SidelightsApril 2010 Vol. 40, No 2

Published by the Council of American Master Mariners, Inc. AGM & PDC Preview Theme: International Piracy Views & Positions

In the Industry: Congressional Updates NOAA ECDIS Warning Who Owns the Seas?

The Council of American Master Mariners is dedicated to supporting and strengthening the United States Merchant Marine and the position of the Master by fostering the exchange of maritime information and sharing our experience. We are committed to the promotion of nautical education, the improvement of training standards, and the support of the publication of professional literature. The Council monitors, comments, and takes positions on local, state, federal and international legislation and regulation that aff ect the Master. MAILING ADDRESS South Atlantic Region P.O. Box 5034 PORT EVERGLADES / MIAMI Lynnwood, WA 98046-5034 Captain David Goff, President NATIONAL OFFICERS 561-392-5476 President [email protected] Captain Cal Hunziker North Atlantic Region Meetings at 1200, the 3rd Wednesday of the [email protected] month, except July and August. Location var- NEW YORK / NEW JERSEY 253-862-7493 ies, so please call or check website for current First Vice President Captain Glenn Strathearn, Contact location. Captain Liz Clark 973-403-8922 Mailing Address: 1106 S.W. 12th Road [email protected] [email protected] Boca Raton, Fl 33486 954-781-0183 Captain George Previll, Contact Second Vice President 973-763-7594 TAMPA BAY Captain Vic Faulkner [email protected] Captain David H. Williams, President [email protected] Mailing Address: 449 Richmond Ave. 352-637-1464 360-798-9530 Maplewood, NJ 07040 [email protected] Treasurer and Secretary Meetings at 1130 on the 2nd Tuesday of each BALTIMORE / WASHINGTON Captain Donald Moore, Jr. month, except July, August and September. [email protected] Captain Joe Hartnett, President Columbia Restaurant, 7th Ave. and 22nd St. 425-775-2331 410-867-0556 Mailing Address: 1760 E. Littleton Ct. North Atlantic Regional Vice President [email protected] Inverness, FL 34453 Captain Herman Fritzke Meetings at 1130 monthly, except June - [email protected] August. Steady date TBD. Pilot Maritime Center North Pacific Region South Atlantic Regional Vice President (3rd Floor) 3720 Dillon Street, Baltimore, MD. SEATTLE / PACIFIC NORTHWEST Captain Jerome Benyo Mailing Address: P.O. Box 700 Captain Richard Klein, President [email protected] Edgewater, MD 21037-0400 425-746-6475 727-791-0313 [email protected] Gulf Regional Vice President NORFOLK / HAMPTON ROADS / TIDEWATER Meetings at 1130 on the 1st Thursday of each Captain Robert A. Phillips Chapter Inactive month. Rock Salt Steaks and Seafood, Lake [email protected] Anyone interesting in restarting this chapter, Union, 1232 Westlake Ave. N, Seattle. 504-737-6619 please contact National President Capt. Cal PO Box 99392 South Pacific Regional Vice President Mailing Address: Hunziker. Seattle, WA 98139 Captain David Boatner [email protected] COLUMBIA RIVER 805-479-8461 Gulf Coast Region Captain Vic Faulkner, President North Pacific Regional Vice President NEW ORLEANS 360-798-9530 Captain Carl Johannes Captain Karl Jaskierny, President [email protected] [email protected] 504-737-4849 206-448-3433 Meetings are at 1200 on the 2nd Friday [email protected] of each month. Red Lion Inn at the Quay Immediate Past President Meetings at 1130 on the 2nd Thursday of each Vancouver, WA. Captain Tom Bradley month, except July and August. Locations Mailing Address: 121 Hazel Dell View [email protected] vary, please call for current meeting place. 360-574-9513 Castle Rock, WA 98611 Mailing Address: 9417 Roslyn Dr. River Ridge, LA 70123-2048 APPOINTMENTS & CHAIRS South Pacific Region BOG at Large MOBILE BAY LOS ANGELES / LONG BEACH Captain Warren G. Leback Captain Pete Booth, President Captain David Boatner, President Council Chaplain 850-456-2400 805479-8461 Fr. Sinclair Oubre [email protected] [email protected] Constitution and Bylaws Meetings on the 2nd Tuesday of each month Meetings at 1200 on the 2nd Tuesday of each Committee Chairs at 1330. Ryan’s Grill, Buffet, & Bakery, 4439 month, except August. Ante’s Restaurant, 729 Captain Pat Moloney 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 HOUSTON SAN FRANCISCO BAY AREA Master’s Paperwork Reduction Committee Chair Captain Jack Lane, President Captain Klaus Niem, President Captain Warren Leback 409-744-2445 707-255-6567 Positions Committee Chair [email protected] [email protected] Lyn McClelland Meetings on the 1st Friday of each month. Meetings on the 1st Tuesday of each month, Finance Oversight Committee TAMUG’s Blue Room, Galveston, TX. 11:30, Sinbad’s Pier 2 Restaurant in San Captain Chuck Viebrock Mailing Address: Francisco, south of Ferry Building. Captain David Williams 4620 Fairmont Pkwy, Suite 203 Mailing Address: 4207 Chardonnay Ct. Captain Gussie Roth Pasadena, TX 77504 Napa, CA 94558-2562 I

ON THE COVER The lifeboat from the MAERSK ALABAMA. Capt. Phillips was held captive by suspected Somali pirates in the lifeboat for five days View From the Bridge 4 after a failed hijacking attempt off the Somali coast. Photo: US Navy. President Captain Cal Hunziker comments on USCG proposals to reduce the requirements SIDELIGHTS for Master and Chief Mate licenses as he 4605 NW 139th Loop reflects back on his own experiences. Vancouver, WA 98685 360-574-9513 [email protected]

EDITOR-IN-CHIEF Capt. Tom Bradley In the Council 5

SIDELIGHTS COMMITTEE Council Chapter & Officer Reports ...... 5-8 Tom Bradley Don Moore, Jr. New Members ...... 8 C.E. “Chick” Gedney Klaus Niem Dear Sidelights ...... 8 Cal Hunziker Cross’d the Final Bar ...... 9 CONTRIBUTORS Father Oubre: Seafarer’s Issues ...... 10 Pete Booth Donald Moore, Jr. Tom Bradley Klaus Niem Jim Calvesbert Sinclair Oubre AGM & PDC Preview 11 J.J. Hartnett Glen Paine Cal Hunziker Don Rose Agenda ...... 11 Daniel Kozak James Staples Events ...... 12 Michael Lloyd Douglas Subcleff Rodger MacDonald Geoffrey Vale Views & Positions ...... 13 Michael Mc Cright Will Watson International Piracy & Shipboard Security .....14 Walt Megonigal Joeseph WIlliams The Debate: Ron Meiczenger Armed Crew vs. Private Security Teams ...15 COPY EDITORS Davyne Bradley Ron Meiczenger Tom Bradley Klaus Niem In the Industry 18 Cal Hunziker Maritime Operational Research ...... 18 DESIGN & LAYOUT SUNY ...... 20 Davyne Bradley Congressional Priorities ...... 22 NOAA EDCIS Warning ...... 23 PRINTING Captain’s Legal: Who Owns the Seas? and Layton Printing Philips Publishing Group terrorism ...... 24

ADVERTISING MANAGER & ADMIN Mike Morris In the Membership 26 [email protected] 206-284-8285 Where is the Captain? ...... 26 Cold War Duty and recognition ...... 28 TO SUBMIT MATERIAL Peter, the Odyssey of a We welcome your articles, comments, illustrations and photographs. Please Merchant Mariner ...... 30 email or send your submissions to Sidelights Chair Capt. Tom Bradley at the above address. All submissions will be reviewed, but are not International 32 guaranteed to be published. IFSMA ...... 32 PUBLICATION DEADLINES Issue Submission Release CMMC: National Master Jim Calvesbert ...... 34 February Jan. 5 Feb. 1 Collision: SUN DIAMOND & M/V ERAWAN ...... 35 April March 1 April 1 Self loading self dumping log barge ...... 38 June May 1 June 1 October Sept. 1 Oct. 1 December Nov. 1 Dec. 1 The Council of American Master Mariners, Inc. April 2010 Sidelights 3 from the ridge

No amount of skill, no equipment, and no boat will keep you from disaster if you don’t develop the most important seagoing skill of all, a complete fear of falling overboard. — Lin and Larry Pardey

Captain Cal Hunziker CAMM National The Need to be Ever Vigilant President I was reminded earlier this month of years experience as chief mate in learn- STCW 1995 in favor of waiting to rewrite some of the shortfalls of being a small, ing to handle the crew, the cargo, and CFRs after IMO’s STCW 2010 changes mostly volunteer organization. We don’t vessel. What the Coast Guard is attempt- are adopted in June 2010. have extra funds to hire a lobbyist or ing to do is equivalent to saying that View: USCG Eliminate Chief Mate even a reading service that combs the an ensign or second lieutenant should Requirement for Advancement Against Congressional records and CFRs to keep bypass lieutenant, and lieutenant com- Coast Guard’s proposed regulations us informed of what the regulators are mander, and go straight to Commander which would allow a third or second trying to do to us now. We have to or Captain within their service. Each mate to progress to an unlimited mas- depend on other agencies and friends of our professions have time tested ter’s license with only 36 months’ service within the industry to catch these some- steps in attaining advancement and job as a third or second mate, removing the times hidden changes to regulations. training within our respective indus- requirement of six-months service as When I returned from a vacation in tries. Many a good second mate made chief mate on unlimited tonnage vessels. Mexico, I found an e-mail from Paul a lousy chief mate and an even worse View: USCG Advancement to Chief Owen, assistant General Secretary of Captain. The seasoning obtained sail- Mate Requirements Against Coast Guard IFSMA, asking me to comment on the ing chief mate helped to fashion a new proposal to allow a third mate with only attached article from Capt. Tim Brown, captain’s perspective towards his sailors. 12 months’ service as an OICNW to the MM&P President. The article was The increased responsibilities also gave progress directly to chief mate unlimited a commentary on the proposed ruling the chief mate and insight as to the tonnage. by the Coast Guard to allow third and overall responsibilities of the Captain. These views will be discussed in length second officers with 36 months experi- Crew supervision, cargo operations, and at the upcoming AGM in Tampa Florida; ence to bypass the chief mates examina- additional paperwork also enhanced the hope to see you there. tion and test directly for the Unlimited chief mate’s learning for the additional Masters exam. duties of Captain. I don’t know if many of you remember CAMM has taken the following views Captain Cal Hunziker back when you were second mate, but I on this issue: don’t think I was ready for command at View: USCG Changes to STCW 1995 that stage in my career. I needed to two Against USCG proposed changes to

4 Sidelights April 2010 The Council of American Master Mariners, Inc. Council Reports

Secretary’s Report Sidelights Committee Submissions for feature articles are due Submitted by Capt. Don Moore, Jr. Submitted by Capt. Tom Bradley, Chair to the Sidelights Committee approxi- The year 2010 is in full swing and we When you read through the last issue mately 40 days prior to the release date. continue to press forward with our new of Sidelights, you may have noticed a Follow the Sidelights links on our website year’s resolutions. typo on the cover page. I accept respon- for general submission guidelines and Our Membership Administratoin sibility; this misspelling was a mistake article lengths. System (MAS) database and web site that I over looked but was also over If you know someone who might be continue to show improvements. More looked by the whole editorial commit- interested in joining CAMM, send us and more “lost” members are being tee. Admit it, there is some humor in the their name and address and we will send found and our Sidelights mailing and irony... how unprofessional to misspell a complementary copy of Sidelights and a e-mail list is slowly but surely losing the word “professional.” We will check membership application. its outdated information. Once again, I and cross check each item twice. must stress the importance of the Data At this time we would like to ask you mastermariner.org Website Sheets that are sent out each year. The to join our copy editors staff; if you can Committee information received from these sheets help, just let me know. The work is not Submitted by Capt. Tom Bradley, Chair is used to update the MAS database. hard; all you have to do is review all or You’ll notice some additions to our Please don’t be frustrated if it looks like just a section five times a year, then drop website. First, we’ve added a link to Live we are asking the same questions each us a note saying that you did or did not Ships Map AIS Vessel Traffic from mari- year. Remember, there may be others find any typos or errors. And as a bonus, netraffic.com (found under useful links). who have moved or whose situation has you’ll get a sneak peek at Sidelights before We’ve updated the site with AGM-relat- changed. The more accurate the data in it is released! ed information, including views submit- MAS, the more able I am to communi- We’ve implemented plans to attract ted for positions, proposed changes to cate with our membership. advertisers, and need to have no mistakes the National By-Laws, registration, hotel Our new member drive is in full swing or they just won’t advertise. Advertisers information, and dinner menus. and we have had some success. We are pay for this publication so that the cost The website possesses a wealth of offering premiums to those who sponsor does not come out of the CAMM trea- information on CAMM; positions, his- new members. Please be as active as you sury. We have increased circulation for tory, National Constitution and By- can in this endeavor. both the printed and our e-version. Laws, meeting dates, as well as archived This year’s Annual General Meeting, Advertising information is available as editions of Sidelights. to be held in Tampa, Florida, is nearing. part of our media kit, found on our The most under-utilized tool on the Proxy and ballot cards have been sent website. the CAMM website is the forums. Here out to all hands and about 200 proxies To gain greater contact in the indus- you can post your opinions on various have already been returned. I presume a try, we are now selling subscriptions to maritime topics. We’ve recently added similar number of ballot cards have been those outside of CAMM for $14 per year. submitted views to this section, and urge received at the secure Post Office box in Please tell your friends and colleagues you to voice your opinions as to whether Tampa. Please remit these forms as soon and ask them to sign up for a subscrip- or not CAMM should take these up as as you can. tion. positions and your reasons why. Input A very important part of our AGM We invite retired members to reflect on the forums will be considered at the is the discussion and processing of our on their beginnings as a seafarer and les- AGM views and positions discussions. National Positions Statements. I urge sons learned. We need you to share your With the forums, you can start your all chapters to discuss these and submit stories and photos – we’ll even help you own topics asking for feedback from comments to develop a proper presenta- put your words into a cohesive, readable your peers. Currently, there is an inter- tion in Tampa. article! esting post on USCG medical waivers. I look forward to seeing you all in Now with five issues per year, we’ve Follow the “Forum” link on the left navi- Tampa. revised our release dates to be Feb. 1, gation panel on the website. Apr. 1, June 1, Oct. 1, and Dec. 1. Reports Continued on next page >>>

The Council of American Master Mariners, Inc. April 2010 Sidelights 5 In the Council

Seattle / PNW improvements to vehicular traffic flow President, Captain Andy Subcleff, trav- Submitted by Capt. Douglas Subcleff in this often-congested area. eled to her home for a personal pre- Chapter Secretary A total of 30 were in attendance at sentation of the award to Georgia. The A total of 21 were in attendance our special February meeting to honor certificate reads as follows: for our first meeting of the year, held the spouses and recognize the contribu- “To Georgia O’Neill: In recognition of January 7th at the Rocksalt restaurant. tions of women in the maritime indus- your many, many years of outstanding The guest speaker was Port of Seattle try. Chapter President, Captain Richard Union Hall service to Merchant Marine Commissioner Gael Tarleton. Elected in Klein, served as Master of Ceremonies Officers. From your office at 55 Bell Street, 2007, she is the third woman to serve in for the event which included a sur- Seattle, you helped a lot of us ship out on this office in its nearly 100-year history. prise appearance by CAMM National a variety of vessels, both coastwise and Her speech included her ideas about President, Captain Cal Hunziker and his foreign. And during those dark days of the challenges and opportunities for the wife Lisa. Captain Hunziker provided shipping, of which there have been many, port of Seattle. She noted that August us with an update on the planning for you kept our spirits up as we spent many 2009 was the first month in a long time the Annual General Meeting to be held hours in the Hall waiting to see if any new to show an increase in imports; an indi- in Tampa, Florida. The guest speaker jobs were posted on the Board. Thanks cation that Seattle has gained market was Julie Keim, owner and director of Georgia!” share at the expense of ports in southern the Compass Courses Maritime Training The February meeting included a spe- California. She also described Seattle as school which is located just north of cial raffle of Valentine’s and Super Bowl one of the most diversified ports in the Seattle in Edmonds, Washington. Her themed gift baskets provided by the nation. During the question and answer presentation included a video about the wives of the chapter officers. In addition session, CAMM associate member, Lyn school’s training program. She spoke there were candy treats and red roses for McClelland, expressed her concern about the challenges of maritime educa- the ladies! about freight mobility for military trans- tion that include the licensing issues with The March 4th meeting was also portation in the region. Commissioner the new National Maritime Center. For held at the Rocksalt restaurant. The ten Tarleton’s response included reference to more information about their classes, the people in attendance enjoyed a special existing mutual agreements with the U.S. website is: www.compasscourses.com. A showing of a 30-minute video titled: Navy and the Port of Tacoma. Another special highlight at our February meet- Project Liberty Ship, the S.S. John W. question was poised by Puget Sound ing was the presentation of a CAMM Brown. The SS John W. Brown is one of Pilot, Captain Bill Sliker, about the time- Certificate of Appreciation to Georgia only two operational WWII-era, Liberty table for dredging around Harbor Island. O’Neill, a former MM&P secretary. Due ships (the other being the SS Jeremiah The larger container ships calling at the to health reasons, she was unable to O’Brien in San Francisco). The Brown port are also driving the need for more be at the luncheon but former Chapter is home-ported in Baltimore, Maryland and is listed on the National Register of Historic Places. For more info, go to www.liberty-ship.com. The Classes You Need | The Schedule You Want Our April and May meetings will Prices You Can Afford | Spread The Word!

