’s Command? trol. à Discussion Panel The 2011 CAMM AGA and Hosted by The Council of American Master Mariners, Inc. the Command Seminar Venue: CCMIT (MITAGS), Baltimore, MD USA As I mentioned last time the Command Seminar will take place www.mastermariner.org on the day immediately prior to the CAMM Annual Meeting in Baltimore. I am delighted to have the honor of Seminar Series #2 being invited to speak at your AGA and I look forward to seeing you there. Shipping & Environmenal I would hope to see many of you at the Command Seminar and as you can see Issues from the program we have some excel- What more can be done? lent speakers to discuss key concerns June 7-8, 2011 Halifax, Novia Scotia, Canada that face today’s shipmasters. Papers Presented on these topics and more: Fair Treatment of Seafarers following Pollution Incident John O’ Connor, Counsel to Canadian Merchant Service Guild, Ottawa New Regulatory Requirements for Off-shore Oil/Gas Drilling Operations IFSMA Dr. Jens-Uwe Schroder World Maritime University, Malmo, Sweden 37th Annual Hybrid Tug Design Reduces Operational Emissions General Assembly Paul Jamer, VP, Aspin Kemp, Halifax Hosted by the Company of Master Mariners of Canada June 9-10, 2011 Venue: The Westin Nova Scotian Hotel, Halifax, Canada Halifax, Novia Scotia www.mastermariners.ca

www.ifsma.org Sponsored by:

UNITY FOR SAFETY AT SEA IFSMA The Council of American Master Mariners, Inc. April 2011 Sidelights 33 Company of Master Mariners of Canada

The Company of Master Mariners of Canada is a professional association for those qualified to command. It was established to encourage and maintain high and honourable standards within the nautical profession, further the efficiency of the Sea Service, and uphold the status, dignity and prestige of Master Mariners.

Last Voyage of the CITY OF RAYVILLE

On a November afternoon in 1940, the last sling casualty of the Second World War. of lead ingots was swung aboard the U.S-flag City of Rayville had fallen victim to the Nazi by Captain freighter City of Rayville in Port Pirie, South commerce raider Pinguin which had captured Alan Knight Australia, and the clatter of the steam winches the Norwegian tanker Storstad, re-named it CMMC Halififax fell silent. The crew closed the hatches, and the Passat, and equipped it as a mine-layer. Pinguin City of Rayville headed down Spencer Gulf, headed for the approaches to Sydney to lay bound for Melbourne, the Panama Canal, and mines, and Passat was sent to mine the “choke home to New York for Christmas. As the long point” off Cape Otway, where ships arriving from voyage began, the crew was probably thinking of the Southern Ocean would be closing the coast, families and home, and not of the war in far-off heading for Melbourne. The previous day, the Europe. Anyways, the United States was a neutral British freighter Cambridge was sunk in the area, country, and City of Rayville had the Stars and but at the time no one realized that she had been Stripes painted on her sides as testimony to her sunk by a mine. non-combatant status. The survivors of the City of Rayville were now The City of Rayville was a 4-hatch 5883-ton in a difficult situation; six miles from shore, with ship, built at Tampa, Fla., in 1920, and powered the light almost gone, soaked in spray, and with by a 6-cylinder Busch-Sulzer diesel, which pro- a chill wind blowing. Fortunately, the keeper pelled her at 11 knots. Commanding the crew of Cape Otway light had witnessed the explo- of 38 was Captain A.P. Cronin. By the evening sion, and had raised the alarm. Fishermen from of 08th November 1940, City of Rayville was nearby Apollo Bay put to sea, and despite the approaching the Bass Strait, and passing Cape rough sea and the darkness, managed to find the Otway lighthouse, the southernmost point on two lifeboats in the dark. The fishermen took the the mainland of Australia. At 1947, just as the survivors on board, and carried them to Apollo watch was about to change, a violent explo- Bay, where they were put up in the Ballarat Hotel, sion rocked the ship. The foremast collapsed, until arrangements were made for their transit to and water, hatch boards, and thousands of lead Melbourne, and their return to the U.S. On behalf ingots began plunging from the sky, slamming of his crew, Captain Cronin wrote to the Prime into the ship. City of Rayville immediately began Minister of Australia, Robert Menzies, thanking to nose-dive, and it was obvious that the ship the Australians for their rescue, and subsequent was doomed. Captain Cronin gave the order to kindnesses. Abandon Ship, and the lifeboats were cleared The wreck of the City of Rayville lays in 70 away. With the ship settling fast, the evacuation metres of water, and is protected under the was understandably hurried, and when heads Historic Shipwrecks Act. The flash of Cape Otway were counted, it was found that James “Mack” lighthouse and the Southern Cross, mark the Bryan of Norfolk, Va., was missing. More than a grave of “Mack” Bryan, the first member of the year before the Japanese attack on Pearl Harbour, U.S. Merchant Marine to die during the Second the U.S. Merchant Marine had suffered its first World War.

