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Part#: 300003509 ContProfessionale Marinernts February 2020

Towing 15 Ice-fighting crew on Great Lakes ATB keeps cargo flowing

BY WILL VAN DORP 15

Industry Signals Correspondence 4 Conception fire spurs nationwide 38 Emergency management: Have Coast Guard inspection effort you planned for your next crisis? 6 Hurricane’s impact on Eastern

BY SEAN MURPHY AND ADAM BOESEN puts OPC contract back in play 8 NOAA plans to ‘sunset’ 38 traditional paper charts by 2025 10 Seafarers fearful of bearing brunt of sulfur cap enforcement 12 New SOLAS amendments take effect to improve lifeboat safety 14 Coast Guard proposes first decrease 12 in Lakes pilot rates in six years Trends & Currents 42 Rise of BNWAS adds to concerns over alarm fatigue BY ALAN R. EARLS

A Mariner’s Notebook 48 To save the Jones Act, know your enemies — and fight back 42 BY CAPT. KELLY SWEENEY www.professionalmariner.com 1 PROFESSIONAL

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2 Professional Mariner February 2020 20

CoProfessionalnt Marinere nts February 2020

20 Doing quiet time: Hybrids keep tourists flowing to ‘The Rock’

BY CASEY CONLEY Maritime Casualties 26 American captain, crew honored for valor in Sincerity Ace rescue

28 Casualty Briefs

31 Bulker deck hand dies after fall from Indiana steel mill dock

32 Towboat fire leads to barge breakaway, captain’s dismissal

35 NTSB: Master impaired when cruise ship hit mooring dolphins

37 ATB hits OSV that had turned broadside in Port Arthur channel 20

Vessels at Work 2424 24 Alabama River ferry reborn with electric propulsion

By Brian gauvin

ON THE COVER

Islander, a conventional diesel-powered tour boat sailing for Alcatraz Cruises, heads across San Fran- cisco Bay after taking tourists to the former federal prison in the background. The company’s fleet includes a pair of refitted diesel-electric hybrids, Alcatraz Flyer and Alcatraz Clipper, that exemplify the push toward cleaner propulsion in the Bay Area. See story, page 20. Photo by Casey Conley

www.professionalmariner.com 3 i n d u s t r y Signals Conception fire spurs nationwide Coast Guard inspection effort ollowing the fatal fire on the cies, and hazards caused by too lowing the (fire), the Coast Guard Fdive boat Conception, the U.S. many personal electronic devices launched a targeted inspection Coast Guard launched a nation- recharging at once. campaign on all small passenger wide inspection campaign last fall Lt. Amy Midgett, a Coast vessels in the fleet to identify any focused on safety and regulatory Guard spokeswoman, said the immediate concerns and trends compliance aboard overnight pas- “fleetwide safety campaign” in the industry,” Midgett said in senger vessels. occurred across all captain of the mid-November. The service also distributed a port zones. She acknowledged the Although she described overall marine safety information bulletin effort was spurred by the Sept. education as a primary objec- (MSIB) highlighting key safety 2 fire aboard Conception that tive, inspectors had the authority themes such as clear escape routes, claimed 34 lives. to identify deficiencies and take crew readiness during emergen- “In the days immediately fol- “other necessary enforcement

NTSB investigator Jennifer Homendy and Coast Guard Capt. Jason Neu- bauer tour the berthing area of Vision, a sister vessel to Concep- tion, on Sept. 4 in Santa Barbara, Calif. Thirty-four people died on Conception two days earlier when a fire

NTSB photo NTSB trapped them as they slept below the main deck.