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6 Sidelights April 2010 The Council of American Master Mariners, Inc. focus on discussions about the CAMM dents from the various TAMUG pro- Coast Regional Conference For Those National meeting, scheduled for April 22- grams, attended our February meeting. Concerned with the Welfare of Seafarers” 23 in Tampa, Florida. Chapter President The business meeting was conducted on behalf of CAMM. Captain Klein is also starting up a reg- and the following issues were addressed. Our guest speaker was Captain istration website in preparation for our I, Captain Michael Mc Cright reported John Peterlin III, #1839-S. He is the Third Annual Charity Golf Tournament that in view of my recent complex frac- Senior Director of Marketing and to be held in September of this year. ture of my right femur, I could not and Administration at Galveston Ports will no longer be serving as the Seagoing Complex. Captain Peterlin proceeded San Francisco Bay Area VP. In as much as I have had the secre- to give us all a good look at his career Submitted by Capt. Klaus “Nick” Niem tary’s job for many years now, I now felt path and various endeavors and accom- Chapter President it was an opportune moment to hand plishments along the way. He graduated The SFBA Chapter held their Spring over the assignment to the next captain from Kings Point in 1976, and embarked Business luncheon on March 2nd, 2010 and secretary. on a ‘roundabout’ seagoing career. This with members wives and friends in Local dues of $20.00 per year were included a personal vow to sail Master attendance. This event is always enjoy- waived indefinitely, based on the local before he was 30 years old. able. A lot of our members haven’t been chapter’s financial well being. Presently Taking a fast track with an MMP con- aware when perusing the Council of our meeting minutes and mailing are tracted ocean survey vessel under char- American Master Mariners website, on all done electronically, in an effort to be ter with one of the universities enabled the left side they can click on the Events efficient and cost effective. Captain Peterlin to sail as CM and then Calendar to find out about the local Our annual gift in the form of a relief Master of the survey vessel while chapters next meeting and events. Under $500.00 bond (at maturity) was offi- he was only 28 years old. Useful Links, they can access maritime cially named in honor of Captain Jim One of the things I enjoyed about traffic around the world and on NOAA, Titus’s deceased son and TAMUG grad- Captain John Peterlin’s discussion was the latest charts and corrections. uate “Patrick Allen Titus.” In the future, the fact he addressed our numerous stu- To make high school graduates aware scholarship award would be given to the dents in a friendly and self-directed way of jobs in the maritime industry, the most deserving TAMUG deck cadet/ of examining their own future career SFBA Council agreed M/S/A, we should graduate as before, and in remembrance paths. At one point, John found himself have CAMM members talk to the of the late “Patrick A. Titus.” back to 3rd Officer on a commercial Principal of their respective high schools Our Chapter agreed that Captain lash ship, and then onto forming his for permission to talk and hand out Benyo’s expenses should be paid by the own company for surveying and stowing material at their job fairs. national up to $1,000 total for his attend- various vessels with a government “hand Some of our members voiced their ing an “IFSMA type” meeting to be held shake” cargo, etc. concern of low meeting attendance. We in the South of France. Point of fact, In summary, Captain John suggested at CAMM have so much to contribute to when converting US dollars into Euros, to the students that there are many ways our industry, but the lack of interest by that $1,000 soon becomes about 670 to advance one’s seagoing career, which some of our great members prevents us Euros, or less. included taking the first job available from being able to pass on professional President and Captain Jack Lane at the local MMP hall, and/or other knowledge and ideas. will attend the “Seafarers 2010: Gulf less than desirable seagoing assignments. A little trivia: On March 2, 1956, This somewhat unique rhumb line, com- I stepped on board the Dutch M/V posite sailings, and/or great circles in Nobisthor as an apprentice seaman, and ones seagoing career were and are all thus began my illustrious career at sea. part of the lifelong learning curve. In Memoriam Reports Continued on next page >>> Captain Adrian Jennings, a long time member of the SFBA Chapter passed away on Sept. 12, 2009 in Kensington,Ca. We all wish him Fair Winds and Smooth Seas. RIGHT C Houston C M

Above, Captain John Peterlin, III, with ICHEAL

Submitted by Captain Micheal Mc Cright M OF Houston Chapter President Jack Lane Chapter Secretary looking on, tells about his career and offers OURTESTY A handful of Houston area members, advice to TAMUG cadets (right) attending : C HOTOS guests, and more importantly, 14 stu- the February chapter meeting. P

The Council of American Master Mariners, Inc. April 2010 Sidelights 7 In the Council Dear Sidelights

MLC 2006 brought up at the National meeting is the camel in the tent they now want to take It has come to my attention that my current situation in Florida, and I under- over the tent. ship will require another piece of paper stand other places concerning Pilots and So the question becomes do we want by December 2011. According to the compulsory pilotage. foreign corporate interests to dictate how International Labor Organization (ILO), I believe CAMM should take the side pilotage is performed, or do we want the Maritime Labor Convention 2006 (MLC of the pilots in their struggle against system, that gives them every advantage 2006). My ship will need to meet certain rapacious foreign corporate interests. possible, to continue. international labor standards and be cer- The reason is not to protect their earn- Respectfully, tified as meeting those standards. ings, but one of Public Safety. William Good #1924-R What is ironic. I have spent the last As you know the States have reserved thirty one (31) years as member of a labor the right to control pilotage since the Editor’s note: Please note page 13; we’ve organization and the issuing author- inception of this country, I see no ben- put this item on the agenda for Views and ity for the MLC 2006 will rest with our efit in changing the system as envi- Positions discussions. flag state authority, United States Coast sioned by Florida Alliance of Maritime Guard. So what does our USCG know of Organizations (FAMO). Using a dubious Sidelights Redesign collective bargaining agreements? I am study they are trying to circumvent or I received the Sidelights yester- sure with two weeks of training they will change the law. day. Thank you very much. I am very know everything- tongue in check. Over the years I have seen the pref- impressed with the new version!! I like Respectfully submitted, erence given the Cruise Ship industry it much better than the previous issues. Jeff Cowan, #3070-R by various organizations, including the Very professional looking, colorful and Master M/V APL China Coast Guard. As pointed out in the overall very well done. Congratulations. flawed study Florida has become the Bravo Zulu. All the best. Compulsory Pilotage Cruise Capital of the United States. It John Holmes, #1525-R One of the subjects I believe should be seems this is not enough, and like the

New Members Reports >>>Continued from page 7 Congratulations! You now have all the benefits of Baltimore/ Washington DC CAMM membership! Submitted by Capt. J.J. Hartnett, Chapter President Our efforts continue to re-establish the Baltimore/ 3279-A Captain Mark L Shafer of San Rafael, CA Washington Chapter. Several chapter members have been Retired US Navy Captain contacted and have expressed an interest in assisting in our re- Sponsored by Captain Pat Moloney # 1829-R organization efforts. We are seeking a seagoing Vice-Presidant, and Klaus Niem # 2167-R any current seagoing CAMM member in our area is encour- 3280-R Captain James P. Cleary of Galveston, TX Retired Master Mariner aged to contact us. Currently teaching at TAMUG After our March meeting we visited the International Sponsored by Captain Augusta Roth #3116-S Seafarer’s Center in Baltimore with our donations. The staff and Captain Jack Lane # 1164-S was particularly concerned about the criminalization of sea- farers and we explained the CAMM National position regard- ing this matter. We plan to visit the Seafarer’s Center each Triple our Membership Drive quarter with our donations. The CAMM Balt/Wash Positions Committee is in the pro- We need new, younger members to keep the legacy cess of reviewing the National Positions and we will be posting and work of CAMM going! Sponsor 3 approved new our comments on the forum pages. members and be eligible to earn a free year’s member- The first annual CAMM Balt/Wash Charity Golf Tournament ship dues! Ask your Chapter President for more details. will take place this Spring. Details will follow in the near Membership applications are available online at www. future. mastermariner.org or request one from Capt. Liz Clark.

8 Sidelights April 2010 The Council of American Master Mariners, Inc. CCross’dross’d tthehe FFinalinal BBarar

Lee Roy Murray, Jr # -R heroic deeds, Capt. Murray became a Marine Academy in 1990. An active Lee Roy Murray, Jr. died peacefully decorated seaman and received many member of St. Vincent de Paul Catholic in his home on March 4, 2010. He was honors, including the Merchant Marine Church, Capt. Murray served as an usher born in Houston, Texas, on July 30, 1919 Combat Ribbon. On June 19, 2005, the for more than fifteen years. He and his to Florence Greenough Murray and Lee Dunedin Society hosted Capt. Murray wife also supported a number of com- Roy Murray, Sr. Tipping the scales at and his family at a reunion held at the munity organizations through Catholic nearly eleven pounds, he was at the time Royal Sailors Home Club in Portsmouth, Charities. the biggest baby ever born at St. Joseph’s England, where the 4 remaining Dunedin After retiring as a Houston Pilot, Capt. Hospital. He attended Annunciation and survivors presented Capt. Murray with Murray established Industrial Stamp and St. Anne’s Catholic Schools and gradu- a plaque recognizing the key role he Graphics, became a real-estate develop- ated from St. Thomas High School in played in the rescue. er, and published a variety of articles for 1937. Three short years later, he became In 1943, Capt. Murray met Evelyn Professional Mariner and other periodi- one of the first graduates of the United Kirmss at her company’s Christmas cals. He was a devoted husband, father, States Merchant Marine Academy and party in New York City. They married grandfather, and great-grandfather who went on to become a Captain in the one year later and had four children. In loved spending time with his family. Merchant Marines as well as a commis- 1947, Capt. Murray returned to Houston Capt. Murray is survived by his lov- sioned U.S. Naval Officer. and became a Port Captain for Lykes ing wife of sixty-seven years, Evelyn; Serving as one of the country’s young- Brother’s Steam Ship Company. From a sister, 4 children, 6 grandchildren, 3 est officers during World War II, Capt. 1951 until he retired in 1984, Capt. great-grandchildren and many loving Murray took command of a variety Murray served as a Ship Pilot for the nieces and nephews. The family wishes of ammunition and supply ships that Houston Pilots Association of Houston. to extend its heartfelt appreciation for sailed between Allied ports all around He served four terms as the organiza- the compassionate care provided by his the world. On Thanksgiving night 1941, tion’s Presiding Officer. caregivers. Capt. Murray was at the helm of the S.S. Capt. Murray was a longtime mem- In lieu of flowers, memorial contribu- Nishmaha in the South Atlantic when ber of the St. Thomas and King’s Point tions may be given to the charity of your he spotted the survivors of the British Alumni Associations, the Master choice. Cruiser Dunedin, which had been tor- Mates and Pilots Organization, and the pedoed and sunk three days earlier Propeller Club, and was involved with CORRECTION: In the February 2010 by a Nazi U-boat. Capt. Murray led the Houston Maritime Museum. He issue of Sidelights, Capt. Ted Jablonski’s the rescue effort that saved the lives of was awarded the Distinguished Alumni last name was spelled incorrectly in the 67 British Seaman. For this and other Award from the United States Merchant heading. Our apologies.

Please have a “Moment of Silence” for the following departed brothers. The news of their passing was received via information submitted on the Dues To reach the port of heaven, Invoice Data Sheets sent out this year. we must sail sometimes with the Captain James W Borell, #592-l of Burke, VA, passed on in 2008 Captain Leonard Blanchart, #279-L of Jacksonville, FL passed in 06/09 wind and sometimes against it, Captain Eugene Buckley, #494-L of Concord, MA passed on 12/26/09 but we must sail, Captain William D Case, #648-R of Houston, TX passed on 01/03/09 Captain John D Kourian, #1290-R of Woodlands, TX passed on 1/06/10 and not drift, nor lie in anchor. Captain Houghston E Lowder, # 2330-S of Havre de Grace, MD Captain George A McDonald, #510-R of Ponce Inlet, FL Captain Harold Ronhave, #1865-R of Pompano Beach, FL passed on 10/29/09 — Oliver Wendell Holmes Captain Kenneth Sommers, #1329-R of Dale City, CA passed on in 2004 Captain Alan Stevens, #862-R of Weston, FL

The Council of American Master Mariners, Inc. April 2010 Sidelights 9 In the Council

SI2010 - The Start of Something Good

The Inter- resolutions at its annual membership merchant mariners perform for the com- national meetings that echo many of the same munity’s well being, and that setting out Maritime concerns. In addition, the International on a career as a professional mariner Organization Committee for Seafarer Welfare, the is one that is both rewarding and valu- has declared International Christian Maritime able. 2010 The Association, the Pontifical Council Year of the for the Pastoral Care of Migrants and Note: The conference was a great success Seafarer. This Itinerants and the Center for Seafarer with over 60 attendees from various com- is a great Rights have raised their voices, and/or mercial, social, labor and govermental opportunity issued similar types of statements. Yet, groups all in attendance. for all profes- nine years after September 11, 2001, all sional mari- of us still struggle with issues of access by Father ners to reflect to shore leave, the continued detention Sinclair Oubre on the impor- of crews for accidental pollution events, CAMM Chaplain tance of their and the greater use of the Seamen’s #3220-A work, and the Manslaughter Act. wonderful opportunities available for the In an effort to speak as one voice to next generation of merchant seafarers. our government regulators and congres- However, there are also some chal- sional representatives in the Gulf Coast lenges that undermine the profession, region, CAMM - Houston has joined and act as a tremendous disincentive for with the Nautical Institute - Gulf Branch, talented young people, who have many the Apostleship of the Sea - Diocese career paths before them, to choose a of Beaumont, the West Gulf Maritime maritime career. Association and other organizations At my first CAMM meeting in Puerto in sponsoring the first Seafarer Issues Rico, George Chalos spoke extensively 2010. about the legal troubles which Capt. On March 9 & 10, 2010, we will meet Schröder encountered at the Port of to reflect on four topics, access to shore Mobile in 2006. As a result, the del- leave, Seafarer Manslaughter Act, crimi- egates passed a resolution pertaining nalization of accidental pollution inci- to the Seafarer Manslaughter Act. It dents, and the 29-Day Rule processing read, “(CAMM) supports changing the of seafarers arriving in US. By the time Apostleship of the Sea - Seaman’s Manslaughter Act to require you read this, we will have completed or United States of America a higher standard of proof than simple work. You will be able to read our final negligence.” statements at our web site: www.seafare- The professional association of Troubled by the actions of the Korean rissues.net. Catholic Mariners and the official and Spanish governments relating to Our hope is that we can come to a Organization for Catholic Cruise Ship Priests and Maritime Ministers unintended oil spills, CAMM also took consensus on these issues in the Gulf of the position that it, “(opposes) the arrest Mexico region. Then we can take these Please contact us if you are and detention of shipmasters and crew in positions to our own national organiza- interested in becoming an the wake of a maritime incident. (CAMM) tions, and develop a common voice to AOS-USA member! supports IFSMA’s position calling on the address our concerns to Congress and 1500 Jefferson Drive USCG, IMO, ICS and other international state and federal regulators. Port Arthur, TX 77642 bodies to cease actions which may result By beginning to address these issues, [email protected] in false imprisonment without trial.” and others, with a common voice, we Voice: 409.985.4545 The Apostleship of the Sea of the will be doing much to insist that soci- www.aos-usa.org United States of America has also passed ety acknowledge the essential work that