34 Sidelights April 2011 The Council of American Master Mariners, Inc. Company of Master Mariners of Canada

Delta Tug & Barge, LTD Salvages Historic Vessel LANGDALE QUEEN

On the 24th of December 2008, while moored in head positions. Due to safety concerns, entry of the Fraser River, the former BC Ferry Langdale the hull while on the bottom was not an option. Queen sank due to a heavy snow load on her The water tight integrity of the hull was at best deck. The salvage operation was headed up by questionable and all were confident that there Mitch Hughes, General Manager of Delta Tug were not any air tight compartments. Even at the & Barge Ltd., along with Andrew Johnson of lowest tide the hull was completely submerged, Global Rigging, Ted Hill of Hydra Marine and therefore simple pumping her out was not an Mark McAllister of McAllister Marine Survey option. Due to the weight of the hull, lifting her by & Designs. To salvage the Langdale Queen, all to the surface for pumping was not an option as Captain Don Rose that was available was local there were not any cranes CMMC Vancouver equipment not originally available capable of lift- Divisional Master intended for salvage work. ing this weight. As well Therefore some typical there were not any points Canadian ingenuity was where lifting cables could required to make do with be attached and the struc- available equipment. tural condition of the hull A survey of the vessel was questionable. As she is while on the bottom was done by divers and by of riveted wrought iron and cannot be welded, bathymetric sonar which determined that the attaching lifting points was out of the question. vessel was lying close to upright with two metres Several options were explored for removing of water over the highest part of her deck at low the water from the hull and floating her to the tide (see chart). It was determined that the hull surface. These were dismissed for various rea- was structurally sound. However, there were sons as not being practical, possible, or environ- several open hatches and a number of corrosion mentally friendly. At 03:00 A.M. one morning, perforations in the deck. Although shallow, div- Mitch Hughes came up with the idea of placing ing on the wreck was to say the least challenging, large circular steel tubes on the deck that would as periods of slack water are minimal and the protrude above the water surface and lowering visibility is zero. pumps into the hull. Drawings of the Langdale Queen were obtained Three tubes with concrete bases for stability from the Maritime Museum of BC which were were assembled on shore then lowered, secured valuable to determine the hull shape and bulk- Continued on next page >>>

First attempt at raising the LANGDALE QUEEN UGHES UGHES UGHES H H H ITCH ITCH ITCH : M : M : M HOTO HOTO HOTO P P P Tubes with concrete bases. Three pumps fitted into each tube, lowered into the hull. Surfaces with heavy list to starboard.

The Council of American Master Mariners, Inc. April 2011 Sidelights 35 Company of Master Mariners of Canada

The Company of Master Mariners of Canada is a professional association for those qualified to command. It was established to encourage and maintain high and honourable standards within the nautical profession, further the efficiency of the Sea Service, and uphold the status, dignity and prestige of Master Mariners.

Langdale>>> from page 35 and sealed on the deck. When the ators, safety personnel and safe The position of tubes were in place, divers went inside areas were defined. barges at stern of the tubes and cut openings in the On the 31st of March 2009 the the LANGDALE QUEEN. deck to allow access to the hull. Nine first salvage attempt was made. pumps (three in each tube) each with With the pumps operating she did a capacity of eighteen tons per minute come up to the surface. However, were lowered through the tubes into due to the poor stability of the the hull with their discharge lines vessel and the free surface effect of coming up through the tubes. the water inside the hull she came Prior to starting the raising opera- to the surface with a heavy list to tion, a safety meeting was held to starboard. Realizing this was not discuss procedures, communications, going to work, the pumps were

positioning, designate foremen, oper- stopped and she settled back to DRAWING COURTESY OF MITCH HUGHES

Vessel History ERRIES BC F OF

300 feet long, 58 feet wide with a hull depth of 20 feet.

