CAMM Sidelights February 2015

NDED 1 00 FOU 936 $4. USD ICAN M ER AS M TE A R F M O

R U

E C H .

T o IN 3 February 2015 Vol. 45, N 1 CO 96 idelights RPORATED 1 S Published by the Council of American Master Mariners, Inc. CAMM Professional Development Conference in New Orleans March 30-April 1

Under-Keel monitoring at San Pedro and Columbia River Bar Years at Sea: Message in a bottle MLC 2006

Mission Statement www.mastermariner.org 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 affect the Master. ORLEA W N E S N The Council of American Master Mariners, Inc. Annual Gene ral Meeting

C A C M D M 5 P AG M & Professional Devel opment Conference March 30 - April 1, 2015 ¶ New Orleans, USA Hosted by the New Orle ans CAMM Chapter

Registration Monday, March 30 www.mastermariner.org Registration payments can be made Welcome Reception online by credit card. Complimentary, 1600-1800 hrs Please follow instructions on Hilton Riverside Hospitality Suite website; or registration forms may be USPS mailed with check. Tuesday, March 31 Professional Development Conference* Venue & Accommodations $75 per person, at National WWII Museum

Hilton Riverside “The Changing Face of the Maritime Industry” Two Poydras St. Presentations and Discussions New Orleans, La.

www.hilton.com Paddlewheeler Creole Queen $139/night + taxes, standard room; Cruise on the Mississippi check-in March 30 and check-out $70 per person; Boarding @ 1900 hrs April 2. 3-letter group code: CAM at dock behind Hilton Riverside Rate valid until February 28, 2015. For extended stays, please call the central reservations line at Mississippi River Cruise 504-584-3959. Dinner Buffet Cash Bar

925 Magazine St. Wednesday, April 1 New Orleans, La. THEWW NATIONAL General Business Meeting WWII MUSEUM $75 per person, at Hilton New Orleans Riverside www.nationalww2museum.org Council Business Views & Positions Event Chairperson Captain Ed Higgins Closing Dinner [email protected] $70 per person, at Hilton Riverside, cash bar Keynote Speaker: Mr. Gary LaGrange Sponsors Sponsorships Available Lalonde ‘Spirit of the Seas’ Award Corporate booth displays, daily and individual sponsorships are Cash Raffle Drawing available at different levels and posted on the event website. Recognitions

*Possible coverage by Register Online: www.mastermariner.org/2015pdc-agm Annual Gene ral Meeting Professional Devel opment Conference March 30 - April 1, 2015 ¶ New Orleans, USA Hosted by the New Orle ans CAMM Chapter

Keynote Speaker Closing Dinner Mr. Gary LaGrange Port of New Orleans, President & CEO, (2001-present) During his tenure, the Port opened new, state-of-the art container, cruise and refrigerated terminals. LaGrange’s leadership brought the Port of New Orleans back into operation two weeks after Hurricane Katrina.

Featured Speakers Professional Development Conference Mr. Michael J. Rodriguez Rear Admiral James Watson Deputy Administrator, MarAd ABS Americas, President & COO Coming to MARAD most recently from the James Watson is responsible for all National Maritime Intelligence-Integration operations of the American Bureau of Office, he brings 35 years of public and private Shipping in the Western Hemisphere. maritime industry experience to MarAd. A Prior to joining ABS, Watson earned rank 1979 USMMA graduate, he sailed for 17 years of Rear Admiral with the USCG and served as a deck officer before serving shoreside at as the Director of Prevention Policy for MM&P and as professional staff for the U.S. Marine Safety, Security and Stewardship. House Subcommittee on Coast Guard and Maritime Transportation.

Mr. James McCall Baldwin, Jr. Captain Dr. John A.C. Cartner Southern Sails of Louisiana, Owner Maritime Lawyer, Author, #2574-R While many grudgingly resist change, he Captain Cartner is well-versed in domestic not only advocates it, but has the vision and and international maritime law and communication skill to explain why and how criminalization of seafarers. He co-authored maritime related “change” needs to happen. The International Law of the Shipmaster and its companion book Defending Against Pirates: The International Law of Small Arms, Armed Guards, and Privateers. He practices maritime law domestically and internationally.

Captain George Quick IOMM&P, VP Pilot Membership Group Captain Quick will address the changing relationship between the Pilot and the Master, and the legal ramifications of the same.

L ORGA NA NI IO ZA AT T N IO R N E T O

F N

• •

M S A T ST LO E PI RS D MATES AN

Thank You to CAMM’s AGM & PDC Sponsors Contributors: Masters’ Level Captain’s Level Commodore: Captain Tim Brown #1494-R L ORGA NA NI R. J. MELLUSI IO ZA AT T IGGINS IO Captain Jan Fraser #1950-R H N R N & COMPANY E Marine Services, Inc. O T

Sea-Jay F N Captain D. Hand Maritime, LLC I

• •

Captain Howard Hill #2831-RP M S A T ST LO CAP’N MANNY E PI #682-R & ASSOCIATES RS D VAdm. Thomas Weschler MATES AN Captain Patrick Wright #3311-R I S H Captain Frank Zabrocky #1964-R NATIONAL OFFICERS President Captain R.J. Klein [email protected] South Atlantic Region 425-246-9814 PORT EVERGLADES / MIAMI First Vice President Captain Paul Coan, President Captain Joe Hartnett [email protected] [email protected] NATIONAL MAILING ADDRESS 410-867-0556 30623 Chihuahua Valley Rd. Meetings at 1200, the 3rd Thursday of the Warner Springs, CA 92086-9220 month, except July and August. Galluppi, Second Vice President Pompano Beach Country Club, 1103 N. Federal Captain Dan Jordan Hiway, Pompano Beach, FL. [email protected] 503-338-8599 North Atlantic Region TAMPA BAY Treasurer and Secretary Captain Robert Holden, President Captain Manny Aschemeyer NEW YORK METRO 727-784-7595 [email protected] Captain George Sandberg, President [email protected] 951-767-3037 631-375-5830 (cell); 631-878-0579 (home) Meetings at 1130 on the 2nd Tuesday of each North Atlantic Regional Vice President [email protected] month, except July, August and September. Captain Frank Zabrocky Meetings dates and locations vary. Columbia Restaurant, 7th Ave. & 22nd St. [email protected] Mailing Address: Box 581 203-359-8494 Mailing Address: 50 Baywood Ct, Center Moriches, NY 11934 Palm Harbor, FL 34683 South Atlantic Regional Vice President Captain Tim Brown BALTIMORE / WASHINGTON, D.C. [email protected] Captain Joe Hartnett, President 410-215-0818 North Pacific Region 410-867-0556 SEATTLE / PACIFIC NORTHWEST Gulf Regional Vice President [email protected] Captain Michael Mc Cright Captain Richard Klein, President Meetings at 1130 monthly, except June - [email protected] 425-746-6475 August. Check website for date and location. 713-468-3393 [email protected] Locations vary between Baltimore and D.C. South Pacific Regional Vice President Meetings on the 2nd Thursday of each Mailing Address: P.O. Box 700 Captain Klaus Niem month, locations vary. Edgewater, MD 21037-0400 [email protected] Mailing Address: PO Box 99392 707-255-6567 Seattle, WA 98139 North Pacific Regional Vice President Captain Carl Johannes COLUMBIA RIVER [email protected] Gulf Coast Region Captain Vic Faulkner, President 206-448-3433 360-798-9530 MOBILE BAY Immediate Past President [email protected] Captain Cal Hunziker Captain Jerome “Rusty” Kilgore, President Meetings are at 1200 on the 2nd Friday of [email protected] 251-490-2741 each month. Red Lion Inn at the Quay in 253-862-7493 Meetings at 1330 on the 2nd Tuesday of each Vancouver, WA (I-5 and the Columbia River). BOG at Large month. Felix’s Fish Camp Grill:1530 Battleship Mailing Address: 121 Hazel Dell View Captain Tom Bradley Pkwy, Spanish Ft., AL. Castle Rock, WA 98611 [email protected] Mailing Address: 6208 Peir Ave. 520-903-4958 Fairhope, AL 36532 Council Chaplain South Pacific Region Father Sinclair Oubre NEW ORLEANS LOS ANGELES / LONG BEACH [email protected] 409-749-0171 Captain Ed Higgins, President Captain David Boatner, President 504-394-6866 805-479-8461 APPOINTMENTS & CHAIRS [email protected] [email protected] IFSMA Representative nd nd Captain Cal Hunziker Meetings at 1200 on the 2 Thursday of Meetings at 1200 on the 2 Tuesday of each each month, except July and August. Don’s month, except August. Crowne Plaza Hotel, Constitution and Bylaws Seafood Hut, 4801 Veterans Blvd., Metairie, Beacon Room, 601 S Palos Verdes St., San Committee Chair LA. Pedro, CA. Captain Pat Moloney Mailing Address: 8112 Ferrara Drive Mailing Address: 533 N. Marine Ave Lalonde Award Committee Chair Harahan, LA 70123 Wilmington, CA 90744-5527 Captain Tim Brown Membership Committee Chair HOUSTON SAN FRANCISCO BAY AREA Captain Liz Clark Captain Michael J. Mc Cright, President Captain Klaus Niem, President Public Relations Committee Chair [email protected] 707-255-6567 Captain Joe Hartnett Meetings monthly, September - April. Check [email protected] Positions Committee Chair website for dates. TAMUG Blue Room, Meetings on the 1st Tuesday of each month, Ms. Lyn McClelland Galveston, TX. 11:30, Sinbad’s Pier 2 Restaurant in San Finance Oversight Committee Mailing Address: Francisco, south of Ferry Building. Captain Manny Aschemeyer 4620 Fairmont Pkwy, Suite 203 Mailing Address: 4207 Chardonnay Ct. Pasadena, TX 77504 Napa, CA 94558-2562 In This Issue

ON THE COVER Transocean’s Development Driller II in the Gulf of Mexico. U.S. Coast Guard photo by Petty Officer View From the Bridge 6 3rd Class Barry Bena. President Captain R.J. Klein urges Congress SIDELIGHTS to pass a transportation bill which 1525 N. Miranda Lane supports modernization upgrades to port Green Valley, AZ 85614 infrastructure. In addition, the Jones Act 520-903-4958 [email protected] escaped being undermined in an amendment in the Senate Bill for the Keystone XL Pipeline. EDITOR-IN-CHIEF Captain Tom Bradley EDITORIAL BOARD Council In the Council 8 Capt. Tom Bradley Capt. Klaus Niem Capt. R.J. Klein Reports 2015 AGM & PDC in NOLA...... 2-3 Secretary’s Report...... 7 CONTRIBUTORS Chapter & Officer Reports...... 8 Manny Aschemeyer Dan Jordan New Members...... 10 A.K. Bansal R.J. Klein Tom Bradley Jennifer McWhorter Dear CAMM...... 10 John A. C. Cartner Sinclair Oubre Cross’d the Final Bar...... 12 Peter Chelemedos Douglas Subcleff Chaplain’s Column...... 14 Jeff Cowan Will Watson IFSMA Secretariat

COPY EDITORS In the Industry 16 Davyne Bradley Pat Moloney Liz Clark Klaus Niem In the Interest of Public Safety ...... 16 IOOS - CDIP: Under Keel Buoy in San Pedro...18 DESIGN & LAYOUT Under Keel Clearance at the Davyne Bradley Columbia River Bar...... 19 Shipmaster and MLC, part 3...... 25 PRINTING Modern Litho, Jefferson City, MO

ADVERTISING MANAGER & ADMIN Captain Tom Bradley In the Membership 30 [email protected] 520-903-4958 Peter, The Odyssey of a Merchant Mariner...... 30 TO SUBMIT MATERIAL Years at Sea: Message in a bottle...... 32 We welcome your articles, comments, illustrations and photographs. Please email or send your submissions to Sidelights Chair Capt. Tom Bradley at the above address. All submissions will be reviewed, but are not guaranteed to be published. International Perspective 34 PUBLICATION DEADLINES Issue Submission Release IFSMA News...... 34 February Jan. 22 Feb. 15 IMO News...... 37 May 2015 April 5 May 1 A.K. Bansal: Mareva Injunction...... 36 July 2015 June 1 July 1 October 2015 Sept. 1 Oct. 1 December 2015 Nov. 1 Dec. 1

NOTICE The articles in this magazine are entirely those of the writer, and do not necessarily reflect the views of CAMM nor its Board of Governors. CAMM is an independent professional organization and is not affiliated with nor endorses any union or political party.

The Council of American Master Mariners, Inc. February 2015 Sidelights 5 from the

U.S. PORT MODERNIZATION UPDATE

Last issue I stressed the need for U.S. ports to invest

Captain R.J. Klein in the total infrastructure needed to enable our ports CAMM National to handle the new Panamax and new post Panamax President ships. Not bipartisan bill to reauthorize the nation’s Positions, Congressional Sail- #1751-R only do our transportation programs for six years. In, Maritime Security 2015 major ports (with few exceptions) need Despite the bipartisan support, Congress East to be dredged to a greater depth to failed to pass the bill. The bill provides Our Positions Committee Chair, Lyn receive these ships, but the supporting vital funds for our ports to continue McClelland, will soon compile a list infrastructure needs to be updated to their modernization and it is now up of the membership’s Positions of most handle the expected increase in contain- to the new Congress to pass this bill. concern. At the AGM we will formulate er traffic from Asia. CAMM should support the passage of a a plan to address the top five on that list. According to a recent article in the transportation bill that incorporates the We welcome any suggestions from the Seattle Times by Jon Talton (1/9/15), proposals made by President Obama last membership on how best to advance ports on the U.S. East and Gulf Coasts February. these Positions. are planning to spend $10 billion by the The dates for the 2015 Congressional end of 2016 to “deepen harbors, expand Jones Act Again Under Attack Sail-In have not been determined. terminal facilities, build new warehouses Senator John McCain(AZ-R) attached CAMM will again participate as the and improve the ‘last mile’ connections an amendment to Senate Bill #S.1 -To maritime industry makes itself known to between ports and highways and rail- approve the Keystone XL Pipeline. His the new Congress. roads.” These ports are expecting anoth- amendment would have eliminated por- CAMM will be an exhibitor at the er $19.5 billion from the private sector. tions of the shipbuilding requirements Maritime Security 2015 East Conference In addition, West Coast ports are begin- currently in the Jones Act. Fortunately, in March at Jacksonville, Fla. (http:// ning to commit funds to updating their the bill passed the Senate without maritimesecurityeast.com ). Captain terminals and infrastructure. All this is Senator McCain’s amendment. It is likely Aschemeyer was able to obtain a booth good news as these projects will create that he and other like minded members for CAMM at this event. Captain jobs while bringing U.S. ports into the of Congress will continue to attack the Aschemeyer, Captain Brown and I will 21st century. Jones Act. This attempt to undermine be in attendance. Both of these venues A year ago, President Obama out- the Jones Act is a reminder that we present CAMM with an excellent oppor- lined a proposal for a four-year, $302 must continue to be vigilant in protect- tunity to represent our industry and billion transportation reauthorization ing the U.S. Maritime Industry. CAMM organization. bill including the permanent authoriza- will always join in opposition to these tion of the Transportation Infrastructure attacks, as we continue to advance our Generating Economic Recovery Position 2012-04: Jones Act; REAFFIRM (TIGER) grant program. Last May, the our staunch SUPPORT for and reten- Captain R.J. Klein Senate Environment and Public Works tion of the Jones Act, Section 27 of the Committee unanimously approved Merchant Marine Act of 1920 (Public the Reauthorization Act, a long-term Law 66-261).

6 Sidelights February 2015 The Council of American Master Mariners, Inc. Desk of the Secretary - Treasurer

Greetings, CAMM Shipmates! I have four major items/issues to share with you this time, as follows:

2015 report on the 2014 budget will be pre- half our members have paid their dues AGM/PDC sented at the AGM in NOLA, along with through 2015; and that leaves a signifi- Captain in New our 2015 budget. cant hole in our revenue income as we Manny Aschemeyer Orleans In preparing for FY 2015 – and being wait for unpaid dues to slowly come in. CAMM National As you’re as conservative as we can – it appears I’m hoping by the time you’re reading Secretary-Treasurer reading this, we’re facing yet another deficit situation. this, most of the procrastinators will #1548-R you may have We currently have some reserve funds, have responded to the reminder notice already received the Annual General but they will soon be exhausted if we I sent in early February with their dues Meeting and Professional Development cannot find new revenues. payment. If you’re still not paid up, Conference Reminder Notice that went It has been suggested by some that please do so ASAP. You may convenient- out in early February. I hope you’ll give our CAMM dues be increased for 2016, ly pay online at www.mastermariner.org favorable considerations for attending perhaps to $75 per year, but has not been and click on the “Pay Dues” link. Then that gathering in the exciting and fun widely popular or accepted in the past. follow the instructions to make your city of New Orleans. The 2015 AGM/ Still, it must be an item that is presented payment(s) by credit card. PDC Committee, chaired by Captain for discussion and debate at the AGM Ed Higgins #2872, NOLA Chapter in NOLA. Membership Status President, is putting together an excel- The best way for us to balance the bud- Our CAMM roster of active members lent program chock-full of interest- get is to make our excellent professional took a significant hit this past year with ing speakers, timely topics, and fun journal, Sidelights, totally self-sufficient the deaths of sixteen members reported. social events. (See inside front cover.) (or “revenue neutral”) through dona- With resignations and terminations for This year’s theme for the PDC is: The tions, advertising, and outside subscrip- failure to pay dues, we could lose anoth- Changing Face of the Maritime Industry, tions. We have distributed media kits er 50 or more. On the plus side, we have and it will be held inside the fabulous to all our CAMM Chapter Presidents, acquired a total of 22 new members in National World War II Museum, near asking them to pass them around to 2014, but this was not enough to offset the French Quarter. The AGM confer- their local CAMM members, to be used the above mentioned losses. ence hotel is the Hilton Riverside, on the for informing, enlightening and encour- Bottom Line? We need more new banks of the Mississippi River. Attractive aging those firms and organizations that members! I’m asking each and every rates have been established for all who they know and work with to advertise CAMM member to reach out NOW to attend. This is one AGM/PDC you won’t in Sidelights. If we can attain perhaps people you may know, work with, live want to miss! Sign up today! 10 or 12 major advertisements for the nearby, or who have been referred to magazine (on a repeat basis each year), you, to bolster our CAMM membership! CAMM’s Current Financial that will go a long way in helping with We need those young(er) masters, mates, Status the budget situation. If you’ve not seen pilots afloat – as well as those maritime I am pleased to report that for FY or received one of our media kits let professionals ashore (port officials, ter- 2014, our CAMM budget came through me know, and I’ll send one off to you minal operators, fleet managers, port with only a slight deficit (about $1K). promptly. captains, stevedore contractors, shipyard This compares very favorably to pre- managers, USCG, MarAd, etc.) Our goal vious years where our deficit spending Unpaid Dues Status for 2015 is 50 new members. Hopefully, has been much more significant. A full As we enter the new year, less than Continued on next page >>>

The Council of American Master Mariners, Inc. February 2015 Sidelights 7 Council Reports

Secretary >>>Continued from page 7 site for the full text of Positions and Maintaining the Jones Act continues we can do even better than that! If Views as they currently stand. Due to to be a major priority for CAMM, and every active CAMM member brought in the short time allotted for discussion we attempt to closely follow any efforts JUST ONE NEW MEMBER, we could of Positions and Views at the Annual to weaken or eliminate that provision DOUBLE our roster immediately! Please General Meeting (AGM), the Positions of the Merchant Marine Act. We note help today by sponsoring a new CAMM Committee requests that you review and that Senator John McCain has offered member! To make things easier, we provide any recommendations to amend legislation to that effect, and we welcome now have a convenient, user-friendly, or discontinue a Position, as well as information regarding this challenge to online application process which can suggested new Views. Please email this our Position. Master Mariners who are be accessed from the CAMM website at comment, including a brief statement also members of other maritime organi- www.mastermariner.org. Simply click on of justification, to lyn@mastermariner. zations which share our commitment to the “Become a Member” link in the left org, not later than March 15, 2015. We the Jones Act are especially requested to margin on the Home Page; then click on will assure that all input is properly provide input by March 15. the “Apply Now” button on the next page considered prior to the AGM, to facili- At this time, CAMM’s only View to get things started. tate discussion at the meeting. We will remains our stance regarding ratification Thanks for your continued interest contact you if needed to clarify your of the U.N. Law of the Seas Treaty. This and support! Hope to see you in New input as soon as possible after March is a particularly complicated issue, and Orleans in March! 15. Please submit a justification for any scholarly analysis is warmly welcomed. Until next time, smooth sailin’ to you proposed View or any proposed amend- As always, we will be voting at the all! ment or recommendation to discontinue AGM to either continue, amend, or dis- any current Position. continue each Position, and to adopt A Position is a statement of support new Views. Captain Manfred “Manny” Aschemeyer or opposition concerning a major issue Suggestions and to improve the work or incident effecting mariners, which of the Positions Committee are always position has been voted on by the mem- invited, at [email protected]. 1st VP Report: bership at a previous CAMM AGM. The Government & Public Position expresses the majority opinion North Atlantic VP Report Relations of the membership. Captain Frank Zabrocky, #1964-R Captain Joe Hartnett, #2193-R A View is a statement which has not No report submitted. No report submitted. been voted upon by the membership, or which has not been moved as a Position 2nd VP Report: at an AGM. The purpose of the View is Pilot Relations to offer information or opinion germane Captain Dan Jordan, #2698-R to the merits of adopting a Position No report submitted. regarding the issue and to alert members of facts which may not be previously Sidelights and Website known to them. This allows us to be well Report informed about each major issue well Captain Tom Bradley, #1966-L before it is debated at the AGM. Committee Chair All members are also invited to sub- No report submitted. mit updates on any Position or View currently held by CAMM, to assure that Views & Positions Committee each Position reflects the most recent Photo: Sean Tortora Ms. Lyn Mc Clelland, #3104-A status of the issue. It is important that we Captain David Moskoff, USMS – eLoran The Positions Committee requests discontinue a Position whose objective presentation at CAMM NY Metro Chapter’s that members refer to our CAMM web has been fully accomplished. January 15, 2015 chapter meeting.

8 Sidelights February 2015 The Council of American Master Mariners, Inc. New York Metro throughout the country; and moreover, at Columbia Restaurant and no busi- Captain Sean Tortora, #1919-R Congress has also reportedly halted the ness was conducted. Members and their Chapter Secretary/Treasurer sale of the existing real estate in which guests were welcomed by Captain Robert CAMM NY Metro Chapter held its the already dismantled Loran C trans- Holden, who presented each lady present winter meeting on 19 January 2015 at mitting towers once stood, so as to be with a long stem red rose. Ten members State University of New York (SUNY) available for use with eLoran. and ten guests were in attendance. Maritime College at Fort Schuyler in In the end, Captain Moskoff provid- The Council of American Master New York City. Due to the icy road ed much thought and insight into this Mariners presented the Tampa Bay conditions and rough weather we had a vital technology, with special attention Chapter with a charter on November smaller than normal turnout of about a drawn to the Maritime Cyber Security 14th, 1989. This year was the 25th anni- dozen members and guests. aspects of GPS and eLoran to our indus- versary of receiving that charter. We After our regular meeting, which try. Also many thanks go to Ms. Nancy had a special cake at the Christmas lun- included a wonderful luncheon, we Rueger and Ms. Aimee Bernstein of cheon to commemorate that event. Four had the honor of hosting the foremost SUNY Maritime College for providing charter members were present: Captain authority on eLoran, guest speaker, the wonderful facilities to include all the Richard Andrews, Captain Robert Captain David Moskoff, USMS. He is a benefits of the general mess for our lun- Holden, Captain Ronald Meiczinger, and full Professor of Marine Transportation cheon. CAMM NY Metro next meeting Captain Frederick Smith. at the U.S. Merchant Marine Academy will be on April 13 at Ft. Schuyler. All Captain Robert Holden presented at Kings Point, as well as subject mat- are invited. Captain Richard Andrews with a Ship’s ter expert in eLoran for MarAd under Bell to commemorate his 25 years ser- the U.S. Department of Transportation. Baltimore / Washington, D.C. vice to the chapter. He was the first Captain Moskoff also serves as the U.S. Captain Joe Hartnett, #2193-R and only Meeting and Arrangements government’s Senior NATO Expert Chapter President Chairman. for TG-OS (Transport Group - Ocean No report submitted. The January 13th, 2015 CAMM lun- Shipping) for Maritime Cyber Security cheon meeting featured guest speaker (MCS) and eLoran at NATO. In addi- South Atlantic VP Report Daniel Noah, a meteorologist with the tion, he routinely provides MCS and Captain Tim Brown, #1494-R National Weather Service for 25 years. eLoran briefings to U.S. and interna- No report submitted. Sixteen members and one guest were in tional government entities, and as such attendance. we were indeed lucky to have Captain Port Everglades / Miami Mr. Noah is currently the Warning Moskoff provide his presentation for Captain Paul Coan, #3021-R Coordination Meteorologist at the Chapter. Chapter President Tampa Bay office in Ruskin. He has Captain Moskoff’s presentation on the No report submitted. first-hand knowledge of the power of subject of “eLoran”, its capabilities, and hurricanes having done a post hurri- its crucial importance as a shared sys- Tampa Bay cane survey in Houston after Hurricane tem with the Global Positioning System Captain Ron Meiczinger, #1747-R Ike in 2008 and on site forecasting for (GPS) was enjoyable, informative, and Chapter Secretary emergency management in Fort Myers apropos for a meeting of seasoned The December 9th, 2014 CAMM during Hurricane Charley in 2005 and Master Mariners. Captain Moskoff annual Christmas luncheon was held Continued on next page >>> detailed the importance of eLoran as a complementary system to the GPS system. Whereas eLoran was originally expected to provide a back-up system to GPS, Captain Moskoff explained the two systems should be thought of as ‘co-systems’ with the importance stressed on both, rather than one. It should be noted that through various efforts and education, Captain Moskoff and several others he has been working with, have recently Photo: Robert Holden contributed to Congress stopping the Above left: A delicious cake to celebrate CAMM Tampa’s 25 years as a CAMM chapter. dismantling of the remainder of the Above Right: Tampa President Captain Robert Holden, left, with Captain Richard Andrews and the former Loran C transmitting stations Ship’s Bell the Chapter presented to him for his 25 years of service.

The Council of American Master Mariners, Inc. February 2015 Sidelights 9 In the Council

Council >>>Continued from page 9 various trade routes. During the early in Houston. A “cool topic” on a “hot Hurricane Wilma in 2005. 1980’s he was Master aboard one of their subject,” Peter Noble presented Technical His Power Point presentation was very LASH vessels which was part of the History of the Ships of the North West interesting and informative. He touched Rapid Deployment Force Task Group Passage. on weather radars and their use and lim- 73.7 pre-positioned in the Indian Ocean We started off January once again by itations among other interesting topics. at Diego Garcia, B.I.O.T. Our deepest attending another IMarEST Technical Companion member George Graydon sympathy goes out to Van’s family. meeting; this time the topic was FPSO was awarded the Ushakov medal by the Mooring Systems for Harsh Environments Russian Embassy in Washington, D.C. Gulf VP Report presented by Andrew Newport, Proposal This medal was approved by Russian Captain Michael Mc Cright, #2753-S & Technology Development Director, President Vladimir Putin and awarded Please refer to the Houston Report. SBM Offshore, Monaco. for service in North Atlantic convoys The presentation reviewed the back- during World War II. These convoys Mobile Bay ground to the trend of mooring FPSOs were vital in carrying supplies and equip- Captain Jerome “Rusty” Kilgore in increasingly harsh environments, dis- ment to Russia. He is also the recipient of Chapter President cussing the impact of design philoso- the British equivalent medal. No report submitted. phy as well as metocean conditions. A At our April 14th meeting we will have number of design solutions to moor- Captain Gregory Case, USCG Sector New Orleans ing FPSOs in these environments were Commander St. Petersburg, as our guest Captain Ed Higgins, #2872-R discussed, including permanent and speaker. Reserve the date. Chapter President disconnectable turret moorings for a It is with great sadness we report No report submitted. range of applications, including the Gulf Captain Allison V L Jones Cross’d the of Mexico. The presentation included Final Bar on December 23rd, 2014 in Houston details of SBM’s Very High Pressure Sarasota, Fla. at the age of 77. He is sur- Captain Michael Mc Cright, #2753-S (VHP) Fluid Swivel which was selected vived by his wife Rose and three sons. Chapter President as a winner of the 2014 OTC Spotlight Captain Van was a 1959 graduate of In December, the Houston Chapter on New Technology award. Kings Point. He spent most of his career joined IMarEST and the Nautical Note this will make three Jones Act at sea working for Waterman Steamship Institute for a joint open meeting and USA Flag shuttle tankers operating here Company on vessels in many of their technical discussion at the HESS Club in the Gulf of Mexico (GOM). Two are New Members Congratulations! You now have all the benefits of Dear CAMM, CAMM membership! Is Seamanship Dead? 3361-S Captain Christopher Gilliard of Melbourne Beach, Fla. Hello Liz - Nice article re your ‘Is Seamanship Dead’ in the Chief Mate, Maersk Lines December CAMM magazine. I am passing along copies to Sponsored by Captain Andrew Triandafilou, #2025-R some of the die hard volunteer crew of the Liberty Ship SS 3362-S Captain Lawrence Lane Frisbie of Houston, Tx. Jeremiah O’Brien in San Francisco and to others to verify Chief Mate, Crowley Maritime Sponsored by Captain Liz Clark # 997-L that they are now an endangered species. As for the Mates, it used to be a joke for the Chief Engineer 3363-A Captain Samuel M. Jebananthan of Downey, Calif. Safety Director, MetroPorts to order his Engine Cadets to go to the bridge and have the Sponsored by Captain Manny Aschemeyer #1548-R Deck Cadets show them how to ‘look out the window’, but 3364-S Captain Richard N. Finnochio of Marblehead, Mass. now it seems to be a serious problem with their now new 1st Ass’t. Inspector General in Mass. (Ret.) fixation on electronic charts. Sponsored by Captain William Jeffrey #2732-RP Best regards, Captain Ray Conrady, #2507-S 3365-R Captain Derek Terry McCann of Oceanside, Cailf. Mooring Master, AET Sponsored by Captain Manny Aschemeyer #1548-R CAMM leather portfolios for sale • 4 pockets for business cards Triple our Membership Drive • 3 pockets for handouts and accessories Sponsor 3 approved new members and be eligible to earn a • 30-paged lined notepad (8-1/2” x 11”) free year’s membership dues! Membership applications are online • basic 8-digit calculator at www.mastermariner.org. Applicants must include a copy of their current U.S.C.G. License for timely processing. $25 includes shipping and handling. Pay online using “donate” option or mail check to Captain Manny.

10 Sidelights February 2015 The Council of American Master Mariners, Inc. operated by OSG on behalf of Petrobras but to be continued on February 3rd at career with APL, his community service Americas (of which one is leased out to the Nantucket Restaurant in Crockett. At and his many, many years of hard work an oil major here in the USA) and the this event or wives and significant others for CAMM in a variety of roles includ- third is reportedly under construction are invited. ing serving as the first President of the and will be operated by Shell Energy Seattle Chapter and later as the National USA, or something to that effect. North Pacific VP Report Secretary/Treasurer. Captain Moore At the end of January, we return to our Captain Carl Johannes, #2147-R accepted this award with a very gracious monthly regularly scheduled luncheon No report submitted. speech. He was further honored with a meeting on campus with featured speak- standing ovation! er Capt. John Peterlin III, Senior Director Columbia River Our December meeting was held of Marketing and Administration, Port Captain Bill Good, #1924-R in our usual location: McCormick & of Galveston on January 28. Additional Chapter Secretary Schmick’s Seafood restaurant, Seattle on set dates for the first half of 2015 are No report submitted. December 11th with 13 in attendance. February 24, March 25, April 21, and In lieu of a guest speaker, round-table May 6th or 7th with speakers to be deter- Seattle / Pacific Northwest discussions were held on the topics of mined. Captain Douglas Subcleff, #2329-R logbook keeping requirements and the Chapter Secretary challenges of compliance to Work and South Pacific VP Report The Seattle/PNW Chapter’s Rest Hour guidelines. One of our seago- Captain Klaus “Nick” Niem, #2167-R Recognition Day luncheon was our larg- ing members, Captain Paul Willers, was Chapter President est meeting of 2014. A total of 46 were also able to provide us with a recap of his Nothing new to report. in attendance for this special annual recent voyages to the Middle East. event held this year on November 13th. Our first meeting in 2015 was on Los Angeles / Long Beach Youth Maritime Training Association January 8th, also at McCormick & Captain Dave Boatner, #2162-R (YMTA) President, Dr. Gary Stauffer, Schmick’s. A total of 14 were on hand to Chapter President was presented a check in the amount of hear a report from Captain Cal Hunziker, The Los Angeles / Long Beach Chapter $8,500 from Seattle Chapter President, immediate past president of CAMM meets at noon the second Tuesday of Captain Richard Klein, as proceeds from and now the USA representative for the the month [except August] at Crowne our 7th annual Bob Magee Charity Golf Executive Council of the International Plaza Hotel’s Beacon Room in San Pedro. Tournament. This money will be used to Continued on next page >>> We usually have anywhere from six to help fund the YMTA activities includ- ten members in attendance. Like many ing their annual scholarship program. CAMM chapters, LA/LB struggles to Captain Klein also had the honor of increase numbers at local meetings. Our presenting the Seattle Chapter’s 2014 members take an active interest in their Maritime Person of the Year award to profession and encourage all Masters liv- Captain Donald Moore. Don was rec- ing or visiting in the area to participate ognized for his outstanding professional in our monthly meetings. Captain Don Moore accepts the Seattle/ Pacific NW Chapter’s Maritime Person of the Year San Francisco Bay Area award from Captain R.J. Klein. Captain Klaus “Nick” Niem, #2167-R Chapter President The San Francisco Chapter members and wives held their Christmas party at Sinbad’s with the usual festive cheer. No business discussions took place, but plenty sea stories where told. Everybody brought a unwrapped Christmas presents for the needy children to be delivered to the SF Pilot office for redistri- bution. Our Chapter donated $500.00 to Shriners Hospitals for Children in Photo: Doug Subcleff Sacramento. Winners of the Maritime Person of the Year award: from left to right are Captain Peter Chelemedos Due to the Holiday season, the (2011), Associate Pat Hartle (2008), Captain Norm Werner (2012), Father Tony Haycock (2007), Chapter did not hold a January meeting Captain Donald Moore (2014), Captain Andrew Subcleff (2009).

The Council of American Master Mariners, Inc. February 2015 Sidelights 11 In the Council

Captain Jack Thomas Stillman #1134-R Alaska Standard. Other companies he sailed for in various Captain Jack Thomas Stillman departed this life at his home capacities included Rainier Seafoods, Seahorse Seafoods, Icicle Windsor Meade of Williamsburg, Virginia on Sept. 14, 2014. Seafoods. One of his last jobs was as an Alaska Pilot on the SS Captain Stillman began his Merchant Mariner career at age Texaco Connecticut in the summer of 1989. 16 working for the Bay Line and Standard Oil of New Jersey (Exxon), advancing from messman to Captain retiring in 1986 Captain John V. Butz #1562-R from Exxon Shipping with 41 years of service. Captain John Vernon Butz, 79, of Lancaster, Penn., sailed his Memorials may be made to the Mathews Memorial Library final journey to the safest of all ports, Heaven, on September or he Mathews Maritime Foundation. 11, 2014. After attending the U.S. Merchant Marine Academy at Kings Captain John File #1709-L Point, he enlisted in the Navy in Officer Candidate School. He On January 3rd, at 2330 hours, Captain John rose through the ranks and achieved the rank of Captain in File crossed the Final Bar. John had recently both the U.S. Navy and U.S. Merchant Marines. This achieve- undergone hip surgery. ment was his lifelong goal. He served aboard 28 ships, serving Captain John File was on the original list as Master on 11 of them throughout his career. He sailed to all of 68 Charter Members for the newly formed corners of the earth many times, including tours in Antarctica, Seattle PNW Chapter of CAMM in 1981. John the Mediterranean, and both Atlantic and Pacific Oceans. He served in a number of CAMM Seattle Chapter was a true patriot who proudly served his country. and National Officer roles over the years, including as the He is survived by his wife of 48 years, Shirley (Myers) Butz, Seattle Chapter President from 1990 to 1991 and later as with whom he shared 48 years of marriage, his daughter, a Chapter Secretary. brother and many nieces and nephews. John and his wife Linnea attended many CAMM National annual meetings held in various cities across the country. Captain Craig Massey #2822-RP Captain File’s maritime career began in WWII, at the age Craig Allen, age 67, of Tennants Harbor, Maine died on of 18, when he trained at the US. Maritime Service Training October 15, 2013. Craig was a 35 year resident of Oakland, Station in Avalon, Calif., in 1943. In 1944, he sailed on the USS New Jersey and served in the U.S. Navy followed by 37 years Viking, a marine salvage vessel and, later that year, sailed on of dedicated service to the Sandy Hook Pilots Association and the just built SS Mission San Diego, a T2-SE-A2 tanker. After the Maritime Community. Craig was an active member of the the war, John’s merchant marine career was primarily in the oil Rotary Club of Rockland the Propeller Club and volunteered tanker service: Richfield Oil, Sabine Transportation, Standard with Meals on Wheels. ¶ Oil / Chevron, Mobil Oil and Overseas Shipping. He also worked as a Mooring Please have a “Moment of Silence” for the following departed brothers. Master at Chevron’s El Segundo and Captain James St. Clair #1219-R of Danville, Ill. crossed 06/14/14 Estero Bay terminals. John’s Chevron Captain John A. Beers #3303-RP of Port Charlotte, Fla., crossed 09/07/14 career included serving as Chief Officer Captain Richard L. Cole #1546-R of Santa Rosa, Calif., crossed fall 2014 on the legendary little tanker: M.S.

Council >>>Continued from page 11 appreciation to CAMM Seattle for our worked in the Gulf of Mexico for post- Federation Shipmasters’ Associations many years of support of YMTA, includ- hurricane recovery work and also on the (IFSMA). Cal plans to attend IFSMA’s ing our annual charity golf tournament. massive Costa Concordia salvage job. next annual meeting to be held April He described the mission of YMTA and Our next meeting will be on February 16-17 in Vina del Mar, Chile. how Puget Sound Maritime hopes to 12, 2015. Guest speaker will be Ms. Our guest speaker for the January extend the educational outreach beyond Patricia Crawford, from the Crawford meeting was Mr. Frank Immel, the high school level to young adults Nautical School. She will be speaking on Marketing Manager at Global Diving & starting maritime careers. Mr. Immel the topic of recent changes to the Inland Salvage. Frank is also the new President concluded his talk with a description of Rules of the Road. Our February meet- of the Puget Sound Maritime Historical Global Diving & Salvage’s core services: ing is also our special luncheon to recog- Society (PSMHS). He spoke about how Marine Construction, Casualty Response nize women in the maritime industry. ¶ PSMHS will be taking over the manage- and Offshore Support Services. It was ment of YMTA. He began by expressing interesting to note that this company has

12 Sidelights February 2015 The Council of American Master Mariners, Inc. ORLEA W N E S N

C CAMM Plaque presented for Bulkhead at A M D M 5 P Honourable Company of Master Mariners AG M & HQ in London By Will Watson, #3256-A the HCMM. He was thrilled to receive Sponsorships I was in London over the holidays it and pledged to put it on the bulkhead and took time out to visit our col- with the rest. ¶ Available for 2015 leagues at the Honorable Company of CAMM AGM in Master Mariners (HMCC) at their headquarters aboard HQS New Orleans Wellington, which is alongside at the Albert Embankment. Commodore Level - $2,000 & up Last year, when I visited, I • 6-ft space for promotional noticed that the HCMM dis- table and display played all of the plaques from • 4 tickets to closing dinner Master Mariner organiza- with dinner name card tions worldwide in their Ward Captain’s Level - $1000 Room - except one - CAMM. • 6-ft space for promotional I arranged with Captain Don table and display Moore for a plaque. • 2 tickets to closing dinner So, on this visit, I took the Mr. Will Watson, left, presented a plaque on behalf of Closing Dinner Table- $750 opportunity to present a Council CAMM to the Honourable Company of Master Mariners • 4 tickets to closing dinner with of American Master Mariners to be placed on the bulkhead alongside plaques logo name card on centerpiece plaque to Commodore Angus representing master mariner organizations around the Menzies R N (Ret.), Clerk to globe. Creole Queen Cruise - $500 • Logo/Banner display at boarding area CAMM to be an exhibitor at the • 2 tickets aboard cruise 2015 Maritime Security Conference East Hospitality Suite- $500/night • Logo/Banner displayed in suite The 2015 Maritime Security announcement fliers and registration/ • All 3 nights for $1000 Conference East will be held in sponsorship forms, and several “give- Jacksonville, Florida, on March 10 - 12. away” items. Meeting Breaks- $200/break at the Port of Jacksonville’s magnifi- CAMM President Captain R.J. Klein • Name card & logo at sponsored set-up cent new Cruise Ship Terminal, offering will make arrangements for two CAMM Master’s Level- $500 spectacular views and ambiance for this representatives to attend. Our National event. This will be a target-rich environ- Secretary/Treasurer, Captain Manny Mate’s Level- $100 ment for showcasing CAMM’s mission Aschemeyer, will be there as a volun- and to attract advertisers and members. teer facilitator working with conference Welcome Kit Items Over 400 participants and 50 vendors organizers, and has been assured that he Any company or individual wishing to are expected to attend – representing will have time to help man the CAMM donate an item for the welcome kit will port authorities, law enforcement, state exhibit space and to give relief to the be given recognition during the event. and local government entities, elected CAMM representatives. All levels include varying levels of officials, and various federal agencies Additionally, CAMM members will recognitions in event programs, (including USCG, FBI, TSA, DHS, CBP, be afforded substantial discounts on the event website, and Sidelights. Please and others). conference registration fee. We encour- see website for further details. The CAMM exhibit booth will be age CAMM members residing in the back-dropped with a large white CAMM greater Jacksonville area to attend as flag. The table-top display will include your schedules and circumstances may www.mastermariner.org/ recent editions of Sidelights (and adver- allow. Please visit www.maritimesecurit- 2015pdc-agm tiser media kits), membership appli- yeast.com for more information. ¶ cation forms, CAMM AGM/PDC

The Council of American Master Mariners, Inc. February 2015 Sidelights 13 In the Council

Advocating for Shore Leave and Access to Vessels

In 2006, the U.S. House of Representatives’ Subcommittee on the Coast Guard and Maritime Transportation inserted what later became section 811 into unanimous in supporting the proposed 1. “Flexibility” is used in the docu- the 2006 rule, and made only suggestions to ment, and we support the concept of Coast Guard strengthen its intent. flexibility. Certainly, one method of Authorization The comment period is open to shore leave and access will not work in by Father Act. That February 27, 2015, so please submit all facilities. However, flexibility can be Sinclair Oubre bill failed to your own comments to Docket Number: used to delay shore leave and access, or CAMM Chaplain pass, and the USCG-2013-1087: outright deny them. Flexibility must be #3220-A next three 1) Federal eRulemaking Portal: employed only in order to expedite shore Coast Guard Authorization bills met the www.regulations.gov leave and access to vessels. same fate. However in 2010, President 2) Mail: 2. The Coast Guard should be mind- Obama signed the 2010 Coast Guard Docket Management Facility (M-30) ful of the MERPAC Task Statement Authorization Act, and finally after nine U.S. Department of Transportation #59 recommendations. Though it did frustrating years, the “Dirty Dozen” U.S. West Building Ground Floor, not address the language in the 2010 maritime facilities that refused to com- Room W12-140 Coast Guard Authorization, MERPAC ply with the spirit of the ISPS Code and 1200 New Jersey Ave SE did address the same language that was the Maritime Transportation Act were Washington, DC 20590 contained in the 2006 Coast Guard legislatively required to have procedures Authorization Bill. in their facility security plans to allow Here are my comments at the 3. The cost of shore leave and access to seafarers access through the facility to public hearing the vessel is a cost of doing business as a gain shore leave, and seafarer welfare First, I wish to thank the Coast Guard maritime terminal. By the very nature agents (port chaplains and their assis- and its staff for the hard work that they of a maritime terminal, there must be tants), labor officials, and pilots to access have done to produce this NPRM. This maritime vessels, and there can only be the vessel through the facility at no cost proposed rule as it stands now, would and in a timely manner. be such a tremendous advancement over Apostleship of the Sea - Section 811 was originally considered our present situation, and would signifi- United States of America self-implementing, but the Coast Guard cantly improve shore leave for seafarers later realized that this section would and access through facilities by seafarer The professional association of have to go through the whole rule-mak- welfare agents, labor officials and pilots. Catholic Mariners and the official Organization for Catholic Cruise ing process. After four years, the Coast Having been involved with this ques- Ship Priests and Maritime Ministers Guard issued the rule, and on January tion since 2001, and having chaired the 23, 2015, held a public hearing. Merchant Mariner Personnel Advisory Please contact us if you are I, with a number of seafarer welfare Committee Task Statement #59 Work interested in becoming an agents, was able to attend, and give pub- Group on this section when it original- AOS-USA member! lic comment. Industry’s primary objec- ly appeared in the 2006 Coast Guard 1500 Jefferson Drive tion was that the rule included a larger Authorization Bill, I found many of our Port Arthur, TX 77642 group that would have a right to free concerns have been heard by the Coast [email protected] and timely access to vessels than what Guard, are reflected in both the pro- Voice: 409.985.4545 was contained in the legislation. Seafarer posed rule, and the reasoning behind it. www.aos-usa.org welfare agents and labor officials were I wish to highlight a few points:

14 Sidelights February 2015 The Council of American Master Mariners, Inc. In the Council

maritime vessels if there are seafarers. safety matrix. MajorPANAMA maritime CANAL safety cont’dtraining, from andpg. 13 is on the list of approved my group that came right after the Treaty turn-over to get “up 4. Shore leave and access to vessels is issues are low moralethen and havingfatigue. them There simply facility haul visitors, the ship then over he alongside or she should the wallnot to speed” and become good ship handlers! We are all forever a larger question than just the individ- is a direct correlation(riding between up reducingprobably onalso some need of the that approval super-duper of the hard ship yellowagent, in your debt Capt. Van! All the best…. again…thanks for ual right of an individual seafarer to go fatigue and raising morale,high-density and seafarer plastic???). or beThat placed this would on a gatemake list more to board sense anythe everything you showed and taught by example! ashore. Both shore leave and visits by access to shore leave andday seafarerthan a few welfare mooring ship lines for tossedeach vesseldown eachto line time handlers it calls. on seafarer welfare organizations and labor services. bits at ridiculously highThis angles, is the likeresponsibility the old car of carriers the SSO. in the Email from Captain Wilbur Vantine 1/6/14 officials are part of a larger maritime 5. We join with othercurrent seafarer locks welfare during a relay!7. We believe that many facilities I greatly enjoyed reading your latest. It is obvious that it was and labor organizationsAnyway, in questioning as you can have see Capt.developed Van, I qualityhave more and than efficient a few a horrible mistake not to design approach walls and locomo- the number “907.” We“reservations” believe that we about see howprocedures this whole for new shore locks leave system and is access going tives into the new canal locks design. What they are planning this number seafarersto denied play outshore (several leave ofto thevessels. Maersk These captains should I had be somecollected long is not going to work. It will be a disaster. annually in our own waterway.conversations with alsoand had offered very similaras industry doubts “best as well).practices.” Now In the early nineties there was an event that turned out to 6. We agree with otherwe are seafarer seeing thatwel -theThese :money: “best is notpractices” going to can be beenough!? placed 1.6in be a waste of time but could have been useful. There was a fare agencies that seafarerBILLION??? welfare agentsdollars ina formcost overruns!of a NVIC Hmmmmm… to give guidance who tois “TriNational (US, Japan and Panama) Commission created to should not have to kiddingreceive permissionwho here? I thinkfacilities this in project writing will or be modifying VERY lucky their if study ways to improve the Panama Canal. from the ship agent itor even be on gets the finished facil- andfacility is open security by 2016,plan. or even later. I am At the time, Japan was by far the major user and they had a ity gate list to visit vessels.“hoping The for personthe best” from8. We this strongly crowd; support but if Ithe were proposed a ship lot of money in the bank. They sent very competent experts to responsible for visitorsowner, coming I would aboard be keepingrule calling a very upon close facilities weather-eye to establish on the participate. I had been “forced” into retirement from the Canal the ship is the Ship Securitywhole Officer.scope ofIf thethings agreements going on orin Panamaarrangements and theirbetween new a few years earlier and was living in Panama at the time. I was seafarer welfare agent21st-century has participated lock in project! themselves and seafarer welfare agen- getting interesting experience working for Petroterminales as the required facility securityI hope andyou safetywill have cies. a healthy This willand peacefulgo far in New developing Year, Capt a a part time berthing pilot for very large tankers on the Alaska Van! I always enjoyed working with and of course learning A Oil Lift. I was available and was appointed to be the “Maritime Father Sinclair Oubre speaks at a public hearing partnership between both organizations after the Coast Guard issuedLOT rules from on Section you! I still thatremember will improve vividly someseafarer long welfare night tranand- Expert” for the Commission with the principal duty to calcu- 811 of the Coast Guard Authorizationsits and how Act. you veryenhance patiently maritime worked security.with me ¶and many in late the canal capacity under the various plans to be proposed. Except for the Japanese experts, some of the engineer types INTERNATIONAL ORGANIZATION OF involved were not at all knowledgeable about ship handling CAN ERI MA M ST A E and they thought ships could be scheduled five minutes apart R

F ASTERS ATES M M , M & O

A in the canal and at the locks. They did not understand the

E basics. Such things as mixing heavily loaded and ballasted

U PILOTS, ILA/AFL-CIO

C H . CA H T $ ships in the schedule and the many variables about the capa-

IN 3 CO 96 ◊ Professional mariners bilities of the ships and weather conditions were not consid- RPORATED 1 Raffle ◊ State-of-the-art training ered at all in their ranks. The two main concepts under consideration were one which For anyone and everyone! ◊ A dynamic voice for the merchant marine included digging a new canal at the level of the Caribbean Sea

with locks only on the Pacific end and second one similar to Sell to friends, family, what they are doing now. The old canal would operate normal- ly until the new sea level one was completed. When the switch- colleagues, and more! over occurred, the locomotives from the present canal could be transferred for use at the new Pacific Locks which would be designed in a layout similar to the present well-proved one. st 1 Prize $800 The capacity of the canal would only be limited by how many locks were constructed and their size. More could be added nd as needed. The present canal could be converted to generate 2 Prize $500 electricity and be a tourist attraction. No fresh water would be 3rd Prize $200 Proudly serving in peace required to operate the new locks. and war since 1880 The initial cost of the sea level canal would be great. Proceeds help CAMM carry out its mission statement. However, once done, it would never become obsolete. It would 00 - OR - 00 be cheap to operate. $2 each $20 12/book Donald J. Marcus Steven E. Werse International International The Japanese experts and I favored the sea level plan. The Winner need not be a CAMM member nor present to win. President Secretary-Treasurer Panama participates were very much against it. The United Winner drawn April 1, 2015 at the AGM Closing Dinner in New Orleans. States delegation decided to support the Panama position. The 700 Maritime Boulevard, Suite B Order tickets online at www.mastermariner.org official conclusion and explanation, to make it appear that the Or mail check payable to: The Council of American Master Mariners, Inc. Linthicum Heights, MD 21090-1953 410-850-8700 www.bridgedeck.org 30623 Chihuahua Valley Rd, Warner Springs, CA 92086-9220 present expansion plan was the overwhelming better financial cont’d on page 17

The Council of American Master Mariners, Inc. 14 Sidelights February 2014 February 2015 Sidelights 15 The Council of American Master Mariners, Inc. In the Industry

In the Interest of Public Safety

“While the U.S. Coast Guard regrets any hardship merchant mariners may experience to maintain their credentials, we must maintain the safety of the Marine Transportation System through a comprehensive MMC (Merchant Marine Credential) evaluation process. This allows the U.S. Coast Guard (USCG) to make well informed decisions while protecting the public safety.” The USCG to expire four (4) months after issuance. ed in “protecting the public safety,” how by Captain Jeff Cowan issued these It can take six months to one year to does granting a five-year expiration date #3070-R words in complete the process for the certificate for operators plying domestic waters response to query made by a congres- initially, which is why the original query meet this lofty goal? Everyone else must sional representative on behalf of a pro- had been made asking about an expira- undergo the probes and expense of med- spective mariner regarding incorrect tion date, which was good for only four ical examinations every two years, or one Medical Credential date of expiration months. The Coast Guard ignored that year as in the case of active pilots. after three weeks of no response from inquiry, and Congressional representa- the CG National Mariner Center in tive intervention became necessary to Policy in Practice Martinsburg, West Virginia. secure a response. How are mariners, In 2003, the New York Staten Island In 2006, the International Maritime whose very livelihood relies upon having Ferry Andrew J. Barberi allided a main- Organization adopted the Maritime necessary certifications to sail, supposed tenance dock while carrying around Labor Convention (MLC) pending to meet the submission requirements 1,000 passengers and 15 crew, injuring 70 approval from member states. Finally, in and receive a certificate that allows them of those passengers and resulting in the August 2012, 30 percent of the partici- to sail if when issued, they are only good deaths of 11 passengers. Mariners tasked pating countries ratified the Convention. for a few months? with ferrying millions of American In August 2013, the MLC became law Actually, there are three dates print- passengers annually and those moving per international treaty. ed on a medical credential. First Class millions of barrels of oil in the same The USCG eventually issued a final Pilots, for example, have a two-year time period along the U.S. Coast get rule 17 January 2014, five months after maximum expiration date. If the Pilot is their medical condition checked every the fact, and took another two months actively engaged in piloting ships, then five years. Hence, if the intent of the to correct the adhoc issuance of first the certification has to be renewed in one U.S. Coast Guard is “to maintain the medical credentials. So why did it take year. If they are not engaged in piloting, safety of the Marine Transportation the USCG so long to formulate the final then the expiration is two years. The sec- System through a comprehensive MMC rules for medical credentialing? They ond date is for mariners engaged upon (Merchant Marine Credential) evalua- had seven years from the date of passing international voyages which requires the tion process,” shouldn’t these mariners the Convention and another year after Standard of Training, Certification and whose wellbeing is necessary to the ratification to finalize rules. What if my Watchkeeping (STCW) training certifi- health, safety and security of U.S. citi- livelihood depended upon timely issu- cates. This medical credential expiration zens and U.S. resources receive the same ance of that piece of paper? date is two (2) years. The third date of sort of review? expiration is for national credentials or Upon further investigation of the ferry Real Issue ratings for mariners who do not travel incident, the operator, an assistant cap- The issue stems from the date of expi- internationally, with a five year expira- tain at the time of allision, was tem- ration provided on these credentials. tion date. porarily unresponsive after taking one The first Medical Credential was slated If the issuing body is truly interest- prescription pain reliever that promotes

16 Sidelights February 2015 The Council of American Master Mariners, Inc. drowsiness. According to company regu- safety of millions of people and clean their seagoing counterparts. lations, there was to be a second person waterways hangs in the balance. Separately, and as the STCW training (assistant captain or captain) on the The Federal Aviation Administration issue moves forward, the possibility of ferry bridge able to take control while has over 1,000 medical doctors or cramming a four-year college curricu- underway and just before docking, but Aviation Medical Examiners (AME) lum into a training regimen that can’t in this instance, the captain was not on trained in occupational medicine. Is the possibly be accomplished in five also hits the bridge and the two crewmembers in aviation industry that much different home in terms of who will still be “quali- the wheelhouse –a lookout and mate– from the sea going trades? In terms of fied” to do just that. Not many, if the cur- were not vetted to operate the ferry public visibility, that’s certainly the case. rent regulations continue. Sometimes, maneuvering controls. The incident In terms of the amount of cargo and knowledge should be the variable that precipitated the 10-page comprehensive passengers moved by the domestic mar- trumps everything else. But not if a stan- medical form (719-K) required to be itime industry on an annual basis, it cer- dard stipulates one, two, and then five filled out each time a mariner renews a tainly is not. If it is important enough to years of medical credentialing - all at the credential (license, seaman’s document), hire that many medical professionals to same time. Could today’s educational as opposed to the less comprehensive oversee the very important health of the professionals –sailing on a training ship four-page medical form 719 in use for nation’s airline professionals, the same is that is already required to have a physi- the previous 20 years, in one form or true for the waterfront. cian on board– continue to do what they another. already do so well? Of course they can. The National Transportation Safety Another Headache: Off the There is a reason why it takes twenty Board (NTSB) investigation of the event Water and into the Classroom to thirty years of actual sea time to even- pointed out that a mariner’s medical Beyond those who hope to continue to tually bring along the next generation of status is reviewed only every five years, go out to sea, despite advancing into the mariners. Yes, simulation is doing that during which time he or she could expe- ranks of the so-called “middle-aged” and much better than the previous practice rience new medical symptoms, see a taking with them the health baggage that of standing an otherwise boring sea health care provider, take new medica- goes along with it, another issue lurks watch, interrupted by fleeting moments tions, or be hospitalized. Nevertheless, for both the Coast Guard itself and the of terror. That said; there is much to be the accident that happened over 10 years maritime academies and training insti- said for –and everything to be lost if we ago has not changed the policy for this tutions that are bringing along the next discount– the experience imparted by class or service of mariner. Why are the generation of mariners. That’s because todays rapidly graying mariners. mariners who ferry millions of people another implication of the heightened Today’s dilemma for the Coast Guard, and transport millions of tons/barrels medical criterion is the recertification the IMO, and everyone else, involves of hazardous substances along our coast of “at-sea” training instructors, as well as trying to cram 20 years of experience exempt from taking physicals every two those who never intend to sign articles into a 20-year-old body. It simply cannot years? Are these nationally credentialed ever again. As professors and instructors be done. With a policy of having one, crewmembers in that good of physical become older, it becomes just as difficult two and five-year medical renewals for shape? for these licensed mariners to maintain different sectors of the maritime indus- their tickets as it does for those who try, we do nothing to promote safety, Real Life – Impossible remain at sea. And, most academies everything to create havoc, and nothing Criteria require a valid license for those who to impart a culture of parity. It is easy to The reasons for the unequal play- teach professional subjects. say that it’s all about money. But it’s not. ing field are actually quite simple. If Projecting further, today’s American We properly police, in a uniform fash- the NMC were to have all credentialed deep sea merchant fleet engaged with ion, truckers, airline pilots and railroad mariners submit physical examination international commerce consists of per- professionals. There is no reason to not results at two-year intervals, our Coast haps 86 to 120 ships. Hence, the number do the same with America’s mariners, no Guard could not perform the necessary of mariners actively engaged with this matter what sector they toil in. Anything 200,000 evaluations in a timely man- type of operation are likely as selective a less is unacceptable. ¶ ner. Presently, their annual evaluations group as major league baseball players. number from 50,000 to 70,000 annually. When these people decide to retire or Captain Jeff Cowan sailed aboard var- Given present manpower and resources leave commercial service, some go on ious containerships as Master, capping allocated by the DHS, if they did attempt to impart their knowledge at the various a 35-year sea-going career. This article to evaluate over 200,000 exams per year, maritime academies and training insti- first appeared in Marine News, November ships would not sail, and oil among other tutions. Many do not. Those who do, 2014. products, would not get moved. The find themselves in the same situation as

The Council of American Master Mariners, Inc. February 2015 Sidelights 17 In the Industry

San Pedro South Buoy Deployment: Contributing to the Port of Long Beach’s Under Keel Clearance (UKC) System

On October sel traffic transiting at the Port of Long dardizing environmental observations 15, 2014, the Beach. This buoy is one component of and forecast products. These products by Jennifer Coastal Data a larger project to ascertain the Under are provided by the National Oceanic McWhorter, M.A.S Information Keel Clearance (UKC) of commercial and Atmospheric Administration Coastal Data Program vessels. In collaboration with federal, (NOAA), NOAA’s National Weather Information Program (CDIP) based state and industry partnerships, the Service (NWS), the National Center for Southern California at the Scripps Dutch company PROTIDE will develop Environmental Prediction (NCEP), the Coastal Ocean Institution a model that provides the UKC infor- Operational Oceanographic Products Observing System of Oceano- mation. With funding from the Oil Spill and Services (CO-OPS), and the Office graphy, University of California San Prevention and Response (OSPR) and of Coast Survey (OCS). The NWS and Diego, deployed a wave buoy located the Port of Long Beach (POLB) for the NCEP are in the process of develop- in the separation zone of the San Pedro initial assessment, the Marine Exchange ing a series of high resolution, near- south bound shipping lane, at 33° 34.646’ of Southern California in San Pedro will shore wave models called the Nearshore N, 118 °10.894’ W, 216 ft depth. The serve as the management entity for this Wave Prediction System (NWPS) that newly deployed San Pedro South Buoy, project. will provide accurate forecast guidance funded by the U.S. Integrated Ocean of waves and swell for the coastal zone Observing System (IOOS), will be used PROTIDE Under Keel that support such activities as maritime operationally by Jacobsen Pilot Service, Clearance (UKC) navigation and rip current forecasts. In Inc. for validating oceanographic condi- The PROTIDE UKC system will host addition, the OCS conducted a full bot- tions to ensure the safe transport of ves- a variety of products and services stan- tom coverage hydrographic survey. The

Figure 1. The Wave Rose plot displays frequency Figure 2. The new San Pedro South Buoy will help validate ocean observations in the Port of of swell direction to the San Pedro Buoy. Long Beach.

18 Sidelights February 2015 The Council of American Master Mariners, Inc. Under Keel Clearance at the PROTIDE UKC system will also use existing astronomical tide predictions Columbia River Bar provided by CO-OPS from the existing observational water level station located in the Port of Long Beach. Both the San Pedro and San Pedro South buoys will be used both in real-time for operations The Columbia River Bar (USA) is one of and also for wave model validation. the most dangerous and challenging Swell Vulnerability navigated stretches of water in the Combined, the Port of Los Angeles world. However, successful passage and the Port of Long Beach are the bus- iest ports in the United States for ves- grants access to several inland sel transport, therefore, oceanographic ports and waterways through which parameters are extremely important in assuring the safety and operations of ves- by Captain transportation between the US Pacific Dan Jordan #2698-R and sel traffic. The unique geography of this Northwest and the world averages 40 area makes the ports extremely suscepti- Giles R. Lesser ble to wave energy. Based on long-term OMC International million tons of cargo valued at $20 measurements from the first San Pedro billion each year. Buoy, the most frequent swell direction is from the west and the second most During 2011 and 2012 OMC century, the 100-mile (160 km) stretch common swell direction is from the International performed under-keel of river to the city of Portland has been south. The Channel Islands do not pro- clearance (UKC) modeling and detailed developed into a maintained shipping tect the ports from these angles of swell. validation studies for the Columbia channel along which more than $18 South swells are most common in the River Bar Pilots including measure- billion in goods now flow each year. summer months and west swells in the ment and analysis of the motion of Upstream of Portland a further 360 winter. In addition to the lack of protec- 24 vessels crossing the Columbia miles (580 km) of maintained navigation from the Channel Islands from west River Bar in moderate to high seas. tion channel (14 feet (4.3m) deep) pro- and south swells, the bathymetry tends Measurements and detailed UKC mod- vides navigation by barge all the way to channel wave energy right into the eling reveal that UKC needs to be care- to Lewiston, Idaho through a series ports. The deep channel between Santa fully managed on the Columbia River of 8 dams and locks which provide an Catalina Island and Los Angeles pro- Bar. Conditions under which touch elevation gain of more than 700 feet vides the perfect funnel for high south bottom events might occur vary greatly (220m) (Figure 1). This waterway is swell events into the direction of the with vessel class and transit direction the third largest grain export gateway port. By monitoring these conditions, we and that no clear “rules of thumb” can in the world and the U.S. West Coast’s can provide the Jacobsen Pilots and the be established to ensure risky transits second largest automobile import local mariners with an accurate forecast are avoided. A web-based demonstra- gateway. All import and export goods to prevent hazardous conditions. tion DUKC® system has been used shipped along this important waterway The IOOS funding for this buoy is by the Columbia River Bar Pilots to must cross the Columbia River Bar to in collaboration with the U.S. Army analyze the UKC of more than 130 reach the Pacific Ocean. Corps of Engineers and the California deepdraft transits. Between 2006 and 2010 the 105 mile Department of Parks and Recreation. navigation channel between Astoria Data from this buoy is available Introduction and Portland was dredged to increase through the CDIP website (cdip.ucsd. The Columbia River Bar, where the the maximum allowable draft of vessels edu), the NOS PORTS website (tide- outflow of North America’s 3rd larg- calling at the Lower Columbia River sandcurrents.noaa.gov/ports/) and NWS est river meets the high-energy ocean ports from 40 to 43 feet (12.2 to 13.1 National Buoy Data Center (NDBC) swells of the Northeast Pacific has long metres). The depth of the Columbia website (www.ndbc.noaa.gov). For fur- been regarded as a dangerous, but vital, River Bar remained unchanged and is ther information email [email protected]. waterway. Since discovery and explo- maintained at a depth of 55 feet (16.8 edu.¶ ration by Europeans in the early 19th Continued on next page >>>

The Council of American Master Mariners, Inc. February 2015 Sidelights 19 In the Industry

Under-Keel>>>Continued from page 19 previous studies the Bar depth was left Melbourne-based OMC International metres). At times of high swells the ver- unchanged at 55 feet. and reported in this paper, aimed to tical motion of large commercial vessels In 2011 the Columbia River Bar Pilots determine the risk profile of a represen- crossing the Columbia River Bar can be (CRBP) obtained funding from the tative modern fleet of vessels, thorough- significant and underkeel clearance on Oregon Department of Transportation ly validate the numerical models used in the Bar may become critical. Connect Oregon III grant program for the study, and establish the same, vali- Vessel motions and under-keel clear- the purposes of enhancing navigation- dated, numerical models in a real-time ance on the Columbia River Bar has al safety over the Columbia River Bar. web based system for use by the CRBP been previously investigated. From 1978 The CRBP’s grant included 80% of the to predict and manage the grounding to 1980 a major measurement campaign funding required to deploy two new risk experienced by vessels crossing the was performed by Tetra Tech1 in an wave buoys, perform a study to analyze Columbia River Bar. effort to establish vessel wave response. under-keel clearance (UKC) of a mod- This study was a remarkable effort con- ern vessel fleet over the Bar, and pro- Approach sidering the cumbersome equipment vide a demonstration computer-based The Columbia River Bar UKC Study (200 kg) available at that time to mea- Dynamic Underkeel Clearance (DUKC®) was performed in 5 distinct stages, as sure and record each ship’s motion. 53 system for evaluation by the CRBP. follows: ships were measured crossing the Bar The wave buoys were deployed and 1. Configuration of under-keel over a two-year period. Downward wave are now maintained by Scripps Institute clearance modeling response ranged up to 22 feet (6.7m) of Oceanography. One buoy (NDBC sta- In order to perform under-keel clear- in swells up to 15-20 feet (4.5-6m) in tion 46248 – Astoria Canyon) is located ance modeling, environmental models of height. However, results of this study 25 miles offshore in approximately 200 waves, tidal levels, tidal currents, water are not directly relevant to present day m water depth. The other (NDBC sta- density and ship motion models are shipping as the vessel fleet crossing the tion 46243 – Clatsop Spit) is located required. Bar has changed significantly in the last 2.5 miles from the tip of the southern For the UKC Desk Study two full 30 years. breakwater in approximately 25 m water years of environmental conditions were More recently, as part of the engineer- depth. The Clatsop Spit buoy was locat- obtained by utilizing an existing, cal- ing associated with the river deepen- ed as close to the Columbia River Bar ibrated, combined Delft3D/SWAN ing project, the depth of the Columbia as possible within the constraints of numerical model of the Columbia River River Bar was assessed. Although several keeping the buoy clear of the shipping to Estuary2. This model was run using forc- puzzling inconsistencies were found in avoid having it run down and sheltered ing/boundary conditions measured at 1 Tetra Tech (1980). Columbia River Entrance from the main ebb current jet to avoid 2 Elias, E. P. L., G. Gelfenbaum, and A. J. Van der Channel Deep-Draft Vessel Motion Study, Final having the buoy submerged by currents Westhuysen (2012), Validation of a coupled wave- Report. Prepared for Department of the Army, which routinely exceed 4 knots. flow model in a high-energy setting: the Mouth of Portland District, Corps of Engineers. Tetra Tech the Columbia River., J. Geophys. Res., doi:10.1029/ report no. TC-3925. September 1980. The UKC study, performed by 2012JC008105

Graphic: Pacific Northwest Waterways Association Figure 1. The extensive Columbia-Snake River Inland Waterways showing major dams and lake elevations. Figure 2. A portion of the Delft3D model grid showing output station locations (red) and wave and tide instrument locations (blue).

20 Sidelights February 2015 The Council of American Master Mariners, Inc. the NOAA Columbia River Bar Buoy stage of the tidal cycle. for the two-year period 1 April 2009 to (46029) and USGS river discharge data Ship motions are modeled using OMC 31 March 2011. Times during this period recorded at the Beaver Army Terminal International’s DUKC® system6 which where the Bar had been declared closed near Quincy, OR (14246900). A series was configured to compute under-keel to shipping (approximately 3% of the of output points were placed in the wave clearance components such as squat, time) were excluded from the analysis. and hydrodynamic models in order to wave response, heel, and draft adjust- This resulted in a simulation database obtain the required output data along ment due to water density changes every of approximately 170,000 hypothetical the channel centreline (Figure 2). Model ¼ mile (400 m) along the shipping chan- vessel transits across the Bar. outputs were validated against available nel from three miles offshore of the Each transit was then evaluated data. Columbia River Bar to approximately against the CRBP’s “Three foot rule” Wave-current interaction is a criti- 20 miles up the river near the town of which is intended to ensure that all ves- cal process as currents stronger than 2 Astoria (Figure 3) where the Columbia sels maintain a 3 foot (0.9m) gross UKC knots can significantly alter the ampli- River Bar Pilots hand over pilotage of clearance in the River section (RM 3 to tude, direction, and wavelength of ocean vessels to the Columbia River Pilots. 17.5) of the transit. Transits that did not swells and therefore critically affect the Analysis of the resulting under-keel satisfy the three foot rule were excluded impact of these swells on vessel motion. clearance results was separated into two from further consideration. Unfortunately, wave-current interaction distinct regions: the Bar (River Mile The remaining transits were classified at the mouth of the Columbia River (RM) -3 to RM 3) where vessel wave as either “fair”, “risky”, or “hazardous” is still imperfectly understood2,3. The response may play a significant role in depending on the assessed probability of Delft3D model was selected because of under-keel clearance and the River (RM the transit experiencing a bottom-touch its ability to link the wave and current 3 to RM 17.5) where under-keel clear- event over the Bar. Results were then models in an attempt to model these ance is predominantly determined by aggregated and patterns were analyzed effects however the model is known tidal water levels and vessel squat. by ship type for factors such as tidal to suffer limitations when waves meet 2. UKC Desk Study stage at time of sailing, offshore wave strong opposing (ebb) currents2. The UKC Desk Study was performed conditions that contributed to risky or For the live DUKC® system, where by selecting a representative fleet of 10 hazardous transits. A limited sensitivity predictive calculations of UKC are vessels and transit directions and sim- analysis was also performed. required the tidal hydrodynamic pre- ulating that each of these vessels sailed 3. Summer validation dictions are obtained from the Port of over the Columbia River Bar each hour measurements Portland “Loadmax” river level forecast 6 O’Brien, Terry, Experience Using an Innovative During July to August 2011 OMC system4 and the NOAA Columbia River Under Keel Clearance Prediction System in performed full-scale measurement and Estuary Operational Forecast System Australian Ports. Port Technology International, Continued on next page >>> Issue No. 6, 1997, pp165-169. (CREOFS)5. Operational wave forecasts are not available for the Columbia River Bar. For the demonstration DUKC® system the waves used in the ship motion predictions were derived by using the latest wave spectrum measured at the Clatsop Spit wave buoy transformed by algorithms derived from the Delft3D/ SWAN modeling to account for spatial variations in the waves along the shipping channel expected at the appropriate 3 González, F.I. (1984). A Case Study of Wave- Current-Bathymetry Interactions at the Columbia River Entrance. Journal of Physical Oceanography, Volume 14, pp 1065-1078. June 1984. 4 Port of Portland. Port of Portland – Marine – Columbia River Forecast. Last modified 13 January 2012. Accessed 30 May 2013. www.portofportland. com/nvgt_rvr_frcst.aspx 5 NOAA / National Ocean Service, Columbia River Estuary Operational Forecast System Figure 3. Arrangement of the DUKC® calculation locations for the Columbia River Bar. Calculation (CREOFS). Revised 26 September 2012. Accessed locations are arranged every ¼ mile (400 m) along the deep-draft shipping channel. This layout 30 May 2013. http://tidesandcurrents.noaa.gov/ provides sufficient resolution to capture spatial variation in ship keel elevation while keeping ofs/creofs/creofs.html computational effort to a manageable level.

The Council of American Master Mariners, Inc. February 2015 Sidelights 21 In the Industry

Under-Keel>>>Continued from page 21 4. Winter validation 5. Live demonstration DUKC® analysis on six vessels transiting over the measurements system Columbia River Bar. Measurements were Due to the strong seasonality of con- Following the successful completion performed using high precision Trimble ditions at the Columbia River Bar, wave of the winter validation measurements GNSS (GPS) receivers located on the response recorded during the summer a web-based demonstration DUKC® sys- bow and both bridge wings of each validation measurements was expected tem was established (Figure 5). To pro- target vessel. The pilot launch was also to be minimal. However, during win- vide reliable and high-quality service equipped with high-precision GPS and ter when wave response was expected to the Columbia River Bar Pilots the acted as a “chase boat” which escorted to be more significant, the prevailing demonstration DUKC® system was host- conditions meant that performing ship ed on the Microsoft Azure Cloud. Access motion measurements using traditional to the DUKC® system is limited to regis- GPS instruments was not feasible or safe. tered Columbia River Bar Pilots who can In order to circumvent this problem use the system to plan upcoming transits OMC developed and tested the new and monitor the calculated UKC of tran- “iHeave” device which is more thor- sits currently underway. oughly described in a companion paper Data inputs to the system consist of at this conference.7 The iHeave is a sim- ship principal particulars, loading and ple, compact, but highly accurate motion stability parameters, live ship speed and sensor which can be set up and acti- position data from AIS, river level fore- vated by a marine pilot on the bridge casts issued daily by the Port of Portland of a ship within a minute or two. The Loadmax system, and Bar water level, iHeave device was used by the CRBP current, and density forecasts issued between November 2011 and March twice daily by the NOAA CREOFS Photo courtesy of Columbia River Bar Pilots. Figure 4. A bulk carrier outbound over the Columbia 2012) to accurately measure short period model. Live environmental data are also River Bar. Deployment and retrieval of GPS equipment vessel motions on deck is not practical under such conditions. To (primarily wave capture such conditions an alternative ship motion measurement approach is required. response) on board 24 ves- each vessel over the Bar. This allowed sels transiting accurate measurement of the water sur- the Columbia face elevation along the time/space tra- River Bar. Data jectory followed by the vessel. GPS data recorded by the recorded were post-processed against iHeave were sent data from an on-shore base station. This back to OMC for method of GPS data processing results in detailed process- absolute processed positions with sub- ing and anal- decimetre accuracy. A limited number ysis. The proof conductivity, temperature and depth cessed iHeave (CTD) measurements were also per- ship motion formed from the pilot chase boat around data were com- the time of each transit. pared with Processed GPS data and knowledge of corresponding the onboard location of the GPS units DUKC® simula- relative to the ship’s hull were then ana- tion results pre- lyzed to extract detailed series of ship pared for each motion and under-keel clearance. These measured tran- data could then be used to validate the sit. DUKC® model predictions for tide level, squat, heel, wave response, and draft adjustment due to density change.

Figure 5. Example output of the demonstration DUKC® system showing a 7. Hibbert G and Lesser G.R. (2013). Measuring vessel motions using a profile of UKC-related information for a particular transit of a specific ship. rapid-deployment device on ships of opportunity. Proc. Coasts and Ports Black indicates sea bed, light grey is ship’s draft and dark grey is dynamic 2013, Sydney. motions allowance. Pale blue indicates predicted UKC.

22 Sidelights February 2015 The Council of American Master Mariners, Inc. used and made available on the website approximately 1 foot (0.3 m) over the within 3 feet of the design 55 foot chan- from local tide gauges and wave buoys. Columbia River Bar. nel depth. Default ship stability parameters repre- The DUKC® density predictions are 6. UKC was not a concern for any of sentative of each vessel class were able within the range of density measure- the 4 inbound vessels measured. This is to be selected by the user in case actual ments taken before and after each tran- primarily because inbound vessels are stability parameters were not available sit. timed to cross the CRB near high water. for a particular transit. Measured squat is generally well rep- 7. The majority of “risky” transits resented by the DUKC® squat model, occurred near low water at the CRB. All Results which is typically conservative by less “risky” transits occurred at times when UKC Study Rey Results than 1 foot (0.3 m). An exception to this the modeled water level at the CRB was 1. Confirmation of a significant level is that squat of container vessels over the predicted to be 2 to 3 feet lower than the of risk to be managed (2.0% risky tran- CRB is over-predicted by approximately level measured at the Astoria tide gage at sits and 0.5% hazardous transits over all 1.5 feet (0.5 m). the time. This gradient in the tide plane transits analyzed) in the absence of pilot Measured heel of bulk carriers is neg- should be confirmed by further water judgment. ligible (less than 0.4 feet, (0.1 m)) and level measurements on the Columbia 2. Clarification that transit risk varies the pattern is only vaguely represent- River Bar. significantly between the different vessel ed by the DUKC® inertial heel model. 8. Two of the four “risky” transits were classes with deeper (larger) ships not Measured heel of container vessels is container vessels traveling at high speed necessarily presenting the greatest risk small, up to 1.5 feet (0.5 m). The DUKC® over the CRB. Reducing speed could as shorter (and slightly shallower) ships inertial heel model makes a reasonable increase the UKC of these vessels by tend to resonate more with the prevail- first approximation to the pattern and reducing squat however the consequent ing swells experienced at the Columbia amplitude of the observed heel. impact on wave response would also River Bar. During the summer campaign mea- need to be considered investigated. 3. Confirmation that wave response sured wave response never exceeded 4.5 9. Waves and therefore wave response of vessels crossing the CRB is the great- feet (1.4 m), which is very low in com- at the CRB are extremely complex to est contributor to risky and hazardous parison to what is expected in the winter predict. The DUKC® wave response cal- transits, with heave and pitch motions campaign. The large amplitude wave culations are state-of-the-art, but are dominating the large-amplitude wave response expected from the winter cam- far from perfect. Many of the measured response. paign will produce more relevant data transits are very well predicted, but a few 4. Hazardous transits were identified to validate the DUKC® wave response contain significant errors. with a minimum offshore wave height of model. 10. Adjusting the vessel heading to 8 feet (2.4m), but more typically occur Winter validation results account for possible crabbing (set) when the offshore wave height is above The winter iHeave ship motion mea- effects has a significant effect on the 13 feet (4.0m). However there is not surement results indicate the following: predicted vessel wave response for many a simple relationship between offshore 1. Maximum downwards wave vessels. This implies that uncertainty in wave height and transit risk. response ranged from 4.8 feet (1.5 vessel heading and wave angle are like- 5. Hazardous transits tend to be asso- meters) to 17.1 feet (5.2 meters), with ly to be significant contributors to the ciated with to the following conditions: values in the range of 10-15 feet (3.0-4.5 uncertainty in predicted UKC. • Downward wave response greater meters) being fairly typical. 11. In this complex environment an than 18 feet (5.5 m). 2. Roll was not a critical wave response uncertainty allowance of 6 feet on top • Offshore swell periods between 12 component for determining minimum of the DUKC® prediction of best esti- to 20 seconds. UKC over the CRB for the 24 deep draft mate wave response is required to ensure • Swells coming from the SW through transits measured. DUKC® results during significant events to the NW. 3. Inbound vessels have significantly are conservative. • Low water and peak ebb tide over longer period heave and pitch motions Live demonstration DUKC® System the CRB. than outbound vessels due to the effect Results 6. The critical region for UKC is the of following waves. The Columbia River Bar Pilots have shallow region of the channel, over the 4. Roll period is unaffected by transit used the demonstration DUKC® system Bar, between RM -2 and RM 2 with the direction but is dependent on vessel class over the winter of 2012-2013 to plan majority of transits controlled at RM 0. and load condition. more than 130 transits and successfully Summer Validation Results 5. Of the 24 vessels measured during monitored the computed UKC of 70 of DUKC tide plane predictions com- the winter campaign, 4 are assessed as those transits across the CRB. Transit pared very well with chase boat mea- having a significant level of risk (with planning allows a pilot to predetermine, surements, with a maximum error of “measured” minimum keel elevation Continued on next page >>>

The Council of American Master Mariners, Inc. February 2015 Sidelights 23 In the Industry

Under-Keel>>>Continued from page 23 tool which the Columbia River Bar Pilots Despite the undesirable uncertainty in up to 24 hours in advance, a suitable have used to analyze safer sailing times wave response predictions, the demon- sailing time and speed to pass both the and determine hazardous time windows stration DUKC® system was found to be Bar and River sections of the transit when vessels should not sail. Use of the a useful tool by the Columbia River Bar with sufficient UKC. Transit monitoring DUKC® website has also improved pilots Pilots in operation over 2012/13 winter. takes the actual time and speed data understanding of both tidal slope and The pilots used the system to analyze the from the ship transit and computes what wave response in regards to UKC. UKC of more than 130 deep-draft tran- UKC would have existed, according to sits and improved their understanding of the validated DUKC® models and actual Discussion and Conclusions the associated UKC issues. measured wave and tide data. An exam- The Columbia River Bar presents an Results highlight the need to consider ple transit planning screen is shown in extreme test of our ability to model and the CRB as one of several controlling Figure 6. predict coastal processes such as waves “gates” for a successful transit up or The large, 6-foot (1.8 m) uncertainty and currents. However several skilled down the river. The following further in the wave response predictions means local organizations are working on oper- work is indicated: that an undesirably high proportion of ational environmental models and these a) Further measurements to con- the transits cannot be classified as either efforts should be encouraged. firm the tidal slopes and vertical survey safe or hazardous with a high level of The UKC Study reported here con- datum at the Bar, identified as critical in confidence. This requires pilots to confirms the results of earlier studies and this study. tinue to exercise judgment in the many reveals the complexity of ship/wave/ b) Improved wave modeling and fore- uncertain cases. tide/current interaction at the Columba casting at the Columbia River Bar. Pilots report that the DUKC® tidal River Bar. The UKC Study predicts that c) Improved vessel wave response window predictions in the River section significant UKC risk exists for certain modeling under the complex wave/cur- of the transit approximately correspond vessel classes and requires careful man- rent conditions experienced at the Bar. to traditional pilot calculations. agement. d) Detailed and integrated consider- The DUKC® website provides a visual Summer validation measurements ation of departure strategies for deep confirm the accu- draft vessels departing ports on the racy of the DUKC® Columbia River in order to ensure that tide, current and UKC criteria are met at ALL gate loca- squat models estab- tions on the lower Columbia River and lished during this Bar. study. Winter validation Acknowledgments measurements indi- This study would not have been possi- cate that in 4 of the ble without the funding received from the 24 transits measured Oregon Department of Transportation the keel of the ship Connect Oregon III grant. The authors went within 3 feet would also like to acknowledge the sup- (0.9 m) of the design port of the Port of Portland in seeking channel depth. This funding and communication with com- confirms the impor- municating with the wider stakeholder tance of UKC man- group. The helpful assistance of NOAA agement over the in providing the required output points Bar. into the newly operational CREOFS Winter validation model and the invaluable assistance of measurements also David Evans and Associates who provid- emphasize the com- ed survey equipment and assisted with plexity of modeling the summer measurement campaign are vessel wave response also gratefully acknowledged. ¶ in such a dynamic environment – Captain Dan Jordan is an active Figure 6. Example planning output of the demonstration DUKC® system especially when the Columbia River Bar Pilot (President) and for the Columbia River Bar showing 24 hour scans of predicted UKC waves themselves CAMM’s VP of Pilot Relations. Giles R. over both the Bar and River sections of the transit for a particular ship. Red, orange and green indicate times of high, medium and low risk of are poorly modeled Lesser is employed by OMC International, grounding respectively. at the Bar. Melbourne, Australia.

24 Sidelights February 2015 The Council of American Master Mariners, Inc. The Shipmaster and the Maritime Labor Convention, 2006 The Master and Titles 3, 4, 5 and Conclusions

The Master and Title 3: Accommodations, Recreational Facilities and Catering The master things within the Regulation are well control rooms in engine rooms) and has duties within the master’s control and duties. chemicals, each under the partial control and respon- There is a grandfather clause where the of the master. sibilities as Convention applies to ships built after Consistent with Guideline B4.3.2 to Title 3. a certain date. Hence, items which can Exposure to Noise, the Member with by Captain Accommod- only be addressed in design and con- international organizations and repre- Dr. John A.C. Cartner ations, recre- struction of the vessel are outside the sentatives of shipowners’ and seafar- #2574-R ational facili- master’s control in older ships, and in ers’ [and masters’] organizations should ties and catering go to the heart of how new ships, construction is within the review continually the problem of noise seafarers and the master live, eat and domain of the State and the owner’s clas- with the objective of improving the pro- spend their leisure times. As such, it sification society, which presumably fol- tection of seafarers and masters, in so far directly falls under the master’s duty lows the Convention rules in design and as practicable, from the adverse effects of to preserve the lives of those aboard. It construction oversight. The overarching such exposure. The review should take further implicates all his other duties as concepts of safety and decency apply to account the adverse effects of exposure to the safety of the vessel, the cargo, the accommodations and habitable facilities. to excessive noise on the hearing, health prosecution of the voyage and the pres- Members must adopt inspection reg- and comfort of seafarers and masters ervation of the environment. Without ulations for on-going compliance and and the measures to be prescribed or seafarers being healthy and nutritiously must consult with seafarers’ and mas- recommended to reduce noise. The mea- fed, housed in comfortable quarters and ters’ and owners’ organizations in imple- sures to be considered should include allowed to do things other than thinking menting the Regulation. Incorporated instruction of seafarers and masters in about seafaring, the general welfare of is Regulation 4.3 on health and safety the dangers to hearing and health of the vessel declines and increases the risk and accident prevention and Regulation prolonged exposure to high noise levels of accidents, illness, chronic disease and 5.1.4.2 and in the proper use of noise protection thereby increases the risks to the vessel, Accommodations require specific equipment; provision of approved hear- the persons aboard, the cargo, the pros- lighting, heating, ventilation, air con- ing protection equipment; and assess- ecution of the voyage, the environment ditioning, drainage, privacy and mod- ment of risk and reduction of exposure and is not compliant with flag State esty, sanitary, laundry, and equipment levels to noise in accommodation and laws under the Convention. Hence, the and have operational implications as to recreational and catering facilities, as master performs all the management ambient nuisances such as noise and well as engine rooms and machinery and ministerial functions under Title 3 vibration (from engines, steering gear spaces. Guideline B4.3.3 – Exposure to to perform his or her mandated duties. rooms, deck winches, ventilation, heat- Vibration is similar in language. As to accommodation and recre- ing and air conditioning equipment, Thus, each of these is within the ational facilities,1 the purpose of the other noisy machinery with sound proof domain of the master to enforce flag Regulation is to ensure that seafarers 2 An inspection and compliance rule is incor- State law in inspecting, maintaining, and masters have decent accommoda- porated in the Regulation upon registry, change provisioning, having aboard the req- of registry, sale or substantial alteration of a vessel. tion and recreational facilities on board. Design and construction requirements are not uisite chandlery spares, recording and There are requirements in the Regulation mentioned in the present discussion because they reporting, operating, planning and outside the master’s control and there- are outside the control of the master. However, spe- managing within his or her duties of cific habitability and comfort systems which must fore outside his immediate duty. Other be inspected and maintained within the control of preservation of the vessel, souls aboard, 1 Regulation 3.1. the master are discussed. Continued on next page >>>

The Council of American Master Mariners, Inc. February 2015 Sidelights 25 In the Industry

MLC >>>Continued from page 25 as worn out on the master’s inspection. the master for the preservation of the cargo, the environment and the voy- The owner provides towels, soap and souls aboard and the prosecution of the age. Inspection is required by Standard toilet paper. Hospital accommodations voyage and the enforcement of flag State A3.1(18). Member States and owners are required with accommodation min- laws that he or she inspect, maintain, must supply the necessary regulatory ima, as described above, which is also provide for, record and report, operate, regime and fitments for the Regulation. inspectable. plan and manage, as required, the cater- Standard A3.1 on accommodation Recreational facilities should be ing and catering employment system. and recreational facilities requires ini- reviewed frequently to take into Each Member must adopt laws and reg- tial and on-going inspections for com- account technical, operational and other ulations or other measures to provide pliance. This is done by the master or [assumedly social] developments in the minimum standards for food quantity his delegate. Thus, such inspection is industry. Minimally, a bookcase, facilities and quality and for drinking water and required of accommodation and rec- for reading, writing and games should for the catering standards that apply to reational spaces for heating, ventilat- be supplied if practicable. If practicable meals provided on its vessels. The flag ing, air conditioning (and the controls included also should be a canteen, smok- State shall undertake educational activ- thereof), lighting (natural and artificial ing room, television viewing and radio ities to promote awareness and imple- and the fittings and their controls), two- receiving room, cinema showings, sports mentation of these standards.5 These source power supplies for operations equipment including exercise equip- standards, at their minima, are that food and emergent states, drainage and neces- ment, table and deck games, swimming and drinking water supplies shall be sary hot and cold potable running water facilities, library of vocational and other conducted and certificates granted either by the for consumption and washing, sanitary books, facilities for recreational hand- Member or by an approved school. The authority facilities with flushable toilets which icrafts, electronic equipment [radio, should provide for the recognition of certificates of qualification issued by other Members or who are heated and drained with privacy television, video recorders, other-media have ratified the Certification of Ships’ Cooks separations, tubs and showers, clothes players], personal computer, software, Convention, 1946 (No. 69), or other approved lockers, individual wash basis, laundry bar unless contrary to law or religious or body. Under Standard A3.2, Owners, through the master as required, shall ensure that per- facilities with washers, dryers or a dry- social customs, access to ship-to-shore sons engaged as cooks are trained, qualified and ing room and irons and ironing boards, telecommunications, e-mail, internet, found competent for the position in accordance operating or repairable accommodations with reasonable charges. Efficient mail with requirements set out by law. The training shall include the completion of a training course to reduce excessive noise or vibration, forwarding at minimal costs should be approved or recognized by the Member. There internal environmental accommoda- considered as well as port visitation priv- are exceptions of small crews and exceptions as tions to eliminate the presence of harm- ileges subject to security concerns and to cooks for exigencies. The master is required to carry out frequent document inspections as to ful chemicals, berthing with reading occasional voyage visitation privileges supplies of food and drinking water; all spaces lamps, dust-proof berth separators on where insurance coverage is carried by and equipment used for the storage and handling stacked berths, toiletry accommodations the visitor for accident and illness. of food and drinking water; and galley and other 3 equipment for the preparation and service of (mirror, cabinet, etc.), separation pan- The purpose of the food and catering meals. No seafarer under the age of 18 shall be els for berths and separation of gen- Regulation is to ensure that seafarers and employed or engaged or work as a cook. ders in rooms, curtains, writing and masters are provided food of good qual- 5 The Member should cooperate with other agencies and organizations to collect current infor- seating accommodations, bookracks, ity and drinking water under regulated mation on nutrition and on methods of purchas- coat hooks, recreational accommoda- hygienic conditions. The flag State is ing, storing, preserving, cooking and serving food tions with appropriate group tables and responsible under its laws to ensure that as to the requirements of catering aboard and this information should be made available, free of seats, mess utensils, dishwashers, hot ships carry and serve food and drinking charge or at reasonable cost, to manufacturers of and cold beverage services, refrigerator, water of appropriate nutritional value and traders in ships’ food supplies and equipment, insect screens, religious accommodation and quantity for the requirements of the masters, stewards and cooks, and to shipowners’ and seafarers’ organizations. Appropriate forms if reasonable, installations for privacy ship and takes into account differing cul- of publicity, such as manuals, brochures, posters, and modesty individually and by gender tural and religious backgrounds. Food charts or advertisements in trade journals, should as necessary and by department, withal shall be provided free of charge during be used for this purpose. The Member should issue recommendations to avoid wastage of food, facili- inspected and maintained to the appro- the engagement. The ships’ cooks with tate the maintenance of proper hygiene, and ensure priate levels of repair for sanitation, abil- responsibility for food preparation must the maximum practicable convenience in working ity to clean and disinfect and to prevent be trained and qualified.4 It is a duty of arrangements; work with relevant agencies and organizations to develop educational materials vermin infestation, safety and well-be- 3 Regulation 3.2. and on-board information concerning methods of ing. Owners are urged to supply sheets 4 Guideline B3.2.2 provides that a seafarer is ensuring proper food supply and catering services; and other bedding for use by seafarers qualified as a cook if he or she has served at sea and work in close cooperation with the shipown- for a minimum period prescribed in law, passed an ers’ and seafarers’ organizations concerned and and masters returned periodically and examination prescribed in law or at an approved with national or local authorities dealing with on voyage end and assumedly replaced training course where the examination may be questions of food and catering.

26 Sidelights February 2015 The Council of American Master Mariners, Inc. suitable in quantity, nutritional value, with the health, medical care, welfare services aboard or in a foreign port are quality and variety; the organization and and social security of those in his employ free of charge to seafarers and masters equipment of the catering department and under his command. Indeed, the and include preventive measures such shall be such as to permit the provision Title touches on all ship functions and all as health education. The Member must of adequate, varied and nutritious meals functions of the master’s duties. adopt a standard medical report form for prepared and served in hygienic con- Regulation 4.5 is not covered in detail the master and relevant shoreside and ditions; and that catering staff shall be here because it is predominately a State shipside medical persons which form is properly trained and instructed. matter. Rules are established for deter- confidential and used only to facilitate mining which state prevails in social medical treatment. Detailed rules are The Master and Title 4: security schemes for the seafarer and required for larger vessels which must Health Protection, Medical master and how disputes are resolved carry a physician. Other vessels need not Care, Welfare and Social and how such schemes should be stat- carry a physician but shall carry persons Security Protection ed in employment contracts and how trained under the standards of STCW The master has duties and responsi- owners should pay into such schemes. 95; that medical advice by radio or satel- bilities under Title 4. A healthy crew is a Detailed rules are not yet published. lite communication be available around safe crew. He cannot be efficient in com- Medical care must be provided aboard the clock and that such service be free mand and fully carry out his principal and ashore.6 The purpose of the rule is of charge to all ships irrespective of flag.9 duties with a crew which is unhealthy or to protect the health of seafarers and Each Member should adopt measures not provided for medically and in their masters and ensure their prompt access to secure proper and sufficient medi- welfares individually. Proactivity in mat- to medical care aboard and ashore. cal care for the dependents of seafarers ters of health is also a duty of the master The master’s duties and functions are and masters pending the development under his duties to preserve the lives brought fully to bear in the enforcement of a medical care service, which would of those aboard and to act as the com- of the Title. Each Member is to ensure include within its scope seafarers gen- mercial agent of the master. If proactive that seafarers and masters on their ships erally and their dependents where such measures as to health are enforced, the have access to prompt and adequate services do not exist and should inform owner in the long run spends less money medical care in principle at no cost to the International Labor Office concern- on immediate medical costs and reduces the seafarer or master.7 Thus, Members ing the measures taken for this purpose. the risks of accidents and human error – ensure that afloat and ashore in their The master must be mindful of and each of which is costly. Hence, without territories seafarers or masters in need enforce health and safety protection and the careful monitoring and proactive of immediate medical care may access accident prevention rules. Regulation decisions of the master, he fails in the shoreside medical facilities. The rules 4.3 of the Convention takes a proactive duties to the owner. Again, in matters for afloat health protection and medical position10 on health and safety and looks of health and medical care, the master care in principle look toward such care at such matters systemically11 rather than performs all the management and minis- to be as comparable as possible to that morally, particularly in training.12 The terial functions under Title 4 to perform generally available ashore.8 Therefore purpose of the Regulation is to ensure his mandated duties. Members must ensure the application that seafarers and masters work envi- The master must be cognizant of the to seafarers and masters of any general ronment promotes occupational safety health protection, medical care, wel- provisions on occupational health pro- and health. Members protect the occu- fare and social security protection protection and medical care relevant to Continued on next page >>> visions of the Convention. Title 4 and their duties, including prompt access 9 See Guidelines B4.1.1 and B4.1.2 for detailed its Regulations look to the health and to necessary medicines, equipment and training requirements, equipment requirements medical needs of seafarers and mas- facilities for diagnosis, treatment, infor- and maintenance, hazardous cargo handling, communication requirements and other requirements ters as well as their social welfare and mation and expertise; give seafarers and as each apply to medical treatment. the social security protection of their masters the right to a qualified physi- 10 See, for example, Guideline B4.3.7 flag States. The master under his gen- cian or dentist without delay in port 11 The provisions required under Standard A4.3 should take into account the ILO code of practice, eral duty to preserve the lives of those if practicable; ensure, within domestic Accident Prevention on Board Ship at Sea and in aboard should be especially concerned laws, medical care and health protection Port 1996, and other ILO and international stan- with the Title and its rules, expressly 6 Regulation 4.1. dards and guidelines and codes of practice. 7 Regulation 4.2. The purpose of the Regulation 12 The curriculum for the training referred to and with strong implications to enforce is to ensure that seafarers and masters are protected in Standard A4.3(1)(a), should be reviewed peri- flag state law, and in so doing to inspect, from the financial consequences of sickness, injury odically and brought up to date. Guideline B4.3.10 maintain, provision, have aboard the or death occurring while employed. – Safety and health education of young seafarers. 8 Under Guideline B4.1.3, shoreside medical Safety and health regulations – should specify mea- requisite chandlery, report, operate, plan facilities should be adequate for the purposes and sures which will minimize occupational dangers to and manage all those matters which deal the medical personnel properly qualified. young seafarers.

The Council of American Master Mariners, Inc. February 2015 Sidelights 27 In the Industry

MLC >>>Continued from page 27 eration is also encouraged.16 State and the State of nationality be pational health of seafarers and masters Masters and other seafarers should advised. The State of nationality should by ensuring they live, work and train13 in have access to shore-based welfare facil- promptly notify the next of kin. The safe and hygienic environments. Thus, ities.17 The purpose of the Regulation competent authority should allow con- they are bound to develop and promul- is to ensure that seafarers and mas- sular officers of these States immediate gate guidelines for the management of ters have access to shore-based facili- access to the detained and regular visits occupational safety and health aboard ties and services to secure their health thereafter during detention. after consultation with owners and sea- and well-being. Shore leave and ser- farers and masters’ organizations and vices are a necessary adjunct of seagoing. The Master and Title V: taking into account codes, guidelines Every effort should be made in port and Compliance and Enforcement and standards of international state aboard to facilitate shore leave as soon The Master and Compliance and national administrations and maritime as possible after a ship’s arrival in port. Enforcement in Title V. Title V and its industry organizations.14 The laws and Shore leave is encouraged and welfare appendices deal with the master as a tri- regulations and other measures referred facilities should be secure and accessible partite seafarer member of three groups to in Regulation 4.3(3) shall be regularly and provide for welfare and cultural and equal in the eyes of the law: flag State, reviewed and revised to take account entertainment needs. Free circulation owner and seafarer. The Convention is of changes in technology and research. of information, entertainment media, set up to finely balance the rights, duties Members shall specify the duties of the sports equipment and the like is encour- and responsibilities of these parties all master to take specific responsibility for aged. Welfare boards for the supervision directed to the protection and advance- the implementation of and compliance of facilities are encouraged as is interna- ment of seafaring labor. A good part of with the ship’s occupational safety and tional cooperation. In developed ports, Title V deals with the duties of Members health policy and program; and specify standards should be high for hotels and in establishing systems to relate to the the authority of the seafarer appointed hostels and families should be accom- other two parties. The master’s duties safety representatives to participate in modated and in all cases costs should be and responsibilities expressly mentioned meetings of the ship’s safety committee. kept low. Seafarer and masters’ and own- in the Title are outlined in the following Such a committee shall be established ers’ organizations should be involved areas. on board a ship on which there are five and consulted. Information should be a. Article II(1)(g). The master’s or more seafarers. Compliance with the disseminated on public facilities, trans- employment agreement is a contract requirements of applicable internation- port, welfare, entertainment, educational of employment. This statement firm- al instruments on acceptable levels of facilities and places of worship, as well ly establishes the relationship between exposure to workplace hazards and on as facilities provided for seafarers and the master and the owner and at the the development and implementation masters as well as special laws and cus- same time cements the relationship of of occupational safety and health pol- toms, the contravention of which may the master to the class of labor called icies and programmers shall be con- jeopardize freedom. Adequate, secure seafarers who have similar contracts of sidered as meeting the requirements of means of transport at moderate prices employment. the Convention. Occupational accidents, should be available at any reasonable b. Standard A5.1.3 – Maritime Labor injuries and diseases must be reported time. Adequate lighting and access roads Certificate and Declaration of Maritime to the Member and occupational acci- should be provided, along with signpost- Labor Compliance. According to dents are investigated. Members shall ing and regular patrols. Measures should Standard A5.1.3(7), an interim mari- cooperate with shipowners’ and seafarer be taken to facilitate access to consuls time labor certificate may only be issued and masters’ organizations to bring to and effective cooperation between con- following verification that ‘(c) the mas- the attention of all seafarers and masters suls and local or state authorities. ter is familiar with the requirements of information on particular hazards by Seafarers or masters detained in a for- this Convention and the responsibilities posting official notices containing rele- eign port should be dealt with promptly for implementation…’ The master here vant instructions.15 International coop- under due process of law with appro- must understand and be certified in 13 Training is a necessary adjunct, and especial priate consular protection. The local his understanding of the Convention care is paid to young seafarers in such training. authority should request that the flag before an interim certificate is issued. 14 Members shall adopt laws taking into account This means practically that at port state international instruments and set standards for Guarding of Machinery Recommendation, 1963 occupational safety and health protection and (No. 118) control inspections or any other inspec- accident prevention. The laws are adopted in 16 Guideline B4.3.11 and Standard A4.3 where tion wherein the document is produced, accordance with Regulation 4.3(3). each Member should have due regard to relevant a record has been made of the master’s 15 Guideline B4.3.4 See also, Art. s 7 and 11 codes of practice published by the ILO, inter alia. of the Guarding of Machinery Convention, 1963 17 Regulation 4.4 and its Standard and understanding. That implies that the (No. 119), and the corresponding provisions of the Guidelines. master, where there are deficiencies on

28 Sidelights February 2015 The Council of American Master Mariners, Inc. the ship, has intentionally allowed such owner. Deficiencies must be reported by solidation of the master’s duties, respon- deficiencies. Thus, the master has failed the master and must be corrected and sibilities and rights. It is also a clear in his duties as to the flag State and the the corrections recorded. Not to do so is indication of the consolidation of the owner. a failure of the master’s duties. shipmaster’s civil liabilities. The extent to b. Standard A5.1.4 – Inspection and d. Guideline B5.1.5 – On-board com- which the States Parties coordinate their enforcement. Standard A5.1.4(12) pro- plaint procedures. A Member should laws and efforts will reflect the extent vides that ‘Inspectors shall submit a establish specific on-board complaint to which new efficiencies will appear report of each inspection to the compe- procedures. Essentially this rule sets up in the maritime industry. The extent to tent authority. One copy of the report in a compliant chain of command to the which they coordinate port State control English or in the working language of the master and thence to higher authority. It activities under the Convention will be ship shall be furnished to the master of the is a duty of the master to efficiently pros- the extent to which maritime labor will ship and another copy shall be posted on ecute the voyage. To do so he must deal be treated fairly, openly and directly by the ship’s notice board for the information with labor matters as they arise. Failure all States for the welfare of all seagoing of the seafarer’s and, upon request, sent to follow the rule is a failure of the people as well as the master. The extent to their representatives’. The master is master in his duty. Attempting to defeat to which the Convention is abused by the custodian of inspection reports and the chain of command of complaints is Members, owners and masters will be as agent of the owner is responsible for similarly a failure. the extent to which seagoing will con- such reports. Reports are a part of the e. Appendix B5-I. Example Declaration tinue to remain a dangerous, hard an record of the vessel and are therefore evi- of Maritime Labor Compliance – Part II. unpleasant life for all seafarers – includ- dential. Any spoliation of the report or This section of the Convention details ing masters. ¶ loss of the report is indicative of the fail- specific responsibility as they relate to ure of the master in his or her duties to young seafarers as defined in Regulation This article is part three of a three-part the vessel, the owner and the flag State. 1.1. The language is indicative of the series, appearing in the October 2014 and c. Guideline B5.1.4 – Inspection and administrative detail to which the mas- December 2014 issues of Sidelights. enforcement. Members are required to ter pays attention. The provisions of Captain Dr. John A. C. Cartner is an establish the competent authority for the concerns about young seafarers are unrestricted master mariner (U.S.) the purpose of receiving information in taken seriously in the Convention and and maritime lawyer practicing in confidence concerning possible breaches the master’s ministerial duties are laid Washington, D.C. He is also a member of the requirements of this convention. out in the exemplar document. The of: the Law Society of England and Wales; This requirement enables seafarers, mas- Convention language suggests that own- the District of Columbia Bar Association; ters or representatives of the seafarers to ers too should be serious in their con- the Maritime Law Association of the request an inspection when they concerns. It is a failure of the master in his United States, designated as a Proctor in sider it necessary. Reports to the master duties not to follow the procedure of the Admiralty thereby; and of other maritime of deficiencies found are reports to the document. law associations. He is also a fellow in owner and to the flag State of such defi- several maritime engineering associations ciencies under the legal and commercial Conclusion in the U.S. and U.K. relationships of the master to flag State The MLC is a major change and con-

CAN ERI MA M ST A E R F M O

R U

education

E prosperity C H . T

IN 3 CO 96 RPORATED 1 The impact of our industry is felt by every person, every family, in every state across the USA.

Donate today at www.mastermariner.org

CAMM is a non-profit 501(c)6 corporation. Contributions may be tax-deductible.

The Council of American Master Mariners, Inc. February 2015 Sidelights 29 In the Membership

Peter, the Odyssey of a Merchant Mariner Chapter 26: Wando by Captain Peter Chelemedos July- August 1952 #1671-R With the bonus money from Young Steamship agencies and, perhaps, the job. Iron Works, I was able to buy our first Masters of individual ships for such Thus I wound up at Puget Sound new car, a 1952 Studebaker Champion, permission. I called at the office of the Tug and Barge Company. John Lee, its to use while looking for a new job. I publisher of the shipping newspaper for dispatcher at the time, said that since I thought about getting some trips on the area and obtained a listing of ships had a deep sea license he would rather Puget Sound to obtain a Pilot’s endorse- due in and out of Puget Sound for the use me on the deep sea tugs. A job is ment on my Master’s license. next three months or so. income, which was my primary object, To try for the Pilot endorsement, I I then visited the Seattle office of so I accepted. My first assignment was first went to the Coast Guard Inspector’s Grace Lines and posed my problem on the Neptune, with Ray Quinn as office to get any information regarding there. Grace Lines referred me to the San master. We made trips towing retired the form of supporting data they might Francisco office. I called in at General LSTs (landing ship tanks) from Indian require. Steamship Company, agent for many of Harbor near Port Townsend to Astoria I was told that either a letter listing the foreign flag ships that call at Puget for the laid-up fleet. trips, each signed by the Master of the Sound ports. Its office referred me to While returning to Puget Sound in a vessel or the Pilot supervising the move, U.S. Customs, since foreign flag ships fog, I had my head out the pilothouse would suffice, and that I would need at could not carry passengers between two window listening for fog signals. Ray was least twenty trips on vessels the tonnage American ports. glued to the new radar set, watching the of my license. American Mail Lines attorneys advised sweep of the indicator. I thought I heard In order to meet the requirements they could not allow pilot observers to a ship’s whistle off the starboard bow. for large tonnage, it would necessitate ride on their ships under the terms of Ray said, “No, it must be the fog signal my sailing as pilot observer or mate their liability policies with insurance on Point Wilson. I don’t see anything on on freighters or tankers sailing in and companies. the screen.” around Puget Sound. I then visited the U.S. Customs office After listening to a few more blasts on I then approached the Puget Sound and confirmed the information I had the whistle and giving answering blasts Pilot Association for information as to been given. After all this running around, from our own whistle, I suddenly looked sailing as an observer with the regularly I was no closer to my goal of Pilot time up and read the name on the bow of a assigned pilots. It was explained that, than when I had started. Knot ship within about a hundred feet. since the pilots were only on the ship in I went to Puget Sound Freight Lines, I said, “I didn’t know they had changed an advisory capacity, they could not take which operated small ships around the the name of Point Wilson to Square along an observer without permission of sound. No openings there, unless some- Knot.” the Master of individual vessels. one dropped dead on one of their ships Ray said, “Oh, can you see her now?” The man suggested I contact the as no one would leave such a desirable “Yes, right above me,” I answered.

30 Sidelights February 2015 The Council of American Master Mariners, Inc. “Okay,” he said, “you can change ing for fog so we would have an excuse Lynnwood. course now. We must be in the right to anchor and shut the thing down to get Peter Steven became active in the position.” some sleep. Boy Scouts and, through that contact, I I would cheerfully have wrapped the The trip across the Gulf of Alaska became active in a Sea Explorer unit at radar antenna across his skull if I could was made on a flat, calm sea. The wake the Lake Serene Community Club, and have torn it loose. of our tug and barge left a clear, white spent most of my spare hours either When we finished that assignment, I streak to the horizon behind us on the working on their boat, the 23 SKID-Doo was sent over to the tug Active to tow blue surface. The weather was so clear or taking the boys on outings. When I more of the LSTs down to Astoria. that we could see both Mount St. Elias was laid off during one of the periodic When we reached Astoria on the sec- and Mount Fairweather, 200 miles apart, recessions in the logging industry, I took ond trip, we received word that our next at the same time. Their snow-covered a position in Seattle at PuttyStik, Inc. assignment was to Beaumont, Texas. peaks stood out in the clear air. and re-joined the ranks of commuters. The Active was a small tug, much The good weather continued all Because Kay was then isolated in the smaller than the ships I was used to. She the way through Unimak Pass and up woods a mile from the highway and two also rolled a lot and, worst of all, the Kuskokwim River to Bethel. This was miles from the Lynnwood center, I felt head was on the main deck level and the fine with me but, without wind, I found the need for another car to leave with cold sea water would back up through that as I walked ashore from where we her. Kay had been making more and the system, so relaxed comfort was not had shoved the barge onto the beach more pointed remarks about all the time one of the attractions of using that nec- for unloading down to the main part of I was spending with the Sea Scouts. essary facility. Greater Bethel, the no-see-ums were out I had the opportunity to purchase a in force. I noticed as I walked with two 1953 Studebaker Commander for sev- of the people who had preceded us by enty dollars. For that price, I knew it I suddenly looked up and read two weeks that the insects were concen- needed a bit of mechanical work and the name on the bow of a Knot trating on me. My companions pointed figured working on the car would give out the black swarm of them around me me an excuse to forego the Scouts and ship within about a hundred feet. and commented, “They know fresh meat spend my weekends at a project at home, I said, “I didn’t know they had when it comes.” repairing the car. When we returned to Seattle, I was as When I had the car towed home and changed the name of signed as Chief Mate on the little tanker had a chance to look at it in the light MV United for a run out to Port Alberni of day, I found more problems than I Point Wilson to Square Knot.” on the west coast of Vancouver Island for had anticipated, so I spent the sum- one trip. mer replacing the engine, overhauling Since the fall shipping to Alaska the transmission, replacing the broken I opted not to make the trip, so had slacked off, I made the rounds of windshield, etc. Because the design of returned to Seattle to be assigned to the employment agencies and obtained a the car was a national prize-winner, Kay tug Wando for a trip hauling a convert- position as office manager at Fiberglass immediately christened her “Gloria, the ed LST barge to Bethel, Alaska, with Engineering. Occasionally, for a vacation Glamour Girl.” supplies to build the new Alaska Native I would take a job on the Vitannic, a For some reason or another, Kay didn’t Hospital there. Our trip up the Inside small freighter serving the Ketchikan, think much of the car. When I pointed Passage in the calm, quiet waters was a Alaska, area. out to her that this year I had spent every welcome change from the rolling and Later, because of my experience with weekend at home, she muttered some- tossing about the trips on the Neptune logging machinery, I shifted over to thing about only having seen the seat of off the Washington coast. work as office manager / purchasing my pants or the or the bottom of my feet The Wando was equipped with a agent at Hansel Engineering Company. sticking out from under the greasy car, large Fairbanks-Morse diesel engine. Hansel moved his office to Lynnwood and that wasn’t what she’d had in mind. My room was not insulated for sound and, since the commute from my home Anyway, since Kay and the car did and was right on top of the engine. My in West Seattle to Lynnwood on old didn’t seem to be compatible, I used dreams were of riding the outside of a Highway 99 was longer than I want- “Gloria” to commute to Seattle after I gondola on a freight train crossing an ed to spend on the road, I moved my finally got her to run. ¶ endless trestle. We found ourselves pray- family to a house in the woods north of

The Council of American Master Mariners, Inc. February 2015 Sidelights 31 In the Membership

Years at Sea

The voyage began at noon (LMT, ZD +4) on 26 April 1989 at Latitude 23°40’N, 73°51’W. It ended on Hawklins Beach, South Caicos, Turks and Caicos Islands; a dis- tion of the ship where the bottles were for Field Studies, Center for Marine tance of 238 thrown overboard and asking the finder Resource Studies, Turks and Caicos miles as the to mail the letter using the enclosed Islands. The correspondence ended with osprey flies. $5.00 USD. I screwed the cap back on the following letter: by Captain The voyage the bottles and sealed them with some R. J. Klein took 14 years, silicon and wrapped the cap and top of Dear Mr. and Mrs. Klein, #1751-R 6 months, and the bottle with 3M duct tape. Included in this package is a photo 3 days. The vessel was a green 750 ml In the spring of 2004 I was master of the bottle I found with the original bottle, and yes, there was a message in of the Sea-Land Spirit and we had note from Mr. Klein and letter to your the bottle. What may be unique about encountered heavy weather homebound daughter (I had to smash it to get the this “message in a bottle” sea story, is that from the Far East. As we were coming letter out). Also, I included the $5 the message was addressed to a specific alongside in Oakland, our rudder fell note from the bottle. I had to lami- person and was delivered to that person. off. Well, it didn’t fall off completely, nate the note and $ bill as they were In April of 1989 I was sailing Master but dropped about 8 inches down the very brittle from being in the sun for on the Sea-Land Expedition on the rudder-post. We were able to chain fall 14.5 years! their Caribbean run. In route from Rio it back into position and tighten the nut I found the bottle on one of our Haina, DR to Jacksonville, Fla., I decided while alongside and then proceeded to regular beach clean-ups on South to write letters to my kids, Richard age an emergency dry docking on the West Caicos, Turk and Caicos Islands. We coast. regularly clean this beach of all trash, The ship was drydocked at Esquimalt What may be unique about this graving dock near Victoria, BC. My “message in a bottle” sea story, is daughter Dru was living and working in Seattle and she visited for a weekend that the message was addressed tour of the ship while in drydock. Later to a specific person and was my wife, Lyn joined me for a weekend at which time she gave me a large enve- delivered to that person. lope to open. As I went through the documents, I became more and more excited. There was a string of correspon- 13 and Dru age 10. I wanted to try the dence starting with a post card from Dr. “message in a bottle” method of delivery. David Wilson, a professor at the School I calculated that if I threw bottles overboard while running with the prevailing currents along the Bahamas, they would be carried to the U.S. East Coast in a relatively short period of time. I addressed each letter with their name to our home in Bellevue, Washington. I also enclosed a note giving the posi-

32 Sidelights February 2015 The Council of American Master Mariners, Inc. so your bottle was a recent arrival Everything was in the package, includ- When I returned home, I invited Dru (within 2 month of the day I found ing the unopened envelope addressed to to dinner under the guise of discussing it - Saturday, 29th of November, 2003. my now 24 year-old daughter. Lyn asked finances for school. After dinner I hand- I found it on a beach called ‘Hawklins me what I had written, but I had no idea ed her a folder with all the “message” Beach’ – see map below. I hope the as I had forgotten all about the bottles information. When she got to the letter note to your daughter is readable. after so many years. We decided that she asked, “What does the it say?” Yours sincerely since the letter was addressed to Dru, I said, “I don’t know, its addressed to Dave Wilson that she should be the one to open it. you.” Here is the letter:

Dear Dru, I am sending this letter by bottle, so I don’t know when you will receive it. I will be throwing the bottle overboard at noon on April 26, 1989. The ship’s position will be 24°40’N 73°51’W, the Sea-Land Expedition is in route from Rio Haina, DR to Jacksonville, Fla. We are averaging a speed of over 24 knots. We are 50 miles North East of San Salvador, which is supposed to have been Columbus’ first land fall in 1492. The trip has been very interesting. We have had stowaways, machinery failures, and problems maneuvering the ship in close quarters. The Valdez has gone aground and everyone thinks the captain was drunk. No one remembers that the Third Mate was the officer on the bridge at the con. I am looking forward to getting off for vacation next call in New York. Am planning on doing some rafting and going to Idaho. I know you don’t really want to go, but that is what we do in the summer. Maybe Uncle Tim and his family will visit us in Seattle at the end of July. I hope that this letter reaches you. It will be interesting to see Chart of where Captain Klein where it is mailed from. threw bottles overboard, and I love you and miss you lots. location where bottle was Love, Dad found.

We did have five stowaways from the Dominican Republic, we had lost the ships main steam turbine generator and we lost the plant just as I was about to make a 60° turn entering the port of San Juan, PR. We did go to Idaho and my brother Tim and his family came to Seattle for 2 weeks. I wrote to 3M asking if they would be interested in making a commercial about how good their duct tape was to have kept the bottle afloat for over 14 years, but never received a reply. I have often wondered about the route the bottle traveled to reach Hawklins Beach. The strong current running along the east side of the Bahamas should have taken the bottle(s) to the northeast, Hawklins Beach is to the south and west of the ship’s position? Did it traverse the Sargasso Sea? I am sure some current expert could figure it out. In the end it was a wonderful experience to share with Dru and made me realize how lucky I have been in my career choice. It could Captain R.J. Klein and his daughter Dru open his “message in a only happen if you “go to sea.” ¶ bottle” after more than 14 years.

The Council of American Master Mariners, Inc. February 2015 Sidelights 33 UNITY FORSAFETY AT SEA IFSMA CAMM’s voice in the IMO

2014 has been a year of many changes for IFSMA and its progress towards becoming more recognizable and ensuring that more people and organizations reputation for being unbiased and truly Head Office are aware independent in its views and what it This has been totally refurbished and of what we promotes. IFSMA does not make inter- looks very good. This is not a personal TY FOR SAFETY UNI AT SEA IFSMA August 2014

IFSMA Newsletter 001 thanks IACS for their detailed submission and - are; what we ventions, papers and other work just to observation but stated by those who IMPA for their thoughtful Paper. This is a safety criti Secretary General‘s Report cal issue for which the Master has responsibility. It INTRODUCTION is not acceptable to push the safety envelope further. IFSMA therefore Welcome to all members and associations of the IFSMA family. This is the first of a new format for Newslettersunreservedly supports the position of IMPA. to be circulated to the membership every 2 months to Thank you Chair.” keep them up to date of what IFSMA is doing and for stand for; be recorded, but more of being a voice have visited the office. There is no more members to make comment. III 1 – 14 July – 18 July

The annual cycle for the editions will be August; Oc- Attended by: x 1 tober; December; February; April; June. It is hoped Secretariat x 2 that each edition will be released during the first week Nautilus International of the month quoted. But this will depend on other SRI x 2 (This was requested by SRI under ITF) commitments. - Interventions and the work demanding change and asking questions expenditure to be made apart from pay- Future editions of the Newsletter will also contain ar (1) Agenda Item 5 – Casualty Analysis & Statistics ticles submitted by the membership on topical issues. Depending on the volume of articles received will make “Thank you Chair. IFSMA, representing ship masters- it necessary to choose which articles that will appear. thanks the UK for submitting Paper 1/5 on behalf of the Correspondence Group. IFSMA notes that atten Captain Paul Owen the Assistant Secretary General is tion is drawn in Section 15 to the ‘Danny FII’ where controlling the formatting and editing of the materials - the Master, an IFSMA Member, went down with his that we do. that others will not ask. ing the running costs. The work being to ensure that whenever possible this Newsletter will - ship. In particular, the analysis noted the lack of in remain within a 4 page spread. ternationally accepted Rules, Standards and Guide Captain John Dickie the Secretary General will lines that address design issues specific to the safety contribute the majority of the core materials for the of livestock carrier operations. Since it is not within Newsletter based on the work that IFSMA is doing at the gift of an NGO to progress this issue, IFSMA asks the time. what action Flag States intend to take to correct this serious situation? Regrettably, It should be noted that without the done now is to change the office into At the IMO The Annex to the Paper contains information on The following shows the committees or sub-committees lessons learnt for ‘Presentation to Seafarers’ but is attended. The format will show who attended and the absent in lessons learnt for ‘Presentations to other interventions made. A full list of the documents used Parties’. The focus of attention on ‘proximate cause’ for the each of these meetings can be found by going and then go to IMODOCS following the while necessary, fails to address deep seated issues to www.imo.org beyond the control of the Master. IFSMA requests instructions given to see all of the documents for each one of the assistance of certain members who attend a paperless office and much of this has that this intervention be recorded in the Report of this meeting. This can vary from about 65 to 200 depending Sub-Committee. on the agenda and interest in any given topic. Thank you Chair.” - NCSR 1 – 30 June – 4 July (2) Agenda Item 5 – Casualty Analysis and Statis Attended by x 1 Secretariat tics Nautilus International x 2 problems the IMO and support the Secretariat and been achieved by the process of chang- “Thank you Chair. IFSMA, representing ship masters NMOA x 3 (note: 1 as an intern) thanks the Secretariat for submitting Paper 1/5/2. IFSMA wish to express grave concern over access to Interventions documents posted on the Global Integrated Shipping 1 Agenda Item 1/24/2 “Thank you Chair. IFSMA representing shipmasters International Federation of Shipmasters’ Associationsebsite: www.ifsma.org 1 202 Lambeth Road • London SE1 7JY • United Kingdom that is aris- do a lot of behind the scenes work that ing hard copy archives into electronic Phone: +44 20 7261 0450 • Fax: +44 20 3468 2134 • Email: [email protected] • W IFSMA Newsletter 001 ing is that an IFSMA is making progress and able to databases. This work process is import- Compiled from ever grow- cover more work at the IMO. This is ant and ongoing. IFSMA newsletters ing number done without pay or even expenses and What everyone should appreciate is www.ifsma.org non-mem- it is in gratitude to them. Reference is that as a member of IFSMA you can use bers are requesting our assistance and made to the associations who supply this office and its resources if you are in families want us to take on cases of loved such members for these meetings in the London. ones who find themselves in difficulties. Newsletters published throughout the The Comite International Radio It is just not possible. year. Maritime (CIRM) shares the office space Members must come first, though we with IFSMA. As well as sharing the do try to give some assistance even NGO Group costs of the office refurbishment they though it is limited to non-members. This was started two years ago by were of great assistance both with ideas The IFSMA Newsletters, found online at IFSMA and is growing in success. The and finances in creating the new office, www.ifsma.org, are to give you an insight concept behind this group was to have saving IFSMA a lot of expenditures and of what has changed and where your an informal forum where NGOs and ensured a better final product. money has been spent. What is reprint- other bodies concerned with Human ed here in Sidelights is only a portion of Element issues can meet and discuss IFSMA AGA IFSMA’s newsletter. issues and raise new issues that they have From the AGA a number of processes experienced. IFSMA acts as the coordi- have been implemented that will see IMO nator and hosts the twice yearly meet- IFSMA move in a slightly different direc- IFSMA has one of the highest atten- ings. There are no office bearers, there is tion but also supply more information dance rates of any NGO and better than no agenda and there is no formal report. and interaction with its membership. a number of flag States. We do not just At this time there are 13 members’ orga- One of the items is this Newsletter where attend but make sure that we are involved nizations and this is growing. From these there is an update of what is taking place in the production of papers, mainly by meetings here has been a lot of sharing of in IFSMA and to encourage member joint venture with other NGOs and flag views and expertise which have resulted associations to report of items that they administrations, but moving to produc- in shared resources and co-development believe are of interest to the membership ing more of our own papers. of planned work outputs. via this Newsletter. Of course, now that In addition we make interventions that the Blog is up and running you may feel are direct and have meaning and pur- IFSMA Website better at having an article placed there to pose for our membership and also where The ISFMA website has been updated see what dialogue is on the subject. possible for other seafarers. IFSMA is and modernized, with a simpler, clean In April of 2015, AGA 41 will be held present on a number of working groups, look. IFSMA newsletters are posted to at Vina Del Mar Chile. Much of the work correspondence groups and committees the site, along with general info about has been completed and there are a few to ensure the position of the master is the work of IFSMA. matters to be finalized which will take protected. place at the Executive Council meeting Over the years, IFSMA has built a on the 11 February 2015 in London.

34 Sidelights February 2015 The Council of American Master Mariners, Inc. UNITY FORSAFETY AT SEA Working together to protect and benefit Masters Internationally IFSMA

Projects to employ lawyers to represent them. the law of the sea will have to cope with IFSMA is involved with a number of IFSMA does what it can and informs large numbers of people being on board. projects and this can only be achieved other organizations but its first responsi- It is not a matter of picking up people by members putting themselves forward bility is to its members and the financial in distress and being able to land them and assisting the Secretariat and ExCo constraints placed on it in such matters. to safety. Countries such as Italy, Malta members. This is a thankless task of and Greece cannot cope with the influx giving up time and putting in lot energy Piracy of so many people. One of the problems without payment for efforts made. At It has not gone away and is spreading that could return is to that of the 1980’s this time I would like to thank everyone to various parts of the world. The sleep- where the Vietnamese Boat People were who has done such work not only for ing problem of the Horn of Africa has picked up and the ship had to carry them 2014 and previous years but also for not been resolved but should there be a for months while negotiations were held their commitment for 2015. Without reduction or withdrawal of the military as to where they would go and who such commitment IFSMA could not in the area then it is possible that there would pay. In the meantime the ship had expand and be involved in such wide will be a resurgence of this problem. It to operate and take care of these people ranging work. may be that the Armed Security Guards and the industry did. No one wants The Martha Project is moving forward will become the mainstay of protecting to return to such times. Another facet and supplying a lot of information on the ships. This raises the question of of this complex problem has been the fatigue and effects of what is taking place whether the cost is sustainable or do effect of these matters on seafarers. In on board ships not just in short term other options have to be reviewed. A some cases seafarers are being assault- tests. It is hoped that this will allow for personal opinion on the matter is that ed by those they have rescued and one Project Horizon to move to the Phase II piracy is here to stay for my lifetime and unconfirmed report was that the people with European funding. it will evolve. Forget that it is an oppor- rescued tried to hijack the ship and make The Mona Lisa 2 project is coming tunistic venture by poor people trying it take them to a certain port. This is to an end and a new project is taking to get by. It is a business with parts of probably generated by fear, but should over. This is a European funded project the function of this industry located in seafarers be expected to be exposed to and the first correspondence was for various parts of the world and not just such experiences. Another effect on sea- the President to take part. This is being where the acts take place. farers is when they have tried to save processed to see who will attend and One of the greatest upsurges has been people but were not able to rescue all then we will move forward and be part in criminal acts against ships in national of them and watched as fellow human of this project. Thank you to Christer waters. This is endangering the security beings died. Lindvall and Jorgen Loren who repre- of ships while passing through or trading All of this is out with the normal sented IFSMA on the Mona Lisa 1 and 2. in certain areas. and expected working conditions for seafarers who do the best they can in Criminalization of the The Refugee Situation a situation that is not part of the daily Seafarer The Mediterranean Sea situation is working life. In response to the continu- IFSMA is at the forefront of fight- becoming untenable and as responses ing crisis in the Mediterranean, necessi- ing this growing problem and as cases are being made to try and control the tating commercial ships to rescue tens unfold there is an increase of cases where situation. People traffickers are changing of thousands of migrants and refugees the master and other officers are being their business model and increasing the during 2014, the International Chamber charged even before the investigation is profitability of the venture. The greatest of Shipping (ICS), and ISWAN member, completed is of major concern to every- problem faced is that these people have has published new Guidance on Large one in the shipping industry. This work is no regard for human life and are happy Scale Rescue Operations at Sea, which now continuous and regrettably, it is not to leave people to die. The latest major can be downloaded free of charge via the until such an event takes place and the case was the abandonment of an old ICS website, www.ics-shipping.org person or persons are under the scrutiny coaster with 360 people on board. Most The UN-HCR – Initiative on of the law that they become aware of how were women and children and the elder- Protection at Sea is working to find solu- exposed that they are. In the last 3 years ly. The crew stopped the ship and left the tions to this complex problem. IFSMA only two cases that IFSMA are aware of people on board, while they made their is part of this and while sensitive to the was the person involved a member of escape. What would have happened if needs of those in peril must protect the IFSMA or a member association. the ship had not been detected and the rights of the master and his/her crew. As All of the rest have been for people people on board rescued? matters progress, the membership will who regrettably find themselves in a Part of the ongoing problem is that be kept up to date. terrible situation without the finances merchant ships offering assistance under

The Council of American Master Mariners, Inc. February 2015 Sidelights 35 From the International Perspective

Asset Freezing: The Mareva Injunction

Asset Freezing is a legal process to prevent a defendant to dissipate his assets beyond jurisdiction of a court to frustrate a potential judgment in favor of the claim- tors. Similar relief has been available in restraining charterers from removing or ant. Such a most of Europe since 2004. disposing out of the jurisdiction, moneys legal order standing to the credit of their account freezes assets The case at a London bank. The judge refused by of the defen- Plaintiffs, Mareva Compania Naviera to extend the injunction beyond 1700 Captain A.K. Bansal dant and has SA (ship owners) of ship Mareva, let it hours on 23 June and the claimants Company of Master wide effect to defendants (International Bulkcarriers appealed. Hereunder is a summary of Mariners of India to restrain SA) on time charter for a trip to the East what was said in the Court of Appeal. breaches of the process of a court. It is and back. Mareva was delivered to char- This principle applies to a creditor neither a security nor a means to pres- terers on May 12 1975 at Rotterdam. Hire who has a right to be paid the debt sure a judgment debtor, nor even a type was payable half-monthly in advance at owing to him, even before he has of asset forfeiture. It does not confer $3,850 a day. Charterers sub-chartered established his right by getting judg- upon anyone else a proprietary interest Mareva on a voyage charter to India. ment for it. If it appears that the debt in the defendant’s assets. 90% freight was payable against docu- is due and owing, and there is a dan- If it appears that the debt is due and ments and 10% later. ger that the debtor may dispose off owing, and there is a danger that the Mareva was loaded with fertilizer at his assets so as to defeat it before the debtor may dispose of his assets so as to Bordeaux on May 29, 1975 and Indian judgment, the court has jurisdiction defeat the claimant before he has estab- High Commission paid £ 174,000 being in a proper case to grant an interloc- lished his right by getting judgment of a 90% of freight to a bank in London to utory judgment so as to prevent him court for it, the court has jurisdiction in the credit of charterers. Out of this, char- from disposing of those assets. The a proper case to grant an interlocutory terers paid to ship owners the first two case before us seems to be a proper injunction so as to prevent him from installments of the half-monthly hire. A case for the exercise of this jurisdic- disposing of those assets. This process is third payment was due on June 12, 1975, tion. There is money in a bank in beneficial to a creditor who has a right to and charterers failed to pay it. Telexes London which stands in the name of be paid the debt owing to him. exchanged made it plain that charterers these charterers. The charterers have Thus it is an injunction in advance of were unable to pay. control of it. They may at any time a judgment, restraining disposition of The shipowners treated charterers’ dispose of it or remove it out of this defendant’s assets within jurisdiction of conduct as repudiation of time charter country. If they do so, ship owners the court. It is often granted at pre-trial and issued a writ on June 20 claiming may never get their charter hire. stage in ex parte hearings but only where $30,800/- being unpaid hire plus dam- The ship is now on the high seas on claimant has a good arguable case and ages for repudiation. They believed that the way to India where cargo will be it appears that he will succeed in his there was grave danger that moneys discharged. And the shipowners may claim and that its refusal may place him of charterers in the London bank will not get their charter hire at all. The at the risk that a judgment or award disappear. The claim against charterers court ought to grant an injunction in his favor would remain unsatisfied. International Bulkcarriers SA was for to restrain charterers from disposing Fact remains, it can be disastrous for a unpaid hire and damages for repudiation off these moneys now in the bank in defendant because its cumulative effect of charter party. London until the trial or judgment can destroy the whole of his business by On an ex parte application, Justice in this action. If charterers have any freezing most of his assets and revealing Donaldson granted a temporary grievance about it when they hear important information to his competi- injunction until 1700 hours on June 23 of it, they can apply to discharge it.

36 Sidelights February 2015 The Council of American Master Mariners, Inc. Meanwhile, ship owners should be protected. It seems reasonably clear that this court has jurisdiction to continue this injunction. On facts of this case, there are good reasons for granting this injunction. This ship was on time charter which provided for a daily rate of hire, payable IMO Press Briefing 02 half-monthly in advance. Only the January 14, 2015 first two half-monthly installments IMO Secretary-General Koji Sekimizu University and the International Maritime had been paid. Evidence is that has launched this year’s World Maritime Law Institute (in Malta). We are very charterers have already received Day theme, “Maritime education and proud of these and of the many graduates £174,000 from voyage charterers. training”, telling students and staff at the they have produced who now hold posi- There has been a plain and inex- World Maritime University (WMU) that tions of responsibility and influence within cusable default in payment of the maritime education and training was the maritime community,” he said. third half-monthly installment essential for the long-term sustainability Without a quality labor force, motivated, which fell due when the ship was of the sector, both at sea and on-shore. trained and skilled to the appropriate inter- under voyage charter. “Effective standards of training remain national standards, the maritime industry Charterers telexed shipowners the bedrock of a safe and secure ship- cannot thrive. Not only that, but all the that their efforts to raise further ping industry, which needs to preserve the many advances that have been made, in financial support have been fruit- quality, practical skills and competence of terms of safety and environmental impact, less and that they have no alterna- qualified human resources,” Mr. Sekimizu are at risk if those at the “sharp end” are tive but to stop trading. It is appar- said, adding that the 2015 World Maritime unable to implement them properly. ent that ship owners will suffer Day theme provided the opportunity to While seafarer training falls to train- grave injustice which this court has highlight the importance to everybody, ing institutions recognized and authorised the power to help avoid while char- not just within the shipping industry, of by national authorities to meet STCW terers will be able to dissipate that there being sufficient quantity and quality standards, IMO as an organization sup- £174,000. It is at least arguable that maritime education and training available ports skills-based training events and the the court should interfere to pro- to meet the sector’s needs, now and into sharing of technical knowledge, through tect the ship owners’ rights which the future. national and regional Integrated Technical arise under Clause 18 of the time “The 1978 STCW Convention and Cooperation Programme (ITCP) train- charter which reads: “That the Code, as amended, has set the internation- ing events and workshops, which provide Owners shall have a lien upon all al benchmark for the training and educa- short up-grading courses, based typically cargoes, and all sub-freights for any tion of seafarers. While compliance with on the IMO Model Courses. amounts due under this Charter....” its standards is essential for serving on On another level, the World Maritime We have not heard any argument board ships, the skills and competence of University and the IMO International from the other side because it is seafarers, and indeed, the human element Maritime Law Institute are at the forefront an ex parte application. It is open ashore, can only be adequately under- of IMO’s capacity-building strategy, sup- to charterers to apply to discharge pinned, updated and maintained through porting post-graduate training in order to the injunction or to apply for a stay effective maritime education and training,” maintain a cadre of high level managers, under the arbitration clause at any he added. policy makers and other key personnel. time if they are so advised. Addressing the class of 2015 post-grad- While in Malmö, Mr. Sekimizu also Court of Appeal allowed the uate students, who have begun their first made a site visit to the future home of injunction to continue. ¶ semester at WMU, in Malmö, Sweden, Mr. WMU in Tornhuset, the centrally locat- Sekimizu said that the university was a ed, historic harbor master’s building that Captain A.K. Bansal is a member of cornerstone of global maritime education is being enhanced by a dramatic new the Company of Master Mariners of and training and a vital and integral part addition designed by renowned architect India, teaches Master revalidation of the IMO family. Kim Utzon in collaboration with Tyrone courses and though qualified as a “At IMO, we are unique among U.N. Cobcroft of Terrior Architects (Australia). Bar-at-Law in India and the U.K., agencies to have two affiliated educa- The new building will be inaugurated in does not actively practice law. tional institutions – the World Maritime May 2015.

The Council of American Master Mariners, Inc. February 2015 Sidelights 37 CAN ERI MA M ST A E R F M O Membership Application

N The Council of American Master Mariners, Inc.

R U

E C H .

T I, ______(Print Full Name) , hereby apply for membership in The IN 3 CO 96 CouncilRPOR ofATE AmericanD 1 Master Mariners, Inc., and attest to my qualifications below. Birthplace (city, state, country): ______DOB: ______Home Business Address City, State, Zip Email Phone Land: Cell: Office: Cell: Present Occupation:  At Sea: Position: ______Vessel: ______Company: ______ Ashore: Position: ______Vessel: ______Company: ______ Retired: Position: ______Date: ______Company: ______ Cadet: Institute: ______Expected Graduation Date: ______Present USCG License: Type: Limit: Expiration: Pilotage Endorsements: Limits:

Original USCG License: Type: Date Obtained: Place/Institution obtained: Membership Type: All Regular, Special and Pilot members must be U.S. citizens.  R - Regular: • (RU) Unlimited Master Mariner License and commanded vessels over 5,000 GRT on ocean voyages. • (RP) Senior or First Class Pilot with minimum of one year experience on vessels 20,000 GRT or more.  S - Special: • (S) Valid USCG Unlimited Master’s license and has not commanded a vessel(s) over 5,000 GRT on voyages. • (SP) Second or Third Class Pilot on vessels less than 20,000 GRT. • (S16) Valid USCG 1600 ton Master’s license and commanded a vessel or vessels on voyages. • (S5) Valid USCG 500 ton Master’s License and commanded vessel or vessels on voyages.  A - Associate Membership: I am not a U.S.C.G. licensed Master Mariner or Pilot, but do have the following maritime affiliations: • Military Equivalent of Master Mariner. • Cadet: Student at a Maritime Institute. • Maritime Distinction: education, training, research, regulation or government. • U.S. water transportation company in an executive, administrative or operational capacity

Sea-Going Qualifications: Years of Service: ______(Check boxes that apply. See above for key) Vessel Served GRT Date(s) Route(s) R S

Pilotage Qualifications: Years of Service: ______(Check boxes that apply. See above for key) Vessel Served GRT Route(s) (dock/harborsea bouy) License Issuing Authority R S

Please return this application with a copy of your Master or Pilot’s license with a $100 check ($60 annual dues + $40 application fee) payable to: The Council of American Master Mariners, Inc. Mail to Liz Clark, CAMM Membership Chair, 3100 NE 48th Ct. Apt #214, Lighthouse Point, FL 33064-7159. To the best of my knowledge, the above information is correct and I agree, if elected member, to abide by the Constitution and By-Laws of The Council of American Master Mariners, Inc.

Signature:______Date: ______Sponsored/Referred by: ______NDED 1 FOU 936 RICAN MA ME ST A E R Join forces with F M O

R U

O America’s

C H . T

I NC 63 ORP D 19 Master Mariners ORATE With vessels that are ever larger and more complex, the ability of the Shipmaster Dedicated to to control his/her destiny has seriously eroded. supporting and The modern Shipmaster and/or Pilot can fi nd their views and expertise ignored, strengthening and in the fast-moving stream of “progress” the voice of a single Master is easily the position of overwhelmed by the tide of change. American Master Mariners At best, the outspoken Master may be seen as an individual with a single, albeit experienced, self-serving point of view. The stand-alone, say-what-I-think Master may have the courage of his/her convictions, but he or she is rarely eﬀ ective.

Busting Membership Myths: CAMM’s issues are your issues! MYTH: CAMM is a We’re all in the same boat (pun intended). CAMM is active today on fronts that include retired men’s social club. simplifying and rationalizing the credentialing process and the medical evaluation TRUTH: The Columbia process, and improving marine accident reporting. River and Baltimore/D.C. Chapters have more Works to advance the professional profi le of our industry active working Masters than retired! CAMM is dedicated to improving maritime and nautical science by promoting the exchange of information and the sharing of experience among professional ship MYTH: Only sea-going masters and members of allied professions. masters and pilots are members. CAMM builds partnerships TRUTH: Masters working inland rivers and CAMM is devoted to fostering a spirit of common purpose among all organizations lakes are members, too. whose members believe in the importance of a strong U.S.-Flag Merchant Marine. CAMM works closely with professional mariner organizations around the world to MYTH: We don’t do anything for our protect the rights of licensed seamen from all nations. members. TRUTH: We have Representation at IMO through IFSMA arranged legal counsel CAMM is a member of the International Federation of Ship Masters Associations and provided expert (IFSMA), which has consultant status at the International Maritime Organization (IMO) testimony to get masters of the United Nations. released from jail. MYTH: Have to belong CAMM is on your side to a chapter and attend CAMM is dedicated to promoting an eﬃ cient, prosperous American Merchant chapter meetings. Marine. The expertise of CAMM members is well recognized throughout the world TRUTH: Most members maritime community. There are frequent requests to CAMM to provide expert witness of CAMM are not aﬃ liated with local testimony in maritime legal cases. chapters. CAMM supports maritime education MYTH: CAMM is part of IOMM&P Local CAMM chapters support maritime education through local maritime high schools, Sea Scouts, and cadets at maritime academies. TRUTH: CAMM is independent of any union; we work with all unions toward common goals. Apply at www.mastermariner.org/membership Law offices of Tabak, MeLLusi & shisha LLP admiralty and Maritime Law Offices

Maritime Personal injury & Jones act Cruise ship Claims Tabak, Mellusi & shisha llP Longshore Workers Comp act admiralty and Maritime Law Offices Coast Guard 29 broadway suite 2311 New York, NY 10006-3212

NTsb hearings 212-962-1590 Defense base act 1-800-962-1590 www.DefensebaseTeam.com www.seaLawyers.com

Ralph J. Mellusi esq. Jacob shisha esq.

R. J. Mellusi & CoMPany 29 broadway suite 2311 New York, NY 10006-3212

212-962-1590 1-800-962-1590 www.MarineLicenseinsurance.com

New Coverage! For Licensed and Unlicensed Mariners NEW Disability Insurance for Mariners MOPS Agent License Insurance for Pilots, Masters, and Engineers

Your License is your Living — Insure It!