10 Sidelights April 2010 The Council of American Master Mariners, Inc. P RAnnual General Meeting Professional Development Conference April 21-23, 2010 • Tampa, FL Hilton Tampa Airport Westshore 2225 North Lois Avenue Tampa, FL 33607 Keynote Speaker Admiral Welcome to Sidelights preview of the 2010 CAMM Annual Eric T. Olson General Meeting and Professional Development Conference. 8th Commander of U.S. Special Operations Command On the next few pages you’ll find topical information on (USSOCOM), is headquartered at MacDill Air Force Base, discussion topics. Florida. USSOCOM ensures the readiness of joint special operations forces and, as The theme International Piracy and Shipboard Security directed, conducts operations worldwide. inspires a well-rounded discussion with panelists from Shipmasters’ , Union’s, lawyers, military and more perspectives for Thursday’s PDC. Many of those panelists will AGENDA Wednesday, April 21 also be speaking in the morning session. 1500 onwards Check-in & Hospitatliy Suite Open Our AGM highlight, as usual, will be our views and positions 1900 - 2000 Pool-side Welcome discussions. Hot new topics concerning STCW and USCG proposals to reduce licensing requirements are on the Thursday, April 22 Professional agenda. Development Conference Guest Speakers Discussion Panel We look forward to seeing you there and for your Guests’ outing to Tarpon Springs participation in these discussions, whether in Tampa or on Dinner at the Columbia Restaurant with a Flamenco our online forums! Dance Performance

Friday, April 23 Annual General Meeting Officer Reports Hosted by Officer Elections CAMM Tampa Bay • Celebrating 20 years! Views & Positions Discussion Thank you to our Sponsors: Gala Dinner with Keynote Speaker Admiral Eric T. Olson LORGAN Tampa Bay Pilots NA IZ O AT TI IO A N N R O E F T

N Association I

•

M A • S T S E T R O Piloting, it’s a Big Job! S M PIL ATES AND

The Council of American Master Mariners, Inc. April 2010 Sidelights 11 AGAGM & PDC

Tampa Bay CAMM Chapter celebrates 20 years! On the 14th of November 1989, then Meeting, Captain Rick Manchester and CAMM First Vice President Captain Rick Captain Tim Brown discussed the idea Manchester, Executive Secretary Captain of forming a CAMM Chapter in Tampa. Jack Lemily, and Captain Ray Salman Upon his return to Tampa after that presented the Tampa Bay Chapter with meeting, Tim met with a few of the local a charter from The Council of American Masters to see if there was any interest Master Mariners, Inc. This presentation in forming a chapter. The response was of a charter was recognition of the efforts overwhelming in favor. The “Spaghetti

of a dedicated group of Masters to form Warehouse” crew became the keel of the AMPA a CAMM chapter in the Tampa Bay area. chapter so to speak. Using the CAMM CAMM T CAMM OF November 14th, 2009, marked the 20th membership roster and other sources, OURTESTY

Anniversary of receiving that charter. contact was made with other Masters in : C HOTO In the early 1980s, a small group of the area, inviting them to join the new P American ship masters living in Tampa chapter. Several members of CAMM Captain Richard Andrews was presented and the surrounding area started meet- signed on. In the process, several new a Certificate of Appreciation from Chapter President Captain Dave Williams for his years ing periodically for lunch at the “Old members made application for CAMM of continuous and dedicated service to the Spaghetti Warehouse” in Ybor City. membership. The chapter was formed chapter since it’s formation twenty years ago. There was no set schedule for these with 43 charter members. In the late ‘90s, The original chapter officers were: lunches. Whenever a few of them were in the chapter grew to a membership that President: town the call would go out, and whoever averaged about 65 members. Currently Capt. William Barkley was available would show up. This initial the membership averages about 45. Vice President (Shoreside): Capt. Richard Andrews group gradually grew to about twenty The chapter has been meeting at the Vice President (Sea-going): or so. Columbia Restaurant in Ybor City since Capt. Ronald Meiczinger At the 1988 Council of American shortly after receiving the charter, a peri- Secretary / Treasurer: Capt. Terrence Jednaszewski Master Mariners Annual General od of over 19 years.

Recognitions Activities / Day trips The Tampa Bay Chapter will present a check Spouse/Guest Activities: On Thursday, a day to the Special Operations Warrior Foundation trip is planned to Tarpon Springs for a river at the Annual General Meeting Banquet on trip on a sponge boat, lunch and a unique Friday evening. The Special Operations Warrior shopping opportunity. Foundation provides immediate financial assis- S.S. American Victory Tour: Please mark on tance to special operations personnel severely wounded in the global war your registration form if you would be inter- on terrorism, and their families. ested in a tour aboard the The Foundation also provides full scholarships and family counseling to S.S. American Victory on Saturday April 24th. the surviving children of special operations personnel who die in service to their country. CAMM chapters and individual CAMM members are invited Sponsorship Opportunities to join us in contributing to this worthwhile cause by adding a contribution Sponsorhip opportunties are available to sup- on their AGM registration form. port CAMM’s 2010 AGM & PDC. Please con- Colonel and Mrs. John T. Carney, Jr., USAF, Ret., President, Special tact the Tampa Chapter for more details or email Operations Warrior Foundation will accept contribution on behalf of the [email protected]. Special Operations Warrior Foundation.

12 Sidelights April 2010 The Council of American Master Mariners, Inc. P R E V I E W

Take part in our Views & Positions discussions! You, as a member of CAMM, have ing a position regarding the issue and Summer 2009 issue of Sidelights for all the opportunity to voice your feedback to alert members of facts which may 18 of CAMM’s current positions. Please and provide additional support or tes- not be previously known to them. This comment on continuing, discontinuing, timony in relation to matters affecting allows us all to be well informed about or amending a current position at your Masters and the maritime industry. Your each major issue well before it is debated chapter meetings and in the forums. input gives CAMM the opportunity to at the AGM. buttress, debunk, and scrutinize items CAMM members have put forth some As of this printing, current views are: while at the same time allowing time and views for discussion and consideration changing world events to induce reflec- to be adopted as positions at our 2010 USCG Changes to STCW 1995 tion by year’s end. AGM. Please read through, discuss at Against USCG proposed changes to A position is a statement of sup- chapter meetings, read some research, STCW 1995 in favor of waiting to rewrite port or opposition concerning a major and post your opinions in our online CFRs after IMO’s STCW 2010 changes issue or incident effecting mariners. forums. are adopted in June 2010. The position has been voted on by The views and positions forums on the membership at a CAMM Annual our website were created for healthy USCG Eliminate Chief General Meeting (AGM). The position discussion and debate of these important Mate Requirement for expresses the majority opinion of the topics affecting Masters and the mari- Advancement membership. time industry. Follow the “Forum” link Against Coast Guard’s proposed regu- A view is a statement currently under on the left navigation panel; once there, lations which would allow a third or consideration but which has not yet been you’ll find views and positions under second mate to progress to an unlimited voted upon by the membership. The CAMM Business. master’s license with only 36 months’ view will be offered at the next Annual As a reminder, all current positions service as a third or second mate, remov- Meeting for consideration. The purpose will be reviewed at the meeting, and ing the requirement of six-months ser- of the view is to offer information or voted on to continue, discontinue or vice as chief mate on unlimited tonnage opinion germane to the merits of adopt- amend. Please refer to the website or the vessels. USCG Advancement to Chief Mate Requirements Against Coast Guard proposal to allow a third mate with only 12 months’ ser- vice as an OICNW to progress directly to chief mate unlimited tonnage. Pilotage Support CAMM’s only National Fundraiser! Oppose changes proposed by Florida Alliance of Maritime Organizations Sell tickets to your fellow (FAMO) which would allow pilot exemp- shipmates and friends. RAFFLE tion certificates for officers of ships that 4 lucky winners take frequent Florida ports. CAMM supports 1st prize 25% 3rd prize5% Contact your Regional 00each $1 2nd prize % 4th prize % current state laws which require a state- - OR - 15 5 Officer for ticket books. of all proceeds 0012/book $10 Winner drawn April 23, 2010 at AGM in Tampa, FL. licensed harbor pilot when entering or Winner need not be a CAMM member or present to win. Drawing held at Friday’s Return this portion CAMM to Return ticket stub(s) with check payable to: leaving Florida ports. Keep this portion for your records this portionKeep your for The Council of American Master Mariners, Inc. P.O. Box 5034, Lynnwood, WA 98046-5034 AGM Gala Dinner Name ______Address City, St, Zip ______Phone ______CAMM #______On Sale Now

The Council of American Master Mariners, Inc. April 2010 Sidelights 13 AGAGM & PDC Thursday’s PDC Discussion Panelists: International Piracy & Shipboard Security Captain Timothy Brown Captain Timothy M. Close, USCG MM&P International President and CAMM member #1494-R Sector St. Petersburg - Commander Capt. Brown continues to serve as the Captain Close was assigned to Marine International MM&P president, a posi- Safety Office Morgan City, LA, 1991- tion he has held the past 19 years. As 1995, where he served as a marine President of the MM&P, Captain Brown inspector and worked his way to Chief serves as Chairman of all the union’s of the Inspection Department. He was plans, which include the Pension Plan, next assigned to CGHQ as Chief of Vacation Plan, Training Plan, and Health the Human Element and Ship Design and Benefit Plan. Division, where he spearheaded USCG’s Capt. Brown graduated from the United States Merchant casualty prevention efforts focused on human and organi- Marine Academy at Kings Point Academy in 1965. He took a zational factors, the application of risk concepts to improve hiatus from full-time sailing for a short time in the 1970s to maritime safety, and risk-based methods to assist in maritime earn his MBA specializing in Labor Relations from Wharton homeland security activities. Graduate School at the University of Pennsylvania. He returned to sailing in 1975, and in 1983 took his first com- mand as Master of the S.S. SeaLand Consumer. He remained More Panelists To Be Determined with SeaLand until his 1991 election as MM&P President. In November 2002, the United Seaman’s Service recognized Will Watson extends his sincerest apologizes for cancellation. his outstanding efforts in promoting the American Merchant Matters require his presence elsewhere on these dates. Marine by making him an Admiral of the Ocean Sea at their annual AOTOS awards dinner in New York, and was awarded the silver Christopher Columbus Statuette. CAMM Position Dr. Capt. John A. C. Cartner International Piracy On the High Seas Co-Author, The International Law of the Shipmaster – Elimination of (09-17) John A. C. Cartner practices mari- As a group of professional Master Mariners we are united in time law domestically and interna- the effort to defeat all piracy anywhere in the world. The tradi- tionally. He is designated Proctor tion of the Navies around the world are to protect the shipping in Admiralty by the Maritime Law lanes of world commerce. Association of the United States We support the UN resolution adopted Dec 17, 2008 and and is member of other state mari- urge the militaries of the world to work to defeat piracy wher- time law associations. ever it may be. As a practicing maritime lawyer, John A. C. Cartner has CAMM’s position is that the best strategy to prevent further tried cases in the admiralty jurisdiction and has argued orally piracy against U.S.-Flag commercial vessels and their crews before a state supreme court in the United States. He has been is for the U.S. government to immediately provide U.S.-flag involved in ICC arbitration internationally. He is experienced vessels with the force protection necessary to prevent any fur- in matters in the E.U., the U.K., Latin America, Commonwealth ther attacks. CAMM asserts that it is the responsibility of the states and elsewhere as well as in the United States. U.S. Government to provide the force protection necessary to His shipmaster experience includes several commands of ensure the safety of life and property aboard U.S.-Flag vessels. oceanic tank and container vessels and is a current licensee of the U. S. Coast Guard as Master of Steam and Motor Vessels of any Gross Tons upon Oceans with endorsements including The International Law of the Shipmaster STCW. He was involved in naval control of shipping policy Book Orders matters as a reserve naval officer and was master under charter CAMM and John A. C. Cartner are working to put together to the U.S. Navy Military Sealift Command on jet fuel carriers a discount bulk order for CAMM members. If you are inter- supporting the fleet worldwide and master of container and ested, please contact Capt. Tom Bradley (captbradley@mas- of tank vessels in the North Atlantic and North Pacific com- termariner.org or 360-574-9513). Pre-order information will mercially. be available in the next issue of Sidelights and on the website John A.C. Cartner’s website is www.shipmasterlaw.com soon.

14 Sidelights April 2010 The Council of American Master Mariners, Inc. PRP R E V I E W The Debate: Arming the Vessel’s Crew vs. Armed Security Professionals A Captain’s Perspective

A common question asked by the general public in the United States following the MAERSK ALABAMA incident has been: “Do you have guns onboard the ship to protect yourselves?” This question grounds and never should have been Master has no idea of past history or is a good one allowed onboard American vessels never criminal involvement this crew mem- and the rea- mind foreign vessels. Yet they seem to ber may have had. Virtually, the Master son sound; find their way onboard and become part knows absolutely nothing about this per- by Captain however, of the crew. This does not happen often, son who has just signed onboard his James K. Staples the reality of but it does happen. vessel. Depending on the crew size, the #2405-R shipboard Sometimes onboard American ves- Master may only know his top four crew operations, crew nationalities and reli- sels, we have seaman who served timely members and may have never sailed with gious beliefs make it a complicated solu- prison sentences for criminal acts. Some or even know the rest of his crew when tion globally. By looking onboard U.S. seaman slip between the cracks, are he sails the vessel from port. To pass vessels, we find that crew turnover and overlooked or have political connections out weapons to crew members who the how a crew member finds employment to get the endorsements and documents Master knows nothing about would be present some of the difficulties which go needed to sign aboard a merchant vessel. The mission of the merchant along with arming a crew. The employ- No system is perfect and not all seaman ment of a U.S. crew member begins at a need to be squeaky clean. sailor is to move goods from hiring hall. The seaman puts in a ship- We as merchant seaman understand one port to another. It is not ping card once a job has been posted that and respect that a man or women meant to be a role which on the bulletin board. Who gets the job with a checkered past may now have involves defending yourself depends on a few variables. found a new direction in life or heard the from pirates or criminals. The candidate must first be qualified calling of the sea. They should be given to take that position. He must have his an opportunity for a new life and career. unconscionable and a criminal offense S.T.C.W. for the rating he intends to sail After the seaman has had a full back- in itself if the crew member had a prior in. He must be drug free and competent ground check, his documents are issued felony conviction. We must enable the according to U.S.C.G. regulations. To and he is clear to take a job onboard a Master to know who has signed onboard receive his documents, the seaman must merchant vessel. With his documents his ship including past criminal history. have had a background check which in order he can now proceed to a hiring The Master’s responsibility onboard is completed by the U.S.C.G. when he hall and look for his next job assign- any vessel is endless and the safety of his applies for or renews his documents. A ment. When he finds employment the crew always paramount. This includes background check is done every renewal paperwork is sent to the home office keeping his crew safe from one another period at 5 year intervals. Background and entered into the computer system during the sea voyage. To have a crew checks on American seaman are compre- prior to boarding the vessel. He shows member on watch at 0200a.m. and hav- hensive and extensive. Generally most up onboard and meets with the Master ing been convicted of rape and served seamen have a clean record and receive or Chief Officer, depending on who does time, now on watch with a young twenty their documents with no problem at all. the sign on. His information is checked year old female crew member could pose Nothing is perfect and this is true with and verified and he now becomes a a potential life threatening situation for the American Merchant Seaman who member of the crew. that young crew member. The seawor- has been checked out by the U.S.C.G. The problem with this system is that thiness of the vessel may also be in jeop- and F.B.I. It has been found that some the Master must rely on the background ardy. How can the Master be expected to seaman have extensive criminal back- check that was previously done. The Continued on next page >>>