COURTESY The Langdale Queen (O. N. 195485) has a very long and colourful his-

HOTO P tory. She was built in 1903 by William Cramp & Sons as the SS Asbury SS ASBURY PARK, New Jersey and New York. Park for service between New Jersey and New York. In 1918 she sailed via the Panama Canal to San Francisco Bay and was renamed the SS City of San Sacramento. While in San Francisco, her configuration from the main deck up was changed to load and discharge vehicles from the bow and stern. She sailed in San Francisco Bay until

ERRIES 1941, when she sailed to where she sailed on the Seattle- BC F OF Bremerton run.

COURTESY In 1952, Black Ball Ferries Ltd. acquired her, and had her rebuilt at

HOTO P Yarrows Ltd. at , BC. She was renamed Kahloke and repowered SS CITY OF SACRAMENTO, San Francisco Bay and Puget Sound. with four sixteen-cylinder General Motors diesel engines producing 6,560 BHP. In 1953, she was the first of the Black Ball Ferries to sail on the Horseshoe Bay - run. When BC Ferries took over the Canadian operations of Black Ball Ferries she was renamed Langdale Queen and used on the Horseshoe Bay - Langdale run. On the 23rd of July, 1976 she made her last departure

ERRIES from Horseshoe Bay. She sailed to the Deas Dock where her engines BC F OF

were removed and gravel ballast was installed to replace the engine weight and maintain stability. COURTESY

HOTO

P After decommissioning and disposal by BC Ferries, she was owned KAHLOKE, Black Ball Ferries, LTD. by a number of owners who had big dreams that never seemed to come true. She was renamed Lady Grace (although this name does not show in ship registry.) She was moored in Coal Harbour for a time where she sank at her moorings. Later she was re-floated and moved away from there. At a later date she was stripped to the car deck and moved to east

ERRIES of Berry Point in Vancouver Harbour where she was used as a dock BC F OF barge for many years. She eventually ended up in the Fraser River where

COURTESY she again sank.

HOTO P LANGDALE QUEEN, BC Ferries.

36 Sidelights April 2011 The Council of American Master Mariners, Inc. the bottom. Coming to the surface Concluding that the Langdale Queen had to be stabilized during the raising, the following procedure was put into action. Two barges were outfitted with rod jacks capable of lifting five hundred tons each. The barges were positioned transversely on each side at the stern of the Langdale Queen. The rod jacks were attached by cables to the tail shafts on each side of the vessel. At the start of the procedure, the pumps were turned on in a specific order and the rod jacks were used to raise the stern of the Langdale Queen to the surface. Once the stern was raised above the surface, all the PHOTO: MITCH HUGHES pumps were engaged, which brought the remainder of the vessel to the surface. (See photos, right.) The pumps at the aft end of the vessel were started first, at the same time the starboard barge took up to one hundred and fifty tons of strain with the port barge taking twenty tons of strain. The forward end to the Langdale Queen was attached to a buoy (See Photo #10) with a 1000 horsepower tug standing by to provide assistance as required. I had the opportunity to observe the Langdale Queen come to the sur- face. Although to a non-mariner it may not appear to be very exciting, PHOTO: MITCH HUGHES there were some very tense moments as the 106-year old vessel came to the surface. At first the stern came up, then the bow came up and broke the surface. The series of photos speak for themselves as they show the historic Langdale Queen coming to the surface. Once the Langdale Queen was floating on her lines, a safety meet- ing with all crew was held to discuss the next phase of operations. All equipment was left in place for assessment of the vessel and inspections commenced. PHOTO: DON ROSE • Divers checked for ingress of water. • Shaft tubes were inspected to ensure the packing was in place and not leaking. The barges and the Langdale Queen were moved to the Delta Tug barge loading ramp and secured. Two employees remained on board for the night to monitor the vessel. When a vessel is involved in an incident such as sinking or grounding, it is common for the salvage operation to result in increased damage PHOTO: DON ROSE and destruction. The Langdale Queen was successfully salvaged without further damage. Mitch Hughes has been involved in a number of salvage operations. He was involved in the righting of the capsized barges Great West No. 3 and Straits Traveller. He was in charge of salvaging the Rivtow Carrier after she had grounded on Camp Point in Johnstone Straits in December 1999. In 2000, he was involved in the salvage of the very large crude carrier Atigun Pass off the coast of Washington. In 2003, he was project PHOTO: DON ROSE manager of the righting of the capsized log barges Seaspan Rigger and Powell Carrier.