4 Professional Mariner February 2020 action” based on issues they a critical look at all the regulations 39-passenger tall ship Harvey noticed while on board. Results and policies in place, and a very Gamage in Portland, Maine, in from the nationwide inspection high probability that some items September as part of the nation- effort were still being tabulated, will be proposed to change.” wide compliance campaign. Capt. Midgett said. Comments made by NTSB Richard Bailey, skipper of the ship Multiple federal agencies are investigators shortly after the inci- certified under Subchapter T, said investigating the Conception fire, dent also offered clues of potential the inspectors called ahead of time which started at about 0300 while changes. The agency noted that to schedule the visit. He described the vessel was anchored off Cali- Conception lacked a hard-wired the inspectors as “collaborative … fornia’s Santa Cruz Island. Crew fire alarm system and fixed fire- and non-confrontational.” told authorities they awoke to suppression system in the pas- “They looked at egresses from flames engulfing the ship’s gal- senger spaces. Neither system was spaces, they looked at flammable ley on the main level. One deck required. possibilities — things like paint below, 33 passengers and one Conception was built before reg- storage (and) phone charging,” he crewmember slept. All 34 perished ulatory changes in 1996 for small said. in the fire, while the five crew passenger vessels, and therefore it Based on conversations with sleeping above the galley survived. was not required to meet the more the inspectors, Bailey suggested The National Transportation stringent Subchapter T standards. the service “would like to reduce Safety Board (NTSB), Coast “Conception was inspected and the number of overnight bunks Guard and U.S. Justice Depart- certificated by the Coast Guard aboard boats,” particularly double ment are conducting separate as an existing small passenger ves- bunks catering to couples traveling investigations into the incident, sel prior to the incident, and the together. Such accommodations, Midgett said. The cause of the fire process is informally referred to as which Conception had, can trap likely won’t be made public for ‘grandfathering’ in the maritime one person between a sleeping a year or more, she said, adding industry,” Midgett said. partner and the bulkhead. that it was “too soon to speculate” During a tour of Conception’s “On (Harvey Gamage), only whether any regulations might sister vessel Vision after the fire, the captain’s bunk is rated as a change as a result of the fire. NTSB board member Jennifer double,” Bailey said, “and there is Kyle McAvoy, a former Coast Homendy expressed concern nobody sleeping in there with me.” Guard casualty investigator, pre- about the compartment where the Truth Aquatics of Santa Bar- dicted the service will recommend victims slept in bunk beds stacked bara, Calif., owned Conception, changes. McAvoy, who retired as two and three high. The space had which was raised from the seafloor captain and now works for Rob- two exits, both of which led to the shortly after the fire. The com- son Forensic of Lancaster, Pa., galley that was engulfed in flames. pany, now facing multiple lawsuits, expects the service will look at One of the exits required passen- has suspended operations “for a standards for safe passenger egress gers to crawl over a bunk bed. to-be-determined amount of time.” and hull materials that allowed the The Coast Guard has not speci- “Right now we feel it’s impor- fire to spread quickly. fied any regulatory shortcomings tant (to) dedicate our entire efforts “One of the primary reasons aboard the 75-foot Conception. to make our boats models of new to do an investigation is to figure However, the inspection cam- regulations that we will continue out how to stop something from paign that followed the tragedy to work on with the NTSB and happening again,” said McAvoy, re-emphasized its enforcement of Coast Guard,” the company wrote who is not connected to any of existing regulations. on its Facebook page. the Conception inquiries. “I foresee Inspectors came aboard the Casey Conley

www.professionalmariner.com 5 industry signals

Hurricane’s impact on Eastern puts OPC contract back in play he U.S. Department of Home- Tland Security has granted East- ern Shipbuilding Group (ESG) limited extraordinary relief due to Hurricane Michael, reducing the company’s construction contract for Coast Guard offshore patrol cutters (OPCs) to four vessels maximum. ESG applied for extraordinary relief in June after its shipbuilding facilities in Panama City, Fla., suffered significant damage from the Category 5 hurricane in October 2018. The original contract for as many as 25 OPCs, awarded in 2016, was worth up to $10.5 bil- lion. The Coast Guard exercised contract options with ESG for the first vessel the month before the storm hit. Coast Guard officials plan to reopen bidding for the U.S. Coast Guard photo remainder of the OPC contract tinued work on the OPC project Adm. Charles Ray, right, vice commandant of and issue a request for proposals was essential to national defense, the Coast Guard, inspects components for the (RFP) later this year. according to Coast Guard Chief nation’s first offshore patrol cutter during a tour of Eastern Shipbuilding in Panama City, The impact of the hurricane on Warrant Officer Barry Lane. Fla., in March. The shipyard’s original contract ESG included the partial capsiz- The 360-foot OPCs will replace for up to 25 OPCs has been limited to four as it ing of a newly launched factory the Coast Guard’s fleet of medium- regroups in the aftermath of Hurricane Michael. trawler, North Star, at the Panama endurance cutters and help secure City yard. Construction of the first the border, disrupt drug cartels and uncertainties associated with the OPC, Argus, resumed the month prevent illegal immigration. The impacts of Hurricane Michael on after the storm. Delivery was 210-foot and 270-foot medium- ESG, and ESG’s ability to ramp initially scheduled for fiscal year endurance cutters were commis- up the workforce needed to sup- 2021. sioned between 1964 and 1991. port the production of two OPCs The Coast Guard evaluated “This solution minimizes the per year.” ESG’s request for extraordinary production gap in OPC delivery Despite the hurricane, 90 per- relief along with the Department while maintaining ESG’s near- cent of ESG’s roughly 800 workers of Homeland Security, the Navy term productive ability,” Lane returned to their jobs by Decem- and third-party experts. After said about the decision to grant ber 2018, Professional Mariner evaluating cost, schedule and limited extraordinary relief. “The reported early last year. In addi- performance factors, the parties existing contract will be limited tion to the OPCs, the shipbuilder determined the company’s con- (to) up to four OPCs due to the is working on three Ollis-class

6 Professional Mariner February 2020 Staten Island ferries for the New York City Department of Trans- portation; two Canal-class inland towboats for Florida Marine Transporters; two Robert Allan Ltd. z-drive tugboats for Bisso Offshore; and an expedition sailing schooner. ESG is eligible to compete for the follow-on OPC construction contract. Lane said the Coast Guard anticipates releasing a new production RFP late in fiscal year 2020 and making an award for production in fiscal year 2022. Bath Iron Works in Maine and Bollinger Shipyards in Louisiana submitted bids for the original OPC contract awarded to ESG in 2016. A representative from Bath Iron Works declined to comment on whether the shipyard would submit a new bid, and a Bollinger representative did not return a request for comment. In the initial competition, the Coast Guard awarded contracts to three vendors for preliminary design, then selected ESG for the detail design and construction phase. For the follow-on procure- ment, the Coast Guard will build upon this effort to reduce varia- tion, acquisition cost and production timelines, Lane said. “The Coast Guard is committed to conducting a fair and open follow-on competition in order to acquire the OPC fleet needed to address the nation’s security needs, while maintaining public trust and stewardship of the American tax- BRING IT ON. payers’ dollars,” he said. Visit www.icomamerica.com/marine for additional features and specs. Sam Bojarski ©2020 Icom America Inc. The Icom logo is a registered trademark. 21023

www.professionalmariner.com 7 21023 ProMariner_M85IS_220.indd 1 12/2/19 9:32 AM industry signals

NOAA plans to ‘sunset’ traditional paper charts by 2025 he National Oceanic and Atmo- the data displayed on the printed process and moving to all ENCs … Tspheric Administration (NOAA) product. we are going to be increasing the will cease production of traditional Capt. Chris van Westendorp, number of available charts eight- paper nautical charts within five chief of NOAA’s Navigation Services fold,” he said in a recent interview, years, a move that reflects falling Division within the Office of Coast suggesting the number of ENCs demand from commercial and recre- Survey, is among the officials lead- will jump from about 1,200 now to ational mariners. ing the transition. He said it would nearly 9,000 in the coming years. NOAA, which announced the allow NOAA to focus its resources The new ENC charts will offer change in November, will begin on a single product rather than two higher resolution and better scales, phasing out paper and raster chart separate formats. among other improvements, van products by 2021 and fully shut “By ‘sunsetting’ the raster chart Westendorp said. They also will down the program by Jan. 1, 2025. In the meantime, the agency is working to enhance its suite of electronic navigational chart (ENC) products that will replace the paper A traditional NOAA paper chart of Port charts. Clarence, Alaska, is After 2025, mariners will still shown at right, with have access to paper charts printed the corresponding on demand through approved third- NOAA Custom Chart party vendors, or through the online shown below. NCCs NOAA Custom Chart (NCC) appli- offer higher resolution and can be quickly cation. The charts will be printed updated to provide from NOAA ENC data, which will the latest navigational change the appearance and some of data.

incorporate corrections much faster than paper charts and eliminate the need for hand updates. Paper navigational charts have been a mainstay aboard recreational and commercial vessels since the mid-1800s when the Coast Survey Office released its first chart of New York Harbor. These days, NOAA maintains about 1,000 paper charts covering 95,000 miles of ocean coastline and the Great Lakes. The paper charts are a mix of art and science. Color and ink are used to identify depths, hazards, shipping lanes and other key details. Raster

8 Professional Mariner February 2020 charts can be viewed electronically, now training to become mariners want to embrace that technology for albeit with the same limitations as a grew up with screens and they are better navigation and safer watch- paper chart. ENCs use digital data in accustomed to that type of interface. standing?” a similar presentation as a traditional “I love paper charts, but this gen- Captain’s Supplies, a chart house paper chart but with much more eration coming up, they are used to and marine outfitter in Seattle, information available to the user. a digital platform,” McManus said. addressed the transition in a recent Demand for paper charts has “I was with students on the train- blog. In short, the company said, fallen sharply over the past decade ing ship this past summer and they the change will have a limited effect due to changing regulations and are so comfortable around a screen. considering mariners will still have the rise of new technology. NOAA The digital platform is comfortable access to on-demand paper charts. stopped printing charts itself in 2014 for them. Do you try to fight that “NOAA is discontinuing one and instead turned to third-party tendency?” of two digital formats they provide vendors. Most modern commer- The training academies will con- chart data in,” the post said. “Print- cial vessels now have satellite links, tinue teaching navigation using paper on-demand charts will still be avail- electronic chart readers or powerful charts because, for now anyway, that able, using the other digital format, electronic chart display and informa- is the format of Coast Guard exams. from Captain’s and from other pro- tion systems (ECDIS). Recreational However, McManus noted that digi- viders of NOAA charts.” mariners now can navigate using tal technology offers benefits com- NOAA is seeking feedback smartphone or tablet apps. pared to plotting on paper. through Feb. 1 on its plan to cease Capt. Morgan McManus, mas- “When you put a position on a paper and raster chart products. As ter of the training ship Empire VI paper chart, you’re showing where of late November, sentiment about at SUNY Maritime College, said you were, not where you are going,” the proposal was mixed, van Westen- NOAA’s decision to sunset paper he said. “When you are using an dorp said. Comments can be posted and raster charts effectively acknowl- ECDIS display, you see where the via the following link: nauticalcharts. edges what is already happening ship is going a lot better than on noaa.gov/customer-service/assist/. within the industry. The generation a paper chart. Why wouldn’t we Casey Conley

www.professionalmariner.com 9 industry signals

Seafarers fearful of bearing brunt of sulfur cap enforcement global survey showing that to the new low-sulfur fuel regu- suggesting that some seafarers Aseafarers are generally more lations, and sanctions disputes don’t feel prepared for the cap,” content with their work now than between countries that could The Mission to Seafarers stated in the recent past is tempered by entangle mariners. in a news release announcing the a new concern: fears that mariners “They asked questions of who results of the latest survey. may be on the hook for noncom- will protect them if things go Seafarers “spoke of being held pliance as vessel operators adapt to wrong, and expressed concerns responsible, and having to deal the International Maritime Organi- that they do not always have the with whatever consequences that zation’s 2020 sulfur cap on fuel. information to make the right could entail, whether potential prosecution or incarceration,” Jones told Professional Mariner. Mariners’ “Seafarers’ fear is real and we’ve advocates say all stakehold- expressed it in discussion at the ers in the IMO,” said Jordan Biscardo, com- industry need munications director for the Sea- to step for- farers International Union, refer- ward to fully ring to enforcement of the new understand sulfur limit. If a sailor is prosecut- Courtesy The Mission to Seafarers to Mission The Courtesy how the new sulfur regu- ed for a ship violating the cap, “it lations are is the company/manager’s respon- enforced, with sibility to provide legal assistance shipowners to those impacted. While there leading the are good companies that provide way. the necessary support, there (is) a The survey, conducted by The choices,” stated the report, writ- plethora of shipping firms that fail Mission to Seafarers and covering ten by Steven Jones for The Mis- to provide that support.” the third quarter of 2019, shows sion to Seafarers. Jones founded To ensure that mariners don’t an increase in overall happiness the Seafarers Happiness Index in bear the brunt of unfair treat- from 6.27 to 6.59 on a 10-point 2015 and has conducted it quar- ment, all stakeholders in the scale. “This is positive news,” terly since then. industry — particularly shipown- according to the group. “It shows Sailors’ apprehension stems ers — need to step forward to that it doesn’t have to be doom from the implementation of the fully understand how the regula- and gloom, that seafarers can IMO’s 0.5 percent sulfur cap, tions are enforced, advocates said. share and be open about the good which took effect on Jan. 1. “It is the companies, rather and bad they experience.” The rule applies to all vessels on than the seafarers, who are unpre- Despite the increase in general international voyages or on trips pared for the cap, as it is only the happiness, several notable con- between two countries. companies that can make relevant cerns were raised by some of the Many mariners fear they will decisions to ensure compliance,” 2,500 mariners who took part in be liable if vessels fail to meet Biscardo said. “There has to be the survey. The most serious con- this new standard. “The report sufficient deterrent for noncom- cern was the potential criminal- indicates there is a widespread pliance to ensure that the level ization of sailors’ actions related fear of blame for noncompliance, playing field is not undermined.

10 Professional Mariner February 2020 However, this needs to be bal- to problems with sanctions. anced against the need to ensure Seafarers “spoke Whether it involves vessels of cer- that all companies and seafarers tain flags or cargoes from nations are not penalized when efforts of being held subject to trade barriers, “it is the have been made to comply.” responsible, and seafarers who have real concerns Seafarer training is helpful, but about what happens to them if Jones said those who enforce the having to deal with they are caught in the crosshairs of rules and might prosecute mari- whatever conse- global disputes,” Jones wrote. ners also need guidance “so they Biscardo said the IMO has are fully availed of where prob- quences that could issued specific guidance about lems lie, and to avoid any unfair entail,” Jones said. consistent implementation of the treatment of crews.” sulfur limit. “However, as the Another concern cited by Bis- application of penalties is down cardo was the assessment of minor to cheat,” he said. “This kind of to individual governments, there fines for violations. “Low fines situation impacts all the crews is concern that some will be far could initiate verbal deals (by and is extremely frustrating for more draconian than others,” he companies) to convince seafar- everyone.” said. ers (masters and chief engineers) Mariners’ fears are also related David A. Tyler

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www.professionalmariner.com 11 industry signals

New SOLAS amendments take effect to improve lifeboat safety or 10 years leading up to 2017, The IMO Maritime Safety the issue. The intention is to ensure F60 seafarer fatalities and 145 Committee (MSC) adopted that seafarers can be confident that serious injuries occurred globally amendments to Safety of Life at they can fully rely on the IMO- during lifeboat testing, according Sea (SOLAS) regulations III/3 mandated life-saving appliances to a study by the ship management and III/20 in 2016. The amend- and equipment at their disposal,” firm InterManager. ments, contained in Resolution Natasha Brown, media and com- International Maritime Orga- MSC.402(96), introduce new munications officer at the IMO, nization (IMO) guidelines for life- protocols for the maintenance and told Professional Mariner. saving appliances that took effect inspection of life-saving appliances Equipment carriage requirements Jan. 1 raise awareness about lifeboat and release gear, including rescue will not change for operators. Lt. accidents and aim to “engineer out” boats, fast-rescue boats, launching Amy Midgett, spokeswoman for the the possibility of mistakes during appliances and davit-launched life U.S. Coast Guard, said that with drills, according to Sean Kline, rafts. The guidelines are now being equipment manufacturers, service director of maritime affairs for the enforced by IMO member states. providers, operators and class soci- Chamber of Shipping of America The provisions represent “the cul- eties already following non-manda- (CSA). mination of some 10 years’ work on tory IMO circulars MSC.1/1206 and MSC.1/1277, she anticipates no significant change to the sta- tus quo. The circulars provide guidelines for periodic equipment servicing and recommendations on service provider authorization.

Petty Officer 1st MSC.402(96) contains further Class Eric Kelley, guidance related to service provid- a marine sci- ers, requiring personnel to receive ence technician certifications for each make and at Coast Guard type of equipment. Under the Marine Safety guidelines, training will include Unit Portland (Ore.), observes classroom instruction, field experi- a steering test of ence and a competence assessment. a lifeboat aboard Midgett told Professional Mariner the vehicle carrier in November that the Coast Guard Morning Catherine is developing policy containing during a Port State additional guidance on personnel Control exam in 2017. During an certification, but she did not say inspection, the when it would be finalized. Accord- technicians ensure ing to a Navigation and Vessel that lifeboats Inspection Circular (NVIC) issued have functioning by the Coast Guard on Nov. 20, rudders, fresh vessel operators must use certi- provisions and are ready to deploy in fied personnel from an equipment

an emergency. U.S. Coast Guard photo manufacturer or authorized third-

12 Professional Mariner February 2020 party service provider for annual Kline said the extra detail would life-saving equipment under the and five-year examinations of safety reduce the potential for injury, not- amendments. equipment. ing the high number of casualties “There’s going to be a second set In addition to the service worldwide resulting from free-fall of eyes on there, whether that’s the provider requirement, the IMO accidents during drills. captain or the chief mate,” Kline amendments contain instructions He summarized the CSA’s mes- added. for five-year testing for operational sage to operators regarding the new To ensure compliance, opera- overloads, including the adjustment guidelines: “Look at your service tors must document the servicing of release gear and examination of providers ... talk to your flag states of life-saving appliances, Midgett vital parts in the release system. and make sure that your service said. Operators should make these MSC.402(96) also contains step- provider is still one of the ones that records available during yearly by-step instructions for annual is allowed to be used.” inspections, according to the Nov. operational testing of life-saving While weekly and monthly 20 Coast Guard circular. gear, and it identifies specific life- inspections may still be carried out “The takeaway is that we’re boat items that should be exam- by crewmembers under SOLAS, going to have safer lifeboats for the ined — boat structure, engine and duties will change slightly. In addi- seafarers, and that’s always what we propulsion systems, and sprinkler tion to a third mate, a senior ship’s have to keep in mind,” Kline said. systems among them. officer must certify inspections of Sam Bojarski

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www.professionalmariner.com 13 chesapeake_25v_blue.indd 1 3/27/13 3:50 PM industry signals

Coast Guard proposes first decrease in Lakes pilot rates in six years he U.S. Coast Guard has pro- seek funds for pilot training this for the 2016 and 2018 seasons are Tposed a rate decrease of about year (as it did in 2019), the overall still working through the courts. 1 percent for the three Great cost of the program will shrink. “The pilots ended up with mil- Lakes pilots’ associations for 2020, All vessels engaged in foreign lions of dollars of additional funds the first reduction after a five-year trade — known as “salties” — are that even the Coast Guard didn’t stretch of double-digit increases. required to engage U.S. or Cana- intend for them to have,” Fisher The Coast Guard sets rates dian pilots during their transit said. for American pilots in the Lakes through the Great Lakes. The In their submitted comments Pilots Association, the Western regulated monopoly system used to the notice of public rulemaking Great Lakes Pilots Association, for 2020, the Great Lakes pilots and the St. Lawrence Seaway said they are undercompensated Pilots Association. The proposed We’ve just suf- compared to other U.S. pilots. rates for 2020 range from $327 fered five years of For example, pilots at the Port of to $757 per hour, depending on double-digit“ increases, New Orleans are paid an average which of six pilotage services is so it’s good, they’re of $459,051, not including pen- provided. The fees are paid by sion or medical benefits, which shippers to the pilot associations. taking their foot off are paid separately. Previously The proposed rates are based the gas pedal, but the the Coast Guard said it would on a workforce of 52 U.S. pilots car is still speeding undertake a comprehensive study with an average compensation of of pilot compensation across the $367,085, a new high. The Coast ahead. country, but that study was not Guard estimates the projected referenced in the 2020 rate pro- Steve Fisher, American Great revenue for all three pilot districts posal. Lakes Ports Association will be $27.76 million for the ” The proposal eliminates the 2020 season. That’s $225,658 less surcharge for training new pilots. in estimated payments compared on the Lakes is similar to those However, two of the districts are to the 2019 season. used in other ports, but the main training 11 pilots to replace retir- “We’ve just suffered five years difference is that the federal gov- ing personnel. The pilots also of double-digit increases, so it’s ernment administers it rather than asked for an administrative pilot good, they’re taking their foot off state governments. slot to assist the president of each the gas pedal, but the car is still The Coast Guard sets pilotage association with those duties. speeding ahead,” said Steve Fisher, rates to cover operating and train- The AGLPA and other indus- executive director of the American ing expenses for the pilot asso- try groups have asked the Coast Great Lakes Ports Association, one ciations. However, the revenues Guard to set rates every three of the shipping groups that has depend on the actual amount of years instead of annually. been asking the Coast Guard to traffic, which the Coast Guard “They are failing to realize that rein in pilot rates. must estimate each year. they’re causing a great deal of ani- For 2020, costs will actually For the 2016 season, the pilots mosity within the industry by pit- increase by roughly $1 million received an additional $4 million ting us all against each other every due to inflation and the addi- to $5 million due to the Coast year as they adjust these rates,” tion of one new pilot. However, Guard’s miscalculations. Industry Fisher said. • because the Coast Guard did not lawsuits against the Coast Guard Gary Wollenhaupt

14 Professional Mariner February 2020 ATR Update Towing Story and photos by Will Van Dorp Ice-fighting crew on Great Lakes ATB keeps cargo flowing t 2030, the felt less stress than in the articulated tug- warmer months. The most barge Clyde S. he’d see now might be AVanEnkevort/ impatient ice fishermen Erie Trader entered the and wildlife on the ice. cold, dark St. Clair River, As Clyde S. VanEnkevort about six hours north of and Erie Trader headed the ATB’s destination: downriver, a few railings a steel plant in Detroit, on the tug and barge Mich. The Blue Water were still festooned with Bridge was disappear- strings of Christmas lights, ing off the stern, as soon although the lighted Santa would be another shipping Claus mounted atop the season. It was mid-January A-frame of the self-unload- 2019 and the Soo Locks in er was gone. The crew had Sault Ste. Marie were shut- spent both Christmas and ting down, blocking the New Year’s Day aboard, connection between the morale boosted by holiday ore docks on Lake Supe- buffets in the galley. Now, rior and the mills on the they began to prepare for lower Great Lakes. winter layup: taking down Compared with a year decorations, packing per- before, the St. Clair River sonal gear, cleaning cabins, had little ice, although the doing laundry, consuming forecast of plunging tem- the last of the grub, and of peratures would change that soon. The river was Able seaman Jacob Bourdage stands against a thick curtain of quiet, with none of the ice that built up on Erie Trader as small boat traffic of the the barge transited Lake Superior. summer. The AB standing Frigid winds blowing spray off the watch in the crow’s nest Great Lakes result in frequent ice- on the bow of the barge breaking duty.

www.professionalmariner.com 15 t o w i n g

would be right around the corner. Clyde S. VanEnkevort and Erie Trader combine as the newest ATB in the ore and stone trade on the A deck hand Great Lakes. As a single on the ATB unit, the overall length descends to the Poe Lock of the two vessels is 875 to assist U.S. feet. Clyde S. is 135 feet Army Corps of by 50 feet. The 22-foot- Engineers per- wide pilothouse may look sonnel with small from anywhere on the locking the barge, but the helm is process. perched at a 71-foot height course, once at the dock in downbound cargoes had cargo at U.S. Steel’s Zug of eye. Another way to Detroit, discharging this all been ore from Lake Island plant in Detroit, the think of that: There are 84 cargo of ore. Superior ports, and its ATB would make for win- steps in five flights leading The voyage was the upbound cargoes all lime- ter layup in Toledo, Ohio. up from the mess to the 59th of the shipping sea- stone used as flux in the A skeleton crew staying seat in the pilothouse. Erie son. The cargo of approxi- production of taconite aboard would address Trader is 740 feet by 78 mately 35,000 tons of pellets. The Great Lakes lists of maintenance tasks, feet. If you walked around taconite pellets from the region has some of the upgrades, modifications, the barge for exercise, it Canadian National ore largest non-fuel mineral replacements and repairs. would take only three dock in Two Harbors, deposits in close proximity Once in layup, the project- laps to equal one mile. Minn., would bring the to water transportation in ed mid-March fitting out Everyone on board carries ATB’s season total to just the world. and departure for the next a marine radio, but to see shy of 2 million tons. Its After discharging its season, the ATB’s eighth, what’s happening on deck,

Clyde S. VanEnkevort eases Erie Trader into the Poe Lock at Sault Ste. Marie, Mich., the only lock at Soo big enough to accommodate the ATB. The combined length of the two vessels is 875 feet, with the barge measuring 78 feet at the beam.

16 Professional Mariner February 2020 Some careers might offer security, advancement or benefits. crew in the pilothouse use about the freighter being MSC HAS binoculars. able to carry more than For propulsion