The Council of American Master Mariners, Inc. April 2010 Sidelights 15 AGAGM & PDC lems with having the weap- First and foremost is the safety of the ons onboard. crew, then the cargo, and then the vessel. Vessels other than U.S. How can we do this and at what point flagged ships have multiple should we do this? Keeping the crew problems with arming a safe is our first concern, so we must take crew. The diverse nation- up this challenge. We have done this alities which make up their when it comes to a sinking vessel or a TAPLES S

AMES crew can create problems by fire onboard. We have lifeboats, survival J OF themselves never mind add- suits and firefighting equipment. The OURTESTY

: C ing weapons to the equa- crew has been trained and certified in HOTO P tion. Certain cultures and emergency procedures on a regular basis Crew Training in weapons, should we or shouldn’t we? religions prevent the taking and have no problems in keeping the Staples >>>Continued from page 15 of life, even when defending themselves. vessel safe. Piracy is a different issue. keep intact security when he has no idea This alone should prevent the arming of Vessels have limited capabilities when it who is working onboard the vessel? This the crew. The language barrier onboard comes to detecting a pirate, never mind plays into the issue of arming the crew. ships, which should have been addressed deterring or defending a pirate. This is Under U.S. firearms regulations it is by S.T.C.W. but was not in reality, will an area that needs to be addressed and illegal and the U.S. laws prohibit anyone prevent the safe training when it comes improved upon. We need to give mer- from having a firearm if you have had a to firearms. chant seaman the proper equipment to felony conviction. We must look at the same problem as help combat piracy and terrorism at sea. This brings us back to the question of we see onboard American vessels with The last thing any seaman wants is to arming the crew, which should not even the background checks done on sea- become a hostage onboard his vessel. be contemplated without first giving the man. To try and imagine that non-U.S. Onboard the 18,000 ton cargo ship Master a full and complete background seaman go under the same tough back- Boularibank that was attacked by pirates, check on all crew members. Having that ground checks as an American seaman Captain Stapleton not only had his crew being said, what we can do is to train a would be reaching and trying at best. So to think about, but his wife and 11 few individuals who are permanent crew we must assume that with the diverse passengers were also onboard during members assigned to the vessel with nationalities and cultures that the Master the attack. The crew repelled boarders small arms training and arming them. must deal with, security is no more keep- by tossing timber into the approaching This has been done before and is actually ing the vessel safe than it is about being boats path as they tried to make their being done on some American vessels compliant and a paper chase. way alongside the ship. Sometimes you now. Most American vessels allow for The Master on a foreign vessel must need to have luck on your side and this the Master to have a small caliber hand rely on a hiring or crewing company to time Capt. Stapleton had all of that. gun. This is for his personnel protection do proper background checks of the crew The question we should ask ourselves and maintaining discipline in a lifeboat he has coming on. This presents a huge is why the crew should have to rely on if the situation ever arises. The senior problem for the non-U.S. vessel when throwing timber onto the pirates or use personnel onboard any vessel have the it comes to arming the crew and a very safety flares to try and defend the vessel. primary mission of the safe navigation good reason why the crew should not Real security needs to be added to the of that vessel and defending the vessel be armed. The mission of the merchant vessel security plan. Capt. Stapleton used if anything would take away from that sailor is to move goods from one port to his imagination and his seaman’s wit mission. another. It is not meant to be a role which when it came to defending his vessel. He Unions in the U.S. offer their mem- involves defending yourself from pirates trained his crew and carefully thought bers small arms training and those who or criminals. The vessel choose to take this course must qualify needs to have onboard the every two years to be proficient in the proper equipment in help- weapons of choice and stay current. With ing with the detection and this training in place, the senior crew the capability to deter the being permanent members onboard the unwanted intruder-pirate or TAPLES vessel offers the option of weapons for criminal-terrorist from get- S AMES J OF emergency situations to keep the vessel ting onboard. The crew can

and crew safe. Having already sailed with and should be trained in OURTESTY : C HOTO weapons onboard and in the ready while these procedures. P transiting the Malacca Straits, Gulf of The vessel needs to be Another tool in the tool box against combating piracy is crew Aden we never encountered any prob- defended for many reasons. training in weapons.

16 Sidelights April 2010 The Council of American Master Mariners, Inc. P R E V I E W out tactics which proved to be success- When a merchant mariner signs company endless opportunities when ful. What he did was defend his crew onboard a vessel he should not have to it comes to risk mitigation, insurance, and vessel as a Master should do. Bravo worry about being taken hostage or be at logistics and security for their vessels Capt. Stapleton. the mercy of an owner who will negoti- and facilities. The ship owner needs to A few shipping companies have opted ate the best price. Negotiations can take find the right security company for the to put armed security teams onboard to up to seven months, maybe longer, as job, one who can provide all the ele- keep all assets safe until Somalia is stabi- the crew is made to suffer without basic ments needed to keep the vessel safe. lized which could take decades. Security human needs. This is happening now We are now faced with a very chal- teams can present many obstacles for and will continue to happen as long as lenging problem with no easy solution. a shipping company when it comes to we continue to allow the seafarer from The shipping companies did not create transporting weapons from one country having the proper protection needed to this problem, but they must continue to into another given strict regulations. keep them safe. do business in this part of the world and Insurance becomes another problem for Pirates may escalate their weaponry, need to find solutions to this growing the hired security team and the crew which is a viable question and concern problem world wide. At the moment a as well. The bigger problem is who are by all as we start to place professional hard decision has to be made whether to these security personnel being placed security teams onboard. It could also put armed security onboard or not. onboard the vessels? Many overnight escalate if the pirates see their prey count Do we want to keep our innocent crews companies that have sprung up should diminish as Masters do not stop their and vessels safe? I believe that answer is cause some concern on many levels. vessel once engaged by the pirate. This YES. The time has come to make those First, it is and always will be, the chance does exist and most likely the difficult decisions and keep our vessels Master’s responsibility and liability if an pirate will go to an escalation of weap- safe. The majority of ship Masters and accident or wrongful death occurs for onry as a ploy to intimidate the ship’s crew will favor putting armed security either the crew or the so called pirate if Master into stopping his vessel. onboard their vessel. It is the right thing it can be proved he was indeed a pirate. to do. Documentation must show without a doubt that the crew and vessels safety Captain Staples has 17 years com- was indeed in peril. We must develop mand experience operating in the Persian a process where these security compa- Gulf, Indian Ocean area, Malacca Straits, nies are qualified to have trained secu- South China Sea and the Gulf of Aden. rity personnel onboard. Training records He carried cargo to and from the Persian need to be made known to the shipping Gulf during Operation Desert Shield and TAPLES company as well as background checks S Desert Storm. Recently Captain Staples AMES J OF on each individual. Security companies has been carrying cargo for Operation

should have a quality and safety program OURTESTY Southern Watch and Operation Iraqi : C HOTO in place, carry all the required insurance P Freedom. and have an outstanding reputation. Armed and ready, security teams make being a Captain Staples has written procedures pirate a dangerous job. Well trained security teams onboard for the ISM and ISPS code including anti- merchant vessels, whether we want to If armed security teams are to be piracy drills and procedures. He has given admit it or not, is in all probability the placed onboard, then we need to ensure testimony concerning piracy and vessel only real solution to keep the vessel safe that all assets are protected. The crew, security to the U.S Senate Committee when under attack by a pirate or terrorist cargo, vessel, and security team need the for Transportation and has testified in in high risk waters. If a pirate wishes to direct protection from piracy and mari- congressional subcommittee hearings engage in the act of piracy then he must time terrorism. The corporation and concerning Piracy. Captain Staples has realize and deal with the fact that he will management companies also need to be written articles on Piracy for the NATO be met with resistance and his newly protected from liabilities if an unwanted Journal and BIMCO, he has been featured found venture could end in his demise. death occurs for either the pirate or the in a NRA publication on piracy and armed Security teams will be trained in the crew-security team. security. He has been a guest speaker on escalation of force and only use deadly A very few companies now operat- Counter Piracy and Maritime Security at force when absolutely needed and under ing as maritime security companies conferences held in Washington DC and the command of the Master. This must offer services to protect not only the Dubai UAE., and is scheduled to speak all be set out in S.O.P. and R.O.E. The mariner, but also the vessel and com- this summer at conferences in Lisbon, primary goal is to keep the seafarer safe pany they represent. One such company Naples, Crete, and Bahrain. and allow him to do his profession as the located in Colorado Springs, Lakonian Captain Staples can be reached at jsta- vessel transits the world. International, can offer a shipping [email protected].

The Council of American Master Mariners, Inc. April 2010 Sidelights 17 In the Industry

by Mr. Glen Paine #2422-A and Maritime Operational Research Col. Walter Megonigal It is common practice in the aviation ence by allowing captains, pilots, tug such analysis. Marine simulation mod- industry, to plan, practice, and success- masters and vessel traffic operators to els the physical forces acting on a ship or fully execute aviation missions through interface together in a simulated world. other marine craft (e.g. the navigation the use of accurate simulation-based With the advent of electronic chart channel, water currents, wind forces, scenarios and exercises. This approach data and satellite imagery, virtually any wave action, tugs, etc.) in interaction allows aviators to answer important port or waterway in the world can be with the ship’s maneuvering characteris- operational questions and select the best programmed into the simulator with- tics and human piloting. The following alternative from a multitude of choices. in days. This has become increasingly table lists the most common parameters Over the years, MITAGS has worked important for operations that must work assessed on full-mission simulators. to develop simulation expertise to out of unfamiliar ports and waterways. Generally, one variable at a time is address maritime challenges in a similar The simulation identifies procedures adjusted until the maximum safe opera- manner. We call it Maritime Operational and resources that can be applied to mit- tional limit is achieved (for example, Research and believe it has matured to a igate adverse environmental conditions the wind conditions). The parameters point where simulation can be used to or expand the vessel’s transit window. are then combined to determine the answer a broad spectrum of operational Real-time shiphandling simulators overall effects. Other factors, such as questions. provide a low-cost means for performing blockage in the channels, placement of We define “Maritime Operational Research” as the process of deriving workable solutions for operational ques- tions using simulation based scenarios. What makes this process unique is the ability to integrate the human element into an environment that realistically represents actual maritime operations. The continuing advancements in full- mission ship simulation technology has led to very accurate modeling of vessels transiting confined waters under a vari- ety of environmental and traffic condi- tions. It is also one of the few research tools that provides “ground truth” refer-

18 Sidelights April 2010 The Council of American Master Mariners, Inc. navigational aids, resources needed (how models greatly enhance the accuracy of simulation original purpose of mariner many tugs, what power, etc.) can also be the simulation. Well-designed simula- training and assessments. Today’s port evaluated. tion scenarios: designers and mariners have a truly • Identify the most efficient channel remarkable tool for obtaining answers to Challenges design based on operational require- tough operational questions. Today, there are an infinite number of ments. vessel types and capabilities currently on • Assess the maximum safe operating the water. Fortunately, there are a man- parameters. ageable number of hull forms. Through • Develop “best transit practices for a the use of efficient modeling tools, we vessel and operating condition. can change one ship model into another. • Test emergency procedures and meth- We have also found it difficult to obtain od to mitigate adverse environmental accurate performance data on new ships. conditions. Sea trial data seems to be sketchy and • Assess type, power, and use of assist sometimes questionable. Consequently, tugs for escort and docking maneu- when developing a vessel model for vers. which we have no history, we must ini- • Enhance communication skills tially rely heavily on model testing with between pilots, captains, tug masters, ship handlers who have extensive experi- and vessel traffic. ence on vessels with what we believe are Glen Paine is the Executive Director at similar characteristics. Summary MITAGS-PMI-CCMIT. Glen is respon- For waterways with complex cur- Full-mission ship simulation contin- sible for direct oversight of the Maritime rent patterns and strong ship / bank ues to evolve. It is becoming the indis- Advancement, Training, Education, and interaction effects, we rely on Waterway pensable tool for channel designs and Safety (MATES) Program. This non-prof- Simulation Technology (WST) sophis- establishing the safe operational param- it Trust operates the Maritime Institute ticated current and tidal models. Their eters. This is a natural progression from of Technology and Graduate Studies (MITAGS), the Pacific Maritime Institute Common Environmental Factors to Consider Coastal Bay Riverine (PMI), and the Conference Center at the Port Port Port Maritime Institute (CCMIT). He current- Wind X X X ly possesses a Master’s Degree in General Waves X Administration from the University of Maryland and a U.S. Coast Guard Chief Swells X Mate’s license. Glen is also a 1978 gradu- Currents XXXate of U.S. Merchant Marine Academy Channel Width (Maneuvering Room, Distance to Bank, XXX(USMMA). Bank Effects) Under Keel Clearance (Shallow Water Effects, Ship Squat, XXXWalt Megonigal is the former Director of and Trim) Training at MITAGS. During his tenure, Channel Alignment (Bend Width, Degree of Turn, Length XXhe was responsible for day to day opera- of Bend, Separation Distance Between Bends) tion of MITAGS during the implementa- Channel Depth X X X tion of the STCW95 Code. Walt is also a Tug Support XXXretired USMC pilot and served for over 20 years. His aviation simulation experience Navigation Aids XXX has been crucial to the advancement of Visibility (Fog, Heavy Rain, and Snow) XXXMITAGS’ simulation capabilities. Topography/Bathymetry (Water Depth Outside Channel, Photos courtesy of MITAGS. XX Land Shadowing of Wind, etc.) Charting (Availability, Accuracy, and Completeness) X X X Operational Obstacle (Debris in Channel, Mines, and XXX Sunken Obstructions Limiting Channel Use) Layout and Maneuvering Area At Berth X X X Mooring Arrangements X X X

The Council of American Master Mariners, Inc. April 2010 Sidelights 19 In the Industry

SUNY Maritime College by Joseph Williams MA, MLS 135 Years and Counting Perhaps one of the most interesting equate as a means of training and by Progress Administration to accommo- secrets in the Bronx is the State University the 1920s a search for a shore facility date the school. A dock was installed and of New York’s Maritime College. Nestled became paramount. Finally, a permanent the ruined fort sprang back to life with away on the Throgs Neck Peninsula, mil- home was found with the selection of the college as its new lifeblood. lions of travelers pass over the campus Fort Schuyler, which by that time had Since that point the college has every day on the rumbling Throgs Neck long fallen into disrepair. Fort Schuyler, expanded. In 1948, the school became Bridge without the knowledge that they a nineteenth century fortification, was one of the founding institutions of the are crossing over the oldest Maritime built to protect the northern approach State University of New York. Since then, College in the nation. to New York City. The Fort always had the college has trained thousands of The school itself was founded on June unsubstantiated rumors tied to it par- cadets by gearing them for maritime 2, 1874 with an act by the New York State ticularly with having tunnels that ran careers. Typically, students will take their Legislature establishing a nautical school under Long Island Sound. Fort Schuyler land-bound courses during the regular and the loaning of the St. Mary’s from never fired a shot in anger, but another semester and then go aboard the Empire the U.S. Federal government. Originally rumor would have it be the only conti- State VI for a summer sea term. The called the New York Nautical School, the nental post fired upon since Fort Sumter. ship serves as a fully functional school original 26 cadets paid tuition of thirty- The story is that during the Spanish- with classrooms, laboratories, and a fully five dollars for a two-year course that American War, a British was entirely ship-based. The St. Mary’s, tramp steamer was com- a sloop of war commissioned in 1844, ing in without her signal registered at approximately 1000 tons flags flying. Fort Totten, and with a full armament of sixteen 18- Fort Schuyler’s sister fort inch guns. Here, nautical students would across Long Island Sound, mess over hard-tack while learning how fired a warning shot but to “pass a nipper” or how to “choke a it ricocheted and hit Fort luff.” Schuyler instead. The St. Mary’s lasted until 1907 when The fort was transferred it was replaced by the U.S.S. Newport from the federal govern- and then in 1931 by the first of the long ment to New York State string of ships named Empire State (the and work began. The fort college currently trains on the Empire was fully restored during The ST. MARY’s, home of the original nautical school from State VI). Yet a ship alone became inad- the 1930s by the Works 1874-1907.

20 Sidelights April 2010 The Council of American Master Mariners, Inc. staffed library. Their ports of call vary down and you’ll see the Empire State VI Joseph Williams, MA, MLS is the from year to year, but within the last few as well as this historic institution that Collection Development and Acquisitions years the Empire State VI has visited such has remained true to its mission for well Librarian at the Stephen B. Luce Library places as Azores, Gibraltar, Liverpool, over a century. Don’t honk, because the at SUNY Maritime College. Photos cour- Bermuda, and France. Empire State VI might just honk back and tesy of SUNY Martime College. The college has changed in that it it is very loud. is not entirely regimented anymore. Certain students opt for non-regimented degrees, which typically do not have as many licensing options available. Also, the college has recently established graduate programs in Global Trade and Transportation. So now, a typical undergraduate faces at least four years of intensive land and sea training as opposed to the initial two. While this represents a vast change in curriculum from the original St. Marys, the heart of the school has remained fundamentally concerned with the training of merchant marine sailors and their safety. So if you are ever in the New York The EMPIRE STATE VI, SUNY’s current schoolship. The EMPIRE STATE VI was originally the SS OREGON, City area and just happen to be driv- built for States Steamship Company; launched on September 16, 1961. In the 1970s the vessel MORMACTIDE ing over the Throgs Neck Bridge, look was purchased by Moore McCormack Lines, renamed and operated until 1982.

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The Council of American Master Mariners, Inc. April 2010 Sidelights 21 In the Industry

Tide of maritime funding ebbs on Capitol Hill

Congress and cuts in dredging funds because with other agencies to undertake inspections, the Obama the Panama Canal expansion moving sampling and testing. administra- full tilt, US East and Gulf Coast ports Piracy is another issue that may get tion have a will be seeing deeper draught vessels in continued attention. Unfortunately, the busy agenda in coming years but will be challenged to federal government doesn’t seem as keen Washington accommodate them with present chan- on fixing the problem as it is on man- these days, nel depths. Ports may see continued aging how shipowners and operators but unfor- security funding to help complete imple- comport themselves in dealing with the tunately it mentation of the TWIC Card system as seagoing criminals. No consensus have doesn’t seem well as some TIGER grants. But those are been arrived at regarding the arming of by Will Watson to include the still being discussed and nothing is for US ships, but the government and the #3256-A maritime sec- certain, we are told. military seems unwilling to put armed tor. Progress that was made on issues One area of the maritime sector that teams aboard ships transiting the Horn like Short Sea Shipping in the past few may get some federal scrutiny is the envi- of Africa, the Indian Ocean and the years has been derailed by healthcare ronment. The Environmental Protection Gulf of Aden… forcing crews to fend for reform, Cap & Trade, education reform, Agency is working with Congress to fur- themselves. control of the financial industry and ther regulate vessel emissions, including As far as the Coast Guard goes, while other issues. air and water. The drive to control CO2 other military forces have been increased Expected dredging funds for US ports and other air emissions seems unrelent- in the proposed budget, the USCG’s bud- has mostly dried up and thoughts of pass- ing and the push is full court to regulate get is being cut and manning levels will ing a bill to promote maritime education ballast water exchange and to develop be reduced. The Coast Guard still plans seems largely doomed. Congressional enforcement strategies for both issues. on bringing aboard more civilian vessel insiders tell Sidelights that there is a clear That may be complicated because while inspectors but this will be at the cost of agenda on Capitol Hill these days and the Feds are quick to regulate they have manning in other areas. maritime issues have been pushed aside been slow to fund the Coast Guard or by the White House push. The one issue that may get, at least, lip service from Congress is the long discussed Marine Highway that could see some start-up money, courtesy of the surface trans-

portation bill. But other issues, like the EYERS -M ONK Maritime Workforce legislation that was B ICTORIA being pushed by Rep. Elijah Cummings V LASS C

of Baltimore, were torpedoed. That bill RD 3 FFICER

would have provided low-cost loans for O students who pursued maritime course ETTY

of study with an eye toward careers at sea P : U.S.CG HOTO or in the shoreside maritime industry. P Federal education officials apparently Commandant of the Coast Guard, Adm. Thad W. Allen, answers questions at the State of balked at the Maritime Administration the Coast Guard address at the Press Club in Washington, Feb. 12, 2010. This was his annual address about the Coast Guard’s fiscal year 2011 anticipated budget impacts and said the getting involved in student loans, claim- USCG would cope with announced budget cuts. He also advocated for the need to recapitalize ing that territory as their own. Port the service’s aging ships, aircraft and shore facilities to continue delivering superior services to administrators are bemoaning expected the Nation and adapt to the maritime challenges of the 21st century.

22 Sidelights April 2010 The Council of American Master Mariners, Inc. NOAA Warns Mariners of Serious Display Issue with ECDIS

NOAA Office of Coast Survey safety contour is set to 3.6 meters, in this activated. To ensure safe navigation and Press Release 3/11/2010 example. to confirm that a planned route is clear To significantly improve safety at sea, of such dangers, mariners should con- NOAA has led in the development of What do mariners need to figure the ECDIS to display “ALL DATA” electronic nautical charts (ENC) that do? and should visually inspect the planned conform to electronic chart display and Since the ECDIS does not set off any route. The mariner should not solely rely information systems (ECDIS). Following type of warnings or alarms for these on the automated voyage planning check a recent notice issued by the International types of soundings in any display mode, function. NOAA is in the process of Hydrographic Office, NOAA and other it is important that the mariner turn examining its ENC data for these cases hydrographic offices around the world soundings on during route planning and and will issue a notice to mariner for are examining their ENC suites to uncov- route monitoring to ensure that there each area that has been examined and er potentially serious issues with the are no isolated soundings in the voyage updated. display of some soundings on ECDIS. path. In addition to warning mariners, NOAA has also issued a notice to mari- NOAA will examine and correct the ners to highlight the issue. NOAA issues Notice to relevant navigational scale ENC’s for the Mariner following ports as its first priority, begin- What is the problem? In order to rectify this situation, ning March 8, 2010. When mariners use either the “base” NOAA is examining its entire ENC suite NOAA will examine the rest of the or “standard” display in ECDIS, they for these explicit cases. In the meantime, U.S. ENC suite in the coming months, as turn off the soundings. When they use NOAA has issued the following notice resources allow. these display modes, navigation systems to mariner: will not highlight isolated soundings that are shallower than the surrounding NOAA Electronic depth contours. Navigational Charts – Display As shown below, ECDIS displays the of Isolated Shoal Soundings isolated sounding when the display Mariners are advised that ECDIS mode is “full.” The mariner can see may not display some isolated shoal that isolated shoals are located on the depths when operating in “BASE” or wrong side of the depth contour. ECDIS “STANDARD” display mode. Route does not depict the isolated shoals in planning and monitoring alarms for “standard” and “base” display when the these shoal depths may not always be

Full Display Standard Display

The Council of American Master Mariners, Inc. April 2010 Sidelights 23 In the Industry

Who Owns the Seas? Approximately 70% of the Earth’s Surface is Covered by Water

You would think Territorial Sea This typically extends 12 nautical miles from that, with having the baseline. to spend most of The High Seas Water beyond the jurisdiction of any State. our working lives Contiguous Zone Can extend 12 nautical miles beyond the on the seas, we Territorial Sea limit. would know some- Exclusive Economic Zone (EEZ) Can extend to a maximum thing about who of 200 nautical miles from the baseline. owns and controls the parts we Continental Shelf This is a ·’resource zone’ only, with no by Captain sail through. Many of us do not. territorial rights. It may extend up to 350 nautical miles from Michael Lloyd, FNI However, with controls over the the baseline. seas increasing, it is important that we should know at least Archipelagic Waters Oceanic island States with territorial the basics of the Laws of the Seas and the areas to which they waters established from the baselines of its outermost islands. refer. Fisheries Zones (IFZ and EFZ) These are not set by UNCLOS The control of various parts of the seas has become increas- but are recognised as established by the State. Inshore fishery ingly difficult to define as, over the years, more and more zones are up to 12 nautical miles from the baseline and extend- zones have been declared. ed fishery zones are up to 200 miles from the baseline, and in The UN Convention on the Law of the Sea, commonly these the State may exercise rights over the fish stocks. referred to as UNCLOS, set the zones of coastal State jurisdic- tion and the High Seas. 1.1 The High Seas Internal Waters These are the waters between the shore and Article 87 is reproduced from UNCLOS of 10th December the baseline. 1982.[UNCLOS is a 202 page document.] Baseline The normal baseline is the low water line along 1. The high seas are open to all States, whether coastal or the coast, as marked on the charts and officially recognised by land-locked. Freedom of the high seas is exercised under the the coastal State. If there are offshore islands or reefs then the conditions laid down by this Convention and by other rules of baseline may be extended to them. international law. It comprises, inter alia, both for coastal and land-locked States: (a) freedom of navigation; (b) freedom of overflight; (c) freedom to lay submarine cables and pipelines, subject to certain conditions; (d) freedom to construct artificial islands and other instal- lations permitted under international law, subject to certain conditions; (e) freedom of fishing, subject to certain conditions; (f) freedom of scientific research, subject to certain condi- tions. 2.These freedoms shall be exercised by all States with due regard for the interests of other States in their exercise of the freedom of the high seas, and also with due regard for the rights under this Convention with respect to activities in the Area.

24 Sidelights April 2010 The Council of American Master Mariners, Inc. Article 87 does seem to define a right to free pas- • when the purpose ofthe act, by its nature or context, is to sage, without let or hinderance, except during intimidate a population, or to compel a Government or an time of war. So we can sail the seas, build islands international organization to do or to abstain from any act; and fish off them. However, Article 110 goes on • uses against or on a ship or discharging from a ship any to define a list of occasions when it is permissible to stop ves- explosive, radioactive material or BCN (biological, chemi- sels on the High Seas, called ‘Right of Visit’. cal, nuclear) weapon in a manner that causes or is likely to 3.3. Except where acts of interference derive from powers cause death or serious injury or damage; conferred by treaty, a warship which encounters on the high • discharges, from a ship, oil, liquefied natural gas, or other seas a foreign ship, other than a ship entitled to complete hazardous or noxious substance, in such quantity or con- immunity in accordance with Articles 95 and 96, is not justi- centration that causes or is likely to cause death or serious fied in boarding it unless there is reasonable ground for sus- injury or damage; pecting that: • uses a ship in a manner that causes death or serious injury (a) the ship is engaged in piracy; or damage. (b) the ship is engaged in the slave trade; (c) the ship is engaged in unauthorized broadcasting and the What is interesting here is that, should the Flag State of the warship has jurisdiction under Article 109; Master, officer or helmsman be intoxicated or (d) the ship is without nationality; or under the influence of any narcotics when an (e) though flying a foreign flag or refusing to show its flag, accident on the vessel leads to death, damage or the ship is, in reality, of the same nationality as the warship. injury, could the fact that they intentionally took such sub- 4. In the cases provided for in paragraph 1, the warship stances be construed as a deliberate act? What about crew may proceed to verify the ship’s right to fly its flag. To this members in a similar state engaged in a bunkering incident end, it may send a boat under the command of an officer to leading to pollution? the suspected ship. If suspicion remains after the documents The transportation of nuclear material is not considered an have been checked, it may proceed to a further examination offence if such item or material is transported to or from the onboard the ship, which must be carried out with all possible territory of, or is otherwise transported under the control of, consideration. a State Party to the Treaty on the Non-Proliferation of Nuclear 5. If the suspicions prove to be unfounded, and provided Weapons (subject to conditions). that the ship boarded has not committed any act justifying Under the new instrument, a person commits an offence them, it shall be compensated for any loss or damage that may within the meaning of the Convention if that person unlaw- have been sustained. fully and intentionally transports another person onboard a 6. These provisions apply to military aircraft. ship knowing that the person has committed an act that con- 7. These provisions also apply to any other duly authorized stitutes an offence under the SUA Convention or an offence set ships or aircraft clearly marked and identifiable as being on forth in any treaty listed in the Annex. The Annex lists nine government service. such treaties. The new instrument also makes it an offence to unlawfully The boarding of merchant ships is an act nor- and intentionally injure or kill any person in connection with mally observed in support of UN sanctions the commission of any of the offences in the Convention; to against certain countries. A case where you attempt to commit an offence; to participate as an accomplice; would need to know your rights could occur in to organise or direct others to commit an offence; or to con- Asia, where pirates have operated navel looking vessels (wear- tribute to the commissioning of an offence. ing suitable uniforms) and have stopped merchant ships under naval pretenses. While claiming otherwise, their motive has It must be noted that these laws only apply been theft of personal effects or cargo or the ship itself, with where any person or persons have deliberately no respect to the ship’s crew. committed an offence or participated in one. The act of participation is also clarified by the 1.3 Terrorism word ‘accomplice’. In other words, even if a crew member com- The Law of the Sea does not mention acts of a terrorist mitted any offence listed, the Master and officers are innocent nature. However, the 2005 Protocol to the SUA Convention’ provided that they did not know about or participate in the published as an amendment to the liMO Convention for the action. Suppression of Unlawful Acts against the Safety of Maritime Navigation 1988’ added a new Article 3bis, which states that: Thank you to Capt. Lloyd for allowing partial reprint. Captain’s A person commits an offence within the meaning of the Legal is now out of print with limited availability. Convention if that person unlawfully and intentionally:

The Council of American Master Mariners, Inc. April 2010 Sidelights 25 In the Membership

Where is the Captain?

The Fall ners to whom accrue the ultimate in up), the VTS or the incoming current. 2009 issue responsibility, accountable and no longer For what it’s worth, a reading of the of Sidelights rush to blame other factors. The Master NTSB report is an eye-opener regard- contained a is the Captain of his ship and it is he who ing the ability of the pilot to handle wealth of pro- must take the heat of his omissions, over- this comparatively simple piloting job, ductive read- sights or errors in judgment. particularly the graphic details involved ing for the in his numerous medical problems and professional COSCO BUSAN medications. mariner Allow me a few gratuitous comments by Captain Pete Booth including: regarding the highly publicized case Dover Strait Collision #3063-R • A short of the Cosco Busan. After reading the Most seasoned mariners have transit- piece by the editor of the Maritime lengthy NTSB report online, I was sad- ed the Dover Strait with its well-marked Executive on the travails of the San dened by the actions of the very experi- traffic lanes and numerous crossing traf- Francisco pilot of the hapless Cosco enced pilot in several arenas during his fic. In his piece in Sidelights, Captain Busan allision with the San Francisco off-duty hours. On the accident morn- MacDonald sums up the (minor) col- Bay Bridge wherein the pilot, for various ing, in heavy fog, he made a series of lision as largely due to complacency reasons, was found guilty in a court of mistakes that caused the collision. In my on the two bridges as one bulk carrier law and sentenced to considerable jail judgment, he had absolutely no business proceeded serenely NE and the other, a time. conning a fully loaded, 900-foot ship to smaller coastal ship crossing the channel • Another short piece on the colli- sea; he never should have been on the with, a guess on my part, a sixty degree sion of two vessels in the Dover Strait bridge of the ship, given his multiple crossing situation and clearly the give- by “complacent” watch officers on both medical problems, many medications way vessel. Only the watch officers were ships. and not fully divulging to the Coast on their respective bridges; no lookouts. Not mentioned by either of the authors Guard said medications and problems. Only when past extremis, did one watch was the involvement of the ship’s mas- When he was the pilot, my sense is that officer see the other. Watch officer’s fault? ters. In the case of the Chinese Cosco he simply made a series of mistakes that Clearly, yes. Complacency? Certainly. Busan, the master was along for the ride any newly graduated third mate would But the somewhat rhetorical question I and did nothing to ensure the safe navi- not have made. asked myself after reading the piece and gation of his command, leaving the con- But… as any 3/M well knows, the pilot the referenced flyer was why were not ning of his fog-bound loaded ship totally is an advisor to the Master no matter his either captains on their bridges? to the hapless pilot. And, in the case of source of license. The Chinese master of Just as the infamous Exxon Valdez the Dover collision, neither master was the Cosco Busan was clearly along for the grounding was primarily caused by a 3/ on the bridge. ride, took zero initiative to plot his ship’s M who did not heed his master’s orders Last year I published a rather lengthy position, did not monitor his radars nor (to turn right) so too was a master who maritime book, Sea Buoy Outbound. check his large-screen electronic nav could not wait a few minutes to ensure Two chapters highlight summaries, pho- gear. (Nor did, apparently, the 3/M on the turn was completed and the deeply tos and accident reports of several highly watch.) laden ship back on its course to sea. My visible maritime accidents and disasters, Bottom line: The master of the Cosco common sense and perspective would both Navy and civilian. The title: Where Busan was 100% responsible for the alli- argue that the captains of both ships Is the Captain? The prelude to the chap- sion. He simply stood on the bridge, should have been on the bridge or close ter are some simple words that most any looked out into the fog, went brain-dead to it. So, I would argue that the compla- experienced mariner will relate to: and totally trusted the pilot. Don’t blame cency factor on both ships started and Our profession must hold those mari- the 3/M, the pilot (he just flat screwed ended with two captains who sailed their

26 Sidelights April 2010 The Council of American Master Mariners, Inc. ships in heavy-traffic while they rested through his standing orders, actions and practices such as welding with no down below in the early-morning hours. persona. If he tolerates excesses or medi- fire watch, improper storage of flam- The masters of both ships are 100% ocrity, he’ll get them. Master’s get paid mables, shaky electrical safety, alarms responsible for the collision and should 99% for their judgment. They are the that don’t work and regular cleaning of be held accountable (as too, should the check and balance. There will always be galley equipment. Not dictatorial, but lackadaisical watch officers who seemed the times when the master’s presence on rather steady and consistent. oblivious to the most basic of maritime the bridge is warranted, if for no other • He comports himself as a profes- disciplines). reason than two brains are better than sional. Very limited alcohol, if at all, one. Unfortunately, too many fail to gets about the ship regularly, is sensi- Final Thought keep a sharp weather eye for potentially tive to changing weather, knows his This short piece is not about maritime dangerous situations, put too much trust vessel and is mindful of any human accidents nor is the purpose to cherry in their watch officers when the going weakness. pick a few high-visibility incidents out gets tough or just become overly com- • He demands excellence on the bridge. of the record books. If one googles “ship placent. Good lookout, night adaptation, VHF accidents,” some 9.2 million will come Here’s how I would list some core radio on, responsible navigation, up in but .27 seconds. Some are unavoid- ingredients of the responsible and pro- updated charts, neat and tidy bridge able — “acts of God,” perhaps. But, fessional ship’s Master: and so on. just as in the aviation arena, too many • Through his standing orders, he sets • He never allows himself to get over- are caused when the head guy erred or the tone for his ship. “This is how loaded to the point where the safety just plain was not plugged into his job I want my ship run — let me know of his ship or his crew is compromised. description. There are few of us in the early-on if you need a hand.” A daily nap will do wonders for the professional maritime province who has • He is always available during high- middle-of-the-night entry into port, not done something dumb and taken the stress or high-tempo operations such tight traffic situation at 0200 or man heat of an irate master, captain or shore- as making the sea buoy in adverse overboard at the worst time of night. side boss. That said, the prudent mariner weather, dense traffic or heavy fog If his watch team is fatigued, he lends learns from the mistakes of others and in piloting waters. He is not saying a quiet hand. his (hopefully) as he works up the line of he does not trust his watch team as Captains derelict in the foregoing responsibility and authority — as do the much as suggesting “… sometimes two elementary examples ought to pursue vast majority. Too, where there is loss of heads are better than one.” another profession. Chair-borne experts, life, serious injury or significant proper- • He stresses an atmosphere throughout the NTSB and shore-based academi- ty loss, the strong arm of accountability the ship of safety. Nits such as no cians would be encouraged to focus must rise to the fore. That accountability safety goggles, no safety lines, no ear on the actions of the master/captain most always will reside in the persona of protection are pushed. Not big deals, and resulting accountability instead of the vessel’s master. but if you tolerate cutting corners trendy notions such as “bridge resource Notwithstanding the fact that the vast with the obvious, the big ones may management.” The laws of the sea are majority of professional mariners are bite you. unchanged through the millennia and prudent, qualified, proud, competent • He has regular inspections, both for- totally unforgiving of complacency. and responsible, the above accidents mal and informal, to sniff out unsafe could be replicated thousands of times in the course of maritime history. We Make more of our CAMM Membership in the maritime community can argue all sorts of contributory reasons for mis- Triple CAMM’s membership Volunteer haps, but in the seagoing arena, the one Sponsor 3 new paid and approved Write an article for Sidelights variable that overwhelmingly controls members in a 12-month and you (it’s easier than you think!) the outcome is the master. Not only has will receive 1 year’s membership he total authority to act responsibly, he Chair or work on National or credit on your dues statement. chapter committees and their must also be held accountable for his CAMM designed a marketing brochure projects, including Industry & actions or inattention. to help you recruit new members. Please Public Relations, attending hearings Most mariners know the rules and contact Capt. Cal Hunziker or your and meetings, and more! procedures. But, it is the master who sets Regional VP to have some sent to you. the tone for safe and judicious operations

The Council of American Master Mariners, Inc. April 2010 Sidelights 27 In the Membership

I Love Freedom That’s Why I’ve Read Sidelights Magazine Since 1973

By far, a most was based on the outcome of the War nist Bay of Pigs Invasion. traumatic in Greece (1945- 1950). Except we won 7) Over 200 Anti-communist Polish period of the in Greece!!! The communist interlopers Army Reserve Officers were massacred by 20th Century were expelled from Greece and South by the Soviet Union invaders Captain Daniel Kozak U.S.-World Korea by virtue of the 1947 Truman 8)The anti-communist West virtually #974-R history was Doctrine. allowed the Soviet Union to slaughter the potential USSR-Communist Asia Also, USMM-crewed Army Transport anti-communist Eastern Europeans who (i.e. China, etc.) Communist conquest Service (USAT) ships hauled humane vied for freedom and independence from of the Free World as we know it today. U.S. Marshall Plan cargoes to WWII the USSR. Diabolical Communist slavery was to be ravaged European and Pacific nations 9)Several anti-communist nations were the West’s future. for some 10 years and evacuated Iron- subsequently brought under The Soviet I served on Military Duty1 through- Curtain displaced persons from 1947 Banner. However, in 1947 President out the entire Cold War, entering into into the 1950s. There were still many Harry S. Truman (D) invoked the 1947 several hot war zones on board USAT uncharted floating WWII enemy mines Truman Doctrine which ordered the and MSTS ships; two carrying ammuni- around. My ship, USNS GEN. HG. Soviets to get-out of dominant anti-com- tion. One of the ships I served on trans- HANN and a USAT ship each struck munist territories — OR ELSE… So that ported combat-ready U.S. troops to the a mine in the English Channel (theirs brings us to … 1950 armed stand-off between Allied in1947; ours in 1950). Theirs exploded; 10) After the British retired from Italian troops and armed Communist ours didn’t! the battlefields of The War in Greece Yugoslavian forces over the possession With that said, here are some FACTS (circa 1945-1948), President Truman of Trieste, Italy. U.S. armed interven- to dwell-on: sent an expeditionary-force, USMGG, tion kept Trieste non-communist. We 1)1945 was a most crucial period, under the command of LTG (subse- also evacuated Allied Dutch troops from in that The West was forced to give-up quently retired General) James A. Van Jakarta, Dutch East Indies while they Eastern Europe to the USSR and the Fleet, USA - USMGG to command all were under siege by Communist guerril- Soviet threat of nuclear war with the Greco-U. S. armed forces, under the U.S. las and other belligerents. (It’s time to set West. Military Group in Greece (USMGG.) the record(s) straight, don’t you think!) 2)Virtually, the only country that val- This signaled the conquest of all invad- The U.S. Military Group in Greece iantly fought the USSR was the anti-com- ing Balkan Communist armed forces in (USMGG) was in fact late LTG (GEN, munist Ukrainian National Army which Greece FOREVER. At the same time, Ret.) James A. Van Fleet, USA’s anti-com- had equally fought the Nazi invader of President Truman ordered Gen. George munist expeditionary force sent to Greece Ukraine until the Nazi’s 1945 defeat by C. Marshall (Joint Chiefs Chairman) to expel invading Balkan Communist the USSR. to deploy U.S. Forces (mainly the U.S. so-called guerrillas from Greece sent 3)The West gave up Ukrainian Merchant Marine i.e. SS-, USAT-, MSTS- there from Albania, Bulgaria, Yugoslavia Freedom-Fighters to the Soviets who ships) around the world to implement and other communist satellites under then slaughtered them (by the USSR the U.S. Marshall Plan and the U.S. the guise they were ALL native Greco- KGB) upon their repatriation back to the Congress 1949 Displaced Person Act communists. The communists invaded Soviet Union. designed to free Eastern Europeans from Greece under orders from the USSR. 4)Some WWII Nazis were (in my Soviet Union tyranny. Anyone who doubts that has indeed opinion) allowed to escape to the West With all of the above in mind, I, been fooled by world-wide communist for political reasons right-up until their Daniel Kozak, having served (as noted swill. LTG James A. Van Fleet, USA, capture and return through the latter above) throughout the entire Cold War Commander of all Greco-US military 20th century. on various kinds of Military Duty, do forces said in a subsequent 1 970s college 5)The anti-communist Spanish hereby propose that several U.S. med- graduating class speech that the Korean National Army fought and conquered als be cast for service in all Cold War War and the Vietnam War psychology the Communist so-called guerillas. actions; the most prominent to be: 6)Communist Dictator Fidel Castro A) A War in Greece Service Medal 1 NYS MILITARY LAW, Art. 11, Section 243; 1. was allowed to conquer anti-communist B) A U.S. Marshall Plan (Humanitarian) Definition: includes service in the U.S. Merchant Marine and the U.S. Maritime Service as “Military (pro-Western) Cuba in the 1950s — re: Service Medal; and Duty.” Other states have similar legislation; the Western bungling of the anti- commu- C) A (Humanitarian) 1949 Displaced “Fed” does too. 28 Sidelights April 2010 The Council of American Master Mariners, Inc. Persons Act Service medal. Capt. Daniel Kozak served as Civil-Military Relations in Also, in 1950, U.S. Merchant a USMM sailor on board several Disasters Marine-manned MSTS ships brought USAT and MSTS vessels between Proposal: A USMS ORTU system a U.S. expeditionary-armed force to 1947 and 1954. He served as CPL, the international armed stand-off 71 Infantry Regt. NYG (1945-1946) by Capt. Daniel Kozak, #974-R between non-communist Italy and and MISGT, 199th Amphibious I’m sure you all know the U.S. Maritime (armed) communist Yugoslavia for Co., USAR (1954-1962) through to Service was reactivated in 2006, the purpose I’m the possession of Trieste, Italy, owned his USCGR retirement as LT (0-3) assuming is to somehow include it in a mission by Italy since time-immemorial. We in 1990 after 35 years of military pertaining to national defense USMM training. helped Italy kick the commies out. reserve service. Cpat. Kozak served In 1992, a few of my comments re: a USMS On another armed-frontier a MSTS as a Sidelights Contributing Editor Organized Reserve training Unit (ORTU) sys- (USNS) expeditionary-force very under then Editor-in-Chief Capt. Ray tem that should be utilized to minimize the successfully evacuated anti-com- Eisenberg, USMS & USNR ret.) in the hardships then being suffered by Hurricane munist Dutch troops under siege 1980s. He also served on CAMM’s Andrew victims in southern Florida and which in the 1950s by Communist troops NY Harbor VTS advisory committee today includes victims of Earthquake Haiti. in Jakarta, Dutch East Indies. This in the 1970s. His new autobiography Scientists are already predicting another disas- type of combat service should be will be titled: “Water*Wind*Fire”...” trous earthquake is brewing in the U.S. and honored as well. (Life, Loves & Adventures of an Old that is; Charleston, S.C. Pres. Bush (#1) ignored Sailor-Firefighter.) my suggestions. However, in the wake of the 9- 11 attacks, Pres. Bush (#2) has seen the wisdom of un-retiring the USMS. I can all but assume Was the 1960 USS CONSTELLATION Fire an Accident or the reason is as above stated. Communist Sabbotage? During the late 1990s I believe there were If it was sabotage, then we’d have to at the scene soon enough to pro- some 71 Victory Ships lying idle in the National say the FDNY served as an auxiliary vide the adapters in question. When Reserve Fleet; 10 of which could be used in the to the U.S. Navy by fighting a military we were ordered to take-up after USMS as a seaborne disaster-fleet (four on the engagement with the enemy. I was sta- an entire night of hard-labor fire- East Coast, four on the West Coast and two tioned on board the NYC F/B Firefighter fighting, all of about 50 100-foot in the Gulf of Mexico) on a part-time reserve throughout the entire firefighting lengths (of hard rubber hose) had basis, i.e. a USMS ORTU functioning as the operation as an FDNY Firefighter. To to be lowered (by hand) back to the USCG ORTUs used to do (in my time as a my knowledge Firefighter never got main deck of the Fighter and rolled USCGR officer) - similar in nature to the U.S. any kind of commendation from the back onto several large reels. To Maritime Prepositioning Force ships in Asia, feds for its part at The Brooklyn Navy picture that scenario (even today) except that it would be under the command of Yard that ominous day. Another “Day is indeed overwhelming. That USMS Reserve Officers. A USMS ORTU sys- of Infamy” by the communists(?) Our engagement was (to say the least) tem could indeed train youngsters (like I was vessel should have at least gotten a the heaviest combat I experienced at age 16 in 1946) to provide crew members for Unit Citation from the DoN and the during my entire firefighting career. the Victorys involved. DoD (and, perhaps, the FDNY too?). Throughout the entire operation, we I have no doubt there are indeed many mari- We really busted our butts on had to “take-a-feed” of smoke from ners not sailing who’d be proud to train young- that one! Every foot of 2½ inch the stack of the Fighter as well, in sters in a part-time USMS Reserve. Your most and 3½ inch heavy rubber-jacketed that the wind was blowing from the expeditious responses to this message will be hose had to be dragged up from West where she was positioned to greatly appreciated. the Fighter to the carrier’s flight- combat the fire. I wrote a “factional novel” (as opposed to deck by sheer bull-power. The rea- I ended my 35 yr. plus career “fictional”) titled Ice Fire emphasizing NYC son for this type of back-breaking afloat as the Senior Licensed Master Fireboat operations with the USCG in N.Y. firefighting operation (back then) of the Plum Island Animal Disease Harbor. The book is based on the collision- was that FDNY pumpers couldn’t Center 3 passenger vessels fleet on fire between the SS Sea Witch and the SS hook into the Navy Yard’s hydrants hauled cargo and vehicles. I was Esso Brussels beneath the Verrazano Bridge in in that FDNY land units didn’t carry Captain-in-Charge of three subor- 1973 in N.Y. Harbor. Ice Fire is a must read International Tread to FDNY Tread dinate Licensed Masters. The Race, book about civil-military relations during local adapters. However, all NYC fire- Plum Gut and Peconic Bay were the disasters. My 1979 Firehouse Magazine 3,000 boats did! gateway to the Atlantic Ocean. word article titled Heroism at Sea describes the The first-due fireboat didn’t arrive above collision and aftermath.

The Council of American Master Mariners, Inc. April 2010 Sidelights 29 In the Membership

Peter, the Odyssey of a Merchant Mariner Chapter 1: The Long Road to Adventure June 1937-February 1938

ter acquainted with the highways of the docks told us what was going on and California and the ways of the people suggested we return after things were using them. This included the Highway settled. Patrol, who often were the ones who sent The following summer, when I “hit me home again. the road,” I hitchhiked as far as El Paso, The boy who On my fourteenth birthday, instead Texas. The next day I walked about had stood on of the bicycle I so wanted, I was given seventeen miles down the highway to by Captain the beach at a mandolin and told I would be taking Fabens without even one ride. Talk about Peter Chelemedos Cephalonia lessons at the Greek Church in Oakland. hungry! While walking down that high- #1671-R Island, watch- To this day, I cannot read music and am way on a hot afternoon, I reached across ing the ship carrying Odysseus from told I need a wheelbarrow to carry a the barbed wire fence to pluck cotton the neighboring island of Ithaca on his tune, so this was not a welcome birthday bolls to chew on for what nourishment journey into the unknown waters of the present. I did go for a while, and learned was in the cottonseed oil. When I went Mediterranean Sea, had made a wish the Persian Market Song to play at the over to the water tank by the railroad to to travel, planting a seed into his spirit Greek Independence Day festivities at wash up a bit, one of the hoboes there that was passed from generation to gen- the Oakland Auditorium. When the told me the next freight train would be eration over thousands of years, finally great night came, however, the teacher coming through in about an hour and coming to abide in the spirit of a distant gave me his baton to lead the group, descendant born in the year 1922 A.D. at so even then I didn’t get to flaunt my Berkeley, California. talents. If only he hadn’t added, “It will Restlessness first seemed to dominate sound better that way.” my life about the time I was nine. I have During high school, one period was faint recollections of spending nights spent with the “advisor.” My class had in various places along the highways Mona E. Ross, a tall lady and a memo- of California; of early morning walks rably nice person. She enjoyed reading through Wildcat Canyon in the Berkeley to us to fill in time during the period, hills above Albany; and of the many and started on a set of books by Howard times someone would send for my folks Pease, The Tattooed Man and a sequel, to come to take me home. both of which told the continuing adven- Such wanderings occurred often. tures of Tod Moran, a young man who About every three months I would be on walked to the docks of San Francisco and the road again, each time going a little found a job on a tramp freighter. I was farther from home. Why? I don’t know. enthralled by the stories. I was curious and the wide world was When school was out in June that year, more interesting than dull schoolbooks. my dad took me over to San Francisco Maybe it was because of the fights I had to the Matson Line offices to see about with my older brother, who was always getting me a job of some sort on one trying to outshine me. Maybe it was of their ships. I guess the news items in because of the beatings I got for fighting the papers of the day hadn’t registered with my brother. Anyway, I went. with either of us. It was during the 1936 Peter Chelemedos at 14, contemplating the Each time I went, I became bet- waterfront strike. A friendly picket near road to adventure.

30 Sidelights April 2010 The Council of American Master Mariners, Inc. would stop for water. I figured if I was tured ten-gallon Stetson hats. A teen-age ill and had been excused from school. going to travel in Texas, I might as well dream of the life of a cowboy held me I was taking my instrument to keep ride. So after sharing some “mulligan,” there. A local policeman picked me up in practice. This explanation apparently I waited with him in the scrub bushes and held me in the city jail while he was convincing, for even south of Santa and hopped on a reefer (refrigerated) car arranged with my folks to send me back Cruz when the county probation officer when the train started up. He showed me home on a train as a paying passenger. was one of my benefactors in the ride how to find a “dry” reefer by looking at On the train, I met Harry Ruser, an south, I told him a similar story. Only the drain under the end of each car. We elderly gentleman on his way for a winter a few months previously he had been climbed down into the empty ice com- vacation in Tucson from his home in the the one to contact my mother to get me partment of a carload of dry groceries. east. He was friendly and, after hearing out of the local detention home where I As the train bounced along toward San my tale, encouraged me in my seeking had been held during one of my “trips.” Antonio, I found that sitting on the steel independence. Mr. Ruser, pointing out But at that previous date I had told him gratings in the bottom of that compart- the benefits of more education, talked that my aunt lived in Watsonville, a town ment was not the most comfortable ride, me into going home for another try. farther south than Ben Lomond. but it was a ride. I still have dents in my After some time back at home and I didn’t waste much time looking for hide from the gratings in that car. Later, school and a few more fights with my another ride out of Watsonville, and this experience inspired me to write a older brother, wanderlust again came rode over the pass into Fresno and south poem called The Jungle, which appears over me, and the the open road called toward Bakersfield. Then off the main [in chapter 3]. to me on a warm January day in 1938. road to Barstow to ride freight trains I got off when the train slowed down I listened. After school one day, I went over the desert along the Santa Fe trail on the approach to the railroad yards at down to Oakland to my mandolin les- to Yuma and on to Tucson. San Antonio. I felt it would be smarter son at the Greek Church, but I didn’t go to walk around the freight yards rather in. Instead, I took than through since the ‘’bulls’’ (as rail- the red train over road police were known) were not kind to San Francisco INTERNATIONAL ORGANIZATION OF to the free riders of their trains. and a streetcar MASTERS,MATES & I stayed close to the yards, sighting the to Daly City, and water tower near the other end as a land- from there walked PILOTS, ILA/AFL-CIO mark, and looked over the area. One of southward. All the hoboes told me that if I waited near night, I remem- ¸ Professional mariners the water tank, I would be able to catch ber. ¸ State-of-the-art training the train “on the fly” as it started to pick Morning came. ¸ A dynamic voice for the merchant marine up speed on its way out of the yard. I was past San When I saw there were about seventy Mateo and started or eighty others waiting for this train, I looking to pass- LORGA NA NI IO ZA had a feeling this would not be a good ing motorists for a T T A I N O R N idea. Instead, while waiting for the train, ride, without suc- E O T

F N I hid in a tree with nice leafy branches cess. I cut up the I •

• M I had seen up in the center of the yard. mountain some- S A T S O T L When the train came, I noticed a big where along the ER PI S M ND “bull” riding on the side of the engine line to try Skyline ATES A looking over the yard. He got off by the Boulevard to Santa water tower and stood with arms folded Cruz. Once in a as if daring anyone to ride on his train. while, a motorist Proudly serving in peace I managed to get on the train from my would stop to ask and war since 1880 hiding place in the tree, and was the me why I wasn’t only one who rode out of San Antonio in school, but I’d on that train. point to my man- Timothy A. Brown Glen P. Banks International International The next water stop was at a place dolin case and say President Secretary-Treasurer called Seguin. I made the mistake of I was on my way to walking uptown looking for something visit an aunt down 700 Maritime Boulevard, Suite B Linthicum Heights, MD 21090-1953 to eat. I stopped to stare into the win- the line at Ben 410-850-8700 www.bridgedeck.org dow of a haberdasher’s shop which fea- Lomond who was

The Council of American Master Mariners, Inc. April 2010 Sidelights 31 UNITY FOR SAFETY AT SEA CAMM’s voice in the IMO IFSMA

Some success at IMO IFSMA is There is still much more to be done patible with other KPIs to prevent part of the by the ILG, but this is a positive step the decision-makers receiving con- Industry’s forward. tradictory control signals. International On 3rd March, IFSMA attended the Lifeboat KPI working group meeting in London Group which and the focus was on environmental was formed KPIs. I mention this as a follow on from in 2006 to my comments in the last Sidelights, and challenge the Shipping Key Performance just wish to assure our readers that our by Captain unnecessary Indicators (KPI) industry is striving to do its best for Rodger MacDonald deaths and IFSMA is a stakeholder in the the environment. At this workshop we Secretary-General serious injury Intermanager led KPI working group addressed the issues raised at MEPC 59 IFSMA to seafarers whose aim is to set standards to raise the in July 2009 relating to the prevention of during lifeboat drills. The key issue ini- quality of shipping on a global basis. As I air pollution from ships. tially was the failure of on-load release am sure you are aware KPIs must follow From this, the Energy Efficiency mechanisms and we struggled against the following points: Operational Indicator (EEOI) was devel- opposition from the manufacturers. 1)Be observable and quantifiable. oped. The EEOI is an expression of the However, at the 53rd meeting of the They use mathematical formula on energy efficiency of a ship operation, IMO Sub-Committee on Ship Design the basis of unambiguous, observ- taking into account the overall trading and Equipment (DE), draft guidelines able measurements. patterns of the vessel. The energy used were agreed upon to address this issue. 2)Have a valid indicator of perfor- in port, at ballast legs and for servicing These guidelines are to ensure that mance. They must express Express the vessel is also included so the indica- release mechanisms for lifeboats will performance within an area which tor is expressed relative to the transport be replaced with those complying with the Ship’s operators need to per- work performed in the reporting period new, stricter safety standards in order to form well as well as having complete (proposed to use rolling 12 month). reduce the number of accidents involv- control of the factors affecting the The calculation used is: ing lifeboats, particularly those which performance. ∑∑(FCij x CFj) have occurred during drills or inspec- 3)Robust against manipulation. This i j EEOI= tion. is to a large extent related to unam- ∑ (mcargo,i x Di) Amendments to the International biguous descriptions of the needed i Life-Saving Appliances (LSA) Code and measurements with no room for j is fuel type the recommendation on testing of LSA, “favourable interpretations.” i is voyage number which require safer design of on-load 4)The need to be sensitive to change. FCij is mass of consumed fuel j at release mechanisms, as well as a related Will actual changes in the Ship’s voyage i draft amendment to the International performance be reflected well (by CFj is the fuel mass to CO2 Convention for the Safety of Life at Sea increase/decrease) in the KPI Value conversion factor for fuel j (SOLAS) were also agreed. over time? m cargo is cargo carried (tonnes) or SOLAS Chapter III Life-Saving 5)Transparent and easy to under- work done (number of TEU or Appliances will require lifeboat on-load stand. Would all of the “users” of passengers) or gross tonnes for release mechanisms not complying with the KPI interpret the KPI in the passenger ships the new LSA Code requirements to be same manner. D is the distance in nautical miles replaced no later than the next scheduled 6)Compatible. Is the KPI harmonized corresponding to the cargo dry-docking of the ship following entry with the rest of the performance carried or work done into force of the SOLAS amendments. hierarchy? The KPI must be com- So EEOI = ton CO2 emitted per ton

32 Sidelights April 2010 The Council of American Master Mariners, Inc. UNITY FOR SAFETY Working together to protect and benefit Masters Internationally AT SEA IFSMA cargo sailed one mile. This requires CO2 emissions by approximately logging of all fuel used, cargo car- 10%. ried and distance sailed for each leg, Apparently trials will be conduct- needs to be implemented in the voy- ed using module carriers – heavy- age reporting from the vessel. load ro-ro carriers used to trans- There is no doubt that this is a port structures to be installed on Strategic Plan step in the right direction to both oil/gas development sites or indus- IFSMA is an international organisation show the world that shipping is a trial locations. Module carriers were of current and former Shipmasters on all much greener form of transporta- chosen because they have a wide, types of ships and who are in possession of tion than road, rail or air and also to shallow-draught hull that gener- an internationally recognized Certificate of give information to ship operators ates relatively little water pressure, Competency, and organisations represent- to help them further improve the which minimises the electric energy ing such Shipmasters. Shipmasters are those efficiency of their own ships. required by an air blower to supply who are in possession of an internationally However the working group does the bubbles. The flat, wide bottom recognised Certificate of Competency, issued have some concerns. also means the air will be better by the Government of an established mari- 1)By not distinguishing between retained under the vessel. time nation who are serving, or have previ- cargo legs and other legs limits ously served, in command of seagoing ships the usefulness of the indicator 2010 the Year whether or not engaged upon International or for Ship Managers. of the Domestic Trade. Y 2)It is difficult to use the indicator EAR OF THE R Seafarer for continuous improvement 20I0 Plans for the Mission Statement EAFARE both in ship operation and in S IFSMA Seminar in IFSMA’s mission is to be an independent ship management due to the Manila to celebrate the Year of the and financially viable organisation dedicated sensitivity to world trade. Seafarer are well underway. It will be to upholding International Standards of 3)The indicator is influenced by held on 26th June immediately after Professional Competence for Seafarers and to world trading patterns more the STCW Review Conference. The represent the views and professional interests than the actual technical opera- IMO Secretary General will be giv- of the serving Shipmaster. tion of the vessel. ing the Keynote Address and many 4)The flexibility of the indica- other high profile speakers will be in Aims tor (voyage, distance and cargo attendance. Details of how to enroll To represent in one professional body the — makes comparison or bench- will be placed on the IFSMA website Shipmasters of the world, to safeguard marking difficult). in April. professional standards and interests in So perhaps the most apparent all maritime matters in order to enable usage of the EEOI is to show the Closer to Home Shipmasters to carry out their responsible energy efficiency of shipping which Just an early notice of 2011 inten- duties in an acceptable and competent can be used to compare with other tions that subject to agreement at manner. transport modes. the IFSMA AGA we will hold our To provide a high quality, cost effective ser- 2011 AGA in Halifax, Canada. We vice to Member Associations. A design concept to are also hoping to hold a com- To achieve effective and timely introduction improve CO2 emissions mand seminar in Montreal or of policy decisions Continuing on the same theme Quebec shortly after that event. This To seek to ensure that policies and objectives we hear that the Japanese shipping is to offer an opportunity for all determined by Members at the General company NYK is to trial ships that the North East Seaboard and Great Assembly and by the Executive Council are generate bubbles on their underside Lakes Shipmasters to participate implemented. to see if they reduce water resistance in formulating the future for our To extend IFSMA’s influence and support and and, therefore, CO2 emissions. The industry. cooperate with other like-minded organisa- Japanese carrier jointly developed But West Coasters should not feel tions, with a view to forging strategic links the air lubrication system, which left out. Our friends in the Nautical and expanding the influence of IFSMA. reduces frictional resistance by Institute are intending to have its To recruit and retain Member Associations means of bubbles generated by sup- annual meeting in Vancouver and plying air to the vessel’s bottom, hopefully attach that to another IFSMA’s Policy Book, recently updated in with Mitsubishi Heavy Industries. command seminar. So watch this August 2009, is available on the IFSMA web- The system is expected to reduce space. site at www.ifsma.org.

The Council of American Master Mariners, Inc. April 2010 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.

From the Master’s Desk Looking out has published Preliminary Guidelines: munication method for national tele- my window on Post-Piracy Care for Seafarers, outlin- conferences which has the potential to this bright and ing preliminary strategies on caring for reduce our long distance phone charges sunny after- seafarers (merchant mariners) affected by about $1,500 per year. noon leads me by piracy. The document is based on In keeping with the IMO theme “2010: to think about cutting edge mental health research and Year of the Seafarer” the Newfoundland being back in ongoing discussions with shipowners, and Labrador Division has secured Capt. the Gulf of St. crewing agencies, representatives of gov- Hartmud Hess, from IMO, as the key- Lawrence ice- ernments, and other stakeholders in the note speaker for the 4th Annual HR by Captain breaking dur- industry, and provides practical guide- Solutions Seminar that they will be hold- Jim Calvesbert ing the winter lines for the maritime industry. ing. This seminar may also be taking CMMC National season. Today, On a separate topic, there still exist on a more prominent role as part of Master however, my unscrupulous owners who do not treat Transport Canada’s official activities for thoughts move toward three articles in the mariner with any degree of human the International Year of the Seafarer. this edition of From the Bridge dealing conscience. The ITF recently congratu- Look for more information for NL with piracy which creates for me a sense lated Danish authorities for acting to Division in the future. of urgency for the requirement of coast- avert a potential miscarriage of justice And finally, I would ask all Divisional al countries to spend time searching for against three seafarers. The German Masters and the National Executive to a resolution to this problem. captain/owner of the Cormorant took please start thinking about our AGM to At a recent Maritimes Division meet- away the mariners passports and other be held October 2-3 of this year. The ing, a speaker from the Centre for Foreign personal belongings and prevented them venue of Chemainus, BC promises to Policy Studies at Dalhousie University leaving the ship. They and the ship were be an enjoyable change from “the big delivered a thought provoking lecture abandoned in Frederiksvaerk, Denmark, cities”. about the causes, and associated prob- in December of last year. The situation lems, of piracy in the Somali area. It isn’t has been resolved but only after the mar- From the Bridge is the CMMC’s newl- just a question of armed intervention, iners were close to being deported which setter and can be found on their website but also of eliminating the reason for would have eliminated any potential for at www.mastermariners.ca under “From piracy in the first place, and of providing further work opportunities in Denmark. the Bridge” on the left navigation panel. assistance to piracy incident survivors. On a more positive note, our executive The Seamen’s Church Institute (SCI) has recently begun using a new com-

Maritimes Division affects the balance of power and exposes Both speakers, after a number of ques- Excerpted from March 2010 Foghorn the vulnerability of North America and tions, received a round of applause. More At the February Divisional Meeting, Europe. Mugridge identified some of details are found in the March 2010 Lt.Cdr. David Mugridge (MA, MSc, the problems, possible root causes and Foghorn on the CMMC website, under MNI, RN) from the Research Fellow solutions. Maritimes Division. at Centre for Foreign Policy Studies, Capt. Alan Stockdale, a founding Dalhousie University, Halifax, spoke of Maritimes Division member, then spoke the “dichotomy of globalization” which on behalf of the merchant seafarers, is a modern marvel of transportation about 200 of them, who are held hostage OGHORN

and distribution of goods world-wide by the Somali pirates, scapegoats, while F

but its down-side in that it facilitates ransom money for release of captures 2010 ARCH

illegal activities of organized crime, ships is negotiated with shipowners. : M HOTO non-state terrorism, piracy, kidnapping, Although, to date, murder has not been P smuggling of goods and people. This committed, their lives are on the line. Maritimes Divisional Meeting, February 2010

34 Sidelights April 2010 The Council of American Master Mariners, Inc. Company of Master Mariners of Canada

Collision between the M/V SUN DIAMOND & M/V ERAWAN In the early ship of the war years. of Dale and Co. They in turn were the hours of Sept. The Erawan had 4 holds, each with settling agents for many world wide 25th, 1973, the a tween deck, situated forward of the marine insurance companies including by Captain 19,316 tonne bridge and accommodation and a No. one of the largest in Japan, Tokyo Fire Geoffrey S. Vale deadweight 5 hold, with no tween deck, situated and Marine, who held the insurance of MNI, MA cargo vessel abaft the Engine Room and accommo- the Sun Diamond. Consequently I was CMMC Member Sun Diamond, dation. There was massive damage to appointed to represent the underwrit- in ballast condition, was inbound to the Erawan; the main deck and sheer- ers’ interests in the Sun Diamond and, Vancouver, B.C. Canada. In the vicinity strake connection had offered some of course, to keep an eye on the other of the West Point Grey Buoy she was resistance to the soft-nosed bow of the vessel. in collision with the 15,190 tonne dwt Sun Diamond, which now resembled the In all honesty, I had never before Erawan outbound from Vancouver with mouth of a shark in the stores area under been involved in such a huge case and a partial cargo of potash. the forecastle head. The main deck and was much helped by the then Salvage Both vessels were similar in many sideshell of the Erawan was curled up Association Surveyor in Vancouver, respects; the Sun Diamond had a length in the case of the former and opened Denis Morell, who represented the overall of 147.2 metres and beam of up like a sardine can in the case of the underwriters for the Erawan. 19.23m, whilst the Erawan was 141.05m latter. The corrugated steel bulkhead As both vessels were now in Vancouver, LOA with a beam of 20.58m; their sum- between No. 3 and 4 holds was torn I took the opportunity to get a pre- mer loadline draughts were similar away and the forward motion of the Sun liminary look at the damage. The Sun at around 8.40m; and both were die- Diamond was only really arrested when Diamond was berthed at Centennial Pier sel powered, the Sun Diamond having the forefoot and bow of the Sun Diamond and, at first sight, the damage appeared 8,000hp and 14.25 knots, the Erawan had began to meet the strength of the No. 4 to be largely in the fo’csle area, but on 7,500hp and 15 knots. hatch coaming, masthouse and winch on closer examination the majority of the Each of the vessels were under pilot- top. More particularly, when the forefoot stem was seen to be set over to starboard age, and in a preliminary enquiry later tore into the No. 3 and 4 double bottom with a massive indent to port above it was alleged that in the pitch dark the tanks, here strength met strength, and the waterline. Of course the underwa- outbound vessel’s navigation lights were the motion of the Sun Diamond was finally ter damage at that time could only be indistinguishable against the brightly arrested. Meanwhile the double bottom guessed at. lit West Vancouver mainly commercial tanks were open to the sea and some 200 Arrangements were made to place the shoreline. Be that as it may, one would tonnes or 227,000 litres of medium fuel Erawan in the care of the Burrard ship- think that the radio communications oil was spilled, with an alleged 45,000 yard in Vancouver, and, after a further available would have forestalled the close litres landing on Vancouver beaches. examination by a diver, it was consid- quarters situation which resulted in the Later some 136,000 litres was contained ered safe to transfer the Sun Diamond to bow of the Sun Diamond cleaving its way by floating booms. the graving dock at Esquimalt, Victoria, into the starboard side of the Erawan at At the time of this incident I was the B.C., to be placed on the blocks for fur- the junction of the No. 3 and 4 holds. Senior Cargo and Hull Surveyor with a ther examination. The Erawan was a standard SD 14 cargo well known and long established survey- Meanwhile the Transport and Port carrier built in Sunderland UK and tout- ing and average adjusting company, Boyd Authorities were busy with the oil spill, ed as a great replacement for the Liberty Phillips & Co. of Vancouver, a subsidiary Continued on next page >>>

The Council of American Master Mariners, Inc. April 2010 Sidelights 35 Company of Master Mariners of Canada

Sun Diamond >>>Cont’d from page 35 cover the labour costs of the shipyard in so that suitable comment could be made containment and clean up of the oil on cutting away all the damaged steel and regarding their costs of repairs. the beaches. I would say that it was this preparing the sound portions for the Initially I commenced on the Sun collision and its aftermath that really welding on of new material. Other dam- Diamond with no enthusiasm at all, but brought the attention of the authorities ages to items of equipment were assessed as I got into the innards of the dou- to the problems associated with a colli- as to whether they were repairable, if so ble bottom soon found that most of sion in waters close to a major Canadian costs for so doing were established, if not the internals were constructed of about port. new items were supplied. Additionally, three basic dimensions which were soon Once the Sun Diamond was safely on the final coating in owners colours to all new recognisable, then it was only a case blocks of the graving dock and the dock and repaired items was to be added to of measuring the length that had to be dry, Thomas Morgan, Surveyor, repre- the total cost. replaced and the total number of a cer- senting NKK, the Japanese Classification Burrard Shipyard, who had docked tain size of knees etc. I filled page after Society, and I jointly examined the fore- the Erawan in their floating dock, were page of my notebook, then, usually in foot area of the vessel. It was a mess! given the contract to repair the ves- the afternoon, would retire to a small Some 12 metres of the lower section of sel after a similar price per pound of windowless room placed at my disposal the forefoot had been ripped from its primed installed steel was agreed and by Yarrows, and commence the many adjacent plating and set over to star- Yarrows Shipyard, of Esquimalt, was multiplications necessary; no calculators board. There was obvious major damage given the contract for the repair of the then (well, I did not possess a portable, to the double bottom and strengthening Sun Diamond. mini-sized one), the only aid being log structure around the forefoot and prob- About this time, much to my dismay, tables for some of the more difficult ably much more hidden damage above I found out that in order to be able to calculations. As soon as I completed a that which we could not see. To prepare endorse the final invoice that the repair page, with notations and figures, I took a found and recommended list of repairs cost was in all respects fair and reason- it along to the manager’s secretary, who in such a situation for this damage was able for the work involved, I would have had kindly offered to type up my report; impossible, and it was agreed that the to measure every new piece of steel, and, the sizes etc. formed over 12 legal pages. best way to meet the situation was to by using my steel tables establish their As the above was proceeding visits, request shipyards to bid on a price per weights and thus the value of the steel had to be made to Burrard shipyard back pound of new steel installed, in a prime installed. Not only was this to be done on in Vancouver. Here it was a different painted condition. This price would the Sun Diamond but also on the Erawan story, whole areas of sideshell, main and

Damage to M/V SUN DIAMOND

Above: Under Foc’s’le head, store, port side, looking forward. Center: bow and forefoot set over to starboard. Right: lower portion of frames torn and internals buckled.

36 Sidelights April 2010 The Council of American Master Mariners, Inc. tween deck plating had to be renewed progress could be made. In the case owned by John Swire (Shipping) Ltd., a and, together with the associated frames of the Erawan there were numerous very old, well established and rich com- and underdeck beams were large in actu- items of equipment and associated vents, pany operating out of Hong Kong and al size and good progress could be made. sounding pipes and support structure to London, UK. That company was, and At this point I noted that a large angle take into account. might still be, part of the Butterfield and beam had been welded across the space Fortunately, the two shipyards involved Swire shipping group very well known of the sideshell where the bow of the had no other repair work on hand and in this part of the world. The HBSC Sun Diamond had pierced. The shipyard good progress was made, In particular at (Hong Kong and Shanghai Banking advised this had been placed and welded Yarrows, as they had no oil/potash mess Corporation- Canada) logo shows what when the vessel was still afloat in order with which to deal. was the house flag of the shipping group, to stiffen the shell before the water was The severity of the damage suffered namely 4 triangles, two white horizontal, pumped out of the dock. by both vessels would indicate that one to the mast and the other to the fly, The repairs the double bottom tanks they were probably both travelling at and two red vertical, with their bases on were a whole different matter, the colli- manoeuvring full speed, probably about the upper and lower edges of the flag. sion had opened up the double bottom 11-12 knots .It would seem from the This Company was noted, many years tanks to the sea, and the worst area was damage that the bow of the Sun Diamond ago, as being quick off the mark, invit- where the fuel had been. The potash in initially struck the other vessel at an ing deck personnel in the UK, who had the No. 4 cargo hold had flowed down angle of about 30 degrees on the bow, but just received official notification of their through the holed tank top and into the I have no knowledge of the actual posi- passing the 2nd. Mates Foreign Going double bottom tank to mix freely with tions with reference to one another that Certificate to join their Company in the the fuel oil and sea water. The result was the two ships had prior to the collision. Far East. The pay and conditions were not pretty and much labour and cursing Nor was this information ever given to good, but I believe the contract long. was expended getting the mixture out of me, nor was I made privy to the division However, many of us, having spent 3 the tanks and the steelwork reasonably of blame. I can say that the final accounts months ashore studying after completing clean before cutting torches could be in both cases were just over $500,000. As an Apprenticeship or Cadetship at about used to crop out the damaged material. that accident occurred 37 years ago the 144 Pounds per year (in the last year, Once again, numerous measurements possible cost in today’s dollars might be less previously) were desperately short had to be obtained, but heartened by my $3,500,000 each.. of cash and a number of people took up previous experience, now more skilled Just for interest, the Erawan was the offer.

Damage to M/V ERAWAN

Above: Main deck and gunwale angle bar, heavy damage. Center: Sideshell, in way of No’s 3 and 4 holds, opened up. Right: No. 4 clean up of oil, potash and sea water underway.

The Council of American Master Mariners, Inc. April 2010 Sidelights 37 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.

by Captain RIVTOW HERCULES Don Rose CMMC Vancouver Divisional Master The Self-Loading, Self-Dumping Barge April 2005 the RivTow Hercules com- dozer boats is to place the logs alongside boats are loaded back on the stern of pleted 1,500 trips carrying raw logs along the barge for the cranes to pick up and the barge and the cranes are secured for the West Coast of North America, towed load on the deck. transit. The crane operators leave for by the 6,200 hp. ocean going tug RivTow The crane operators proceed to pre- home and will meet the tug and barge at Capt. Bob. pare the barge for loading. This will the next loading site. The tug and barge The self loading, self dumping log include stripping the ballast and tip- are singled up and the journey to the barges are a type of vessel unique to ping tanks of any remaining water and destination of the cargo is started. Canada’s British Columbia Coast. Their ervicing the cranes and grapples. The During the transit to the destination purpose is the efficient transportation dozer boats operated by crew members of the cargo, a wide variety of wind, tidal of raw logs in exposed waters. They from the tug will proceed to placing logs and sea conditions are common to be evolved through a great deal of trial alongside the barge for loading. encountered and the trip could take sev- and error. The first were old sailing ship When the tanks have been stripped eral days. The passage may be through hulks that were loaded and off loaded and all valves closed and the cranes narrow channels with swift tidal streams, from an external facility. Later came the serviced and warmed up, loading will to open ocean with varying and often self dumping log barge (flat deck) that commence. During the loading opera- rough sea conditions. was loaded from an external facility and tion the crane operators spell each other There are a number of narrow channel dumped similar to as they are now. From off in three hour shifts. If all the logs are on the British Columbia Coast with tidal these evolved the self loading self dump- at one location loading time will be from streams so extreme that they can only be ing log barge like the RivTow Hercules. six to eight hours. If they are at more transited with a loaded log barge when On a typical trip, the empty barge than one location loading time will of the current is at its minimum velocity. RivTow Hercules will arrive at a logging course be longer. RIVTOW HERCULES camp or log storage facility. Meeting it The barge must be loaded in such Built 1981 there will be the crew of the log storage a way that it will have a proper trim Length: 121.92 metres facility with a small tug that will assist for towing and stability for transiting Breadth: 28.68 metres Depth: 8.02 metres the Rivtow Capt. Bob secure it for load- open exposed waters with foul weather. Carrying capacity: 15,240.86 metric ing. Also arriving via alternate means of Not only must the cargo remain on the tonnes transportation will be four crane opera- barge during transit, it must come off Fitted with two cranes each capable of tors to load it. on arrival at destination. A great deal of lifting 60 tons of raw logs. At first it will be secured to the storage expertise is required by the crane opera- RIVTOW CAPT. BOB facility then two dozer boats (small 5m tors to knit the load together. Running light 12.8 kn. tugs) will be launched from the aft end of When loading is complete a stabil- Towing RIVTOW HERCULES empty 11 kn. the RivTow Hercules. The purpose of the ity test is done on the barge, the dozer Towing RIVTOW HERCULES loaded 9 kn.

38 Sidelights April 2010 The Council of American Master Mariners, Inc. Timing to arrive at these passes dur- and ballast transfer are done by gravity.) The load does not ing slack water is part of the tug crews With the pre-flooding completed, the move until the barge navigating procedures. While transiting barge in the right position on the com- has left it. open exposed areas during foul weather, mand of the Tug Master the dumping When the barge starts moving out various weather courses may have to be procedure will start. Because the RivTow from under the load it moves sideways steered to prevent the barge from rolling Hercules discharges its load from the to starboard at a rapidly increasing rate excessively and losing its cargo before port side, ballast water is first transferred of speed for a considerable distance. arrival at destination. from the starboard side to the port side At this time the small tug connected to On arrival at destination, a small tug tipping tanks. the stern of the barge disconnects itself will come alongside the Rivtow Capt. Bob It is common that after all the ballast completely. The towing tug slips out its and pick up the Mate and a Seaman and water is transferred to the port side of winch line so it will not be pulled over by take them back to the barge. When the the barge, it has not dumped. With the the force of the barge moving sideways. crew members are on the barge the small ballast water transferred the sea-chest When the barge has settled down from tug will put its towline on the barges is opened to allow more water into the its sideways run the Mate and Seaman stern to assist holding it in position while tipping tanks. close up the barge, leaving the sea-chest the pre-flooding and dumping proce- With the sea-chest open and water and tipping tank valves open to allow the dures take place. flowing into the tipping tanks the barge forces of gravity to drain the water from On the barge the crew will service the will continue to heal over. It is common it. The assist tug will then bring them generating machinery and check that for the barge to dump at 26 to 30 degrees back to the Rivtow Capt. Bob and another the cranes are locked in place. Confident of heal. Dumping time from arrival to trip to load logs will begin. In about an that everything is secure the sea-chest departure usually takes from two to hour she will level off. will be opened along with a series of three hours. A round trip for the Rivtow Capt. Bob other valves to pre-flood ballast and tip- When the barge dumps, it actually and RivTow Hercules can range from 200 ping tanks with sea water. (Pre-flooding moves rapidly out from under the load. to 2500 miles.

RIVTOW HERCULES in Action

Three dozer boats stowed on the RIVTOW HERCULES loading. RIVTOW CAPT. BOB and RIVTOW HERCULES RivTow Hercules pre-flooded and stern of the RIVTOW HERCULES. arrive at destination. ready to start tipping procedure.

RIVTOW HERCULES starting to heal over Ballast water transferred and not RIVTOW HERCULES sea-chest open and RIVTOW HERCULES getting close to to port. dumped. going over. dumping.

There she goes!. RIVTOW HERCULES gaining speed. RIVTOW HERCULES clear of the load, RIVTOW HERCULES decks are clear and however, continues to move she is now losing momentum. sideways at a rapid rate of speed.

The Council of American Master Mariners, Inc. April 2010 Sidelights 39 Law offices of TABAK, MELLUSI & SHISHA LLP Admiralty and Maritime Law Offices

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