PHOTO: DON ROSE

The Council of American Master Mariners, Inc. April 2011 Sidelights 37 I P

Captain George Flavel Columbia Bar Pilot

Captain a man named Aiken he built a sawmill His rates were high, but he gave a service George on Young’s River, which ruined them that has not been improved, except in Flavel, for both in comparatively short order and so far as the dangers have been lessened nearly forty forced Captain Flavel to go back to his by improvements to the channel; and years [was] original calling. Money was plentiful in through all of his régime any opposition one of the those days, and Flavel had many friends that sprang up found continued exis- most promi- in the Bay City; so when he went down tence impossible, for the simple reason nent charac- and stated his case he had no trouble in that his service could not be excelled. ters in marine securing the means to buy an interest The Astoria handled the business for a circles on the Pacific Coast, was a native in the schooner Halcyon, of which he few years, and then the C. J. Brenham was of Norfolk, Va., but left the Atlantic became captain, making money fast in brought out, followed by the Columbia Coast when quite young and came to the coasting trade. and subsequently by the new Astoria. California in command of the Petty. With the profits he purchased an About 1887 Captain Flavel sold out After disposing of the cargo of the Petty interest in the Jane A. Falkenberg and his interest in this business to A. M. in Portland he returned to San Francisco took command, running her for about Simpson and retired from active service, and went to the mines. two years. During this time he retained residing in Astoria until his death, which Making a short stay there he returned his interest in the pilot boat California, occurred July 3, 1893. No man whose to the water and took command of the which was always a money-maker. About name had been so prominently before old Goliah, which was then running 1858 his marine ventures and invest- the people was more roundly abused by between San Francisco and Sacramento ments ashore had grown so profitable both press and public for many years as a passenger steamer. He remained on that he retired from the water himself than Captain George Flavel; and yet the Goliah but a short time (although and gave all his attention to the manage- in less than a year after his retirement he ran her between Portland and San ment of his business. He had full control desires were expressed for a restoration Francisco a few trips in 1851), return- of the bar pilotage, and, while the rates of the Flavel management with its high ing to the Columbia early in 1850 as were high, he kept the service up to a rates but excellent service. mate and pilot on the old steamship high standard. When Paul Corno put Captain Flavel’s success was due in a Goldhunter. While in this service he was the Rabboni, the first tug, in the service, large measure to a thorough, practical given the first branch license ever issued Flavel and his nervy pilots waged such a knowledge of the business in which he to a Columbia River pilot by the State. relentless and untiring opposition, that was engaged. He never sent a man where Leaving the Goldhunter he bought the Corno retired in a short time, loser by he would not go himself, and coupled schooner California in San Francisco, several thousand dollars, while the Flavel with absolute fearlessness he possessed and brought her up and put her on the pilots had prospered. rare good judgment. With his death bar in opposition to the Mary Taylor, Soon after the Rabboni’s departure the passed away a remarkable man. œ then running as a pilot boat. By good State offered a bonus of $30,000 to any- management he soon succeeded in end- one who would maintain a steam tug on Excerpted from Lewis & Dryden’s “Marine ing the opposition and securing full con- the bar for a period of five years. Flavel History of the Pacific Northwest” printed trol of the bar pilotage. He made money accepted the offer and built the tug in 1895. George Flavel, is the great grand- very rapidly. Thinking, however, that Astoria in 1869, and for nearly twenty father of Captain Mel Flavel, a retired the chances for accumulating a fortune years enjoyed almost a monopoly of the Puget Sound Pilot and CAMM member. were better on shore, in company with towage and pilotage into the Columbia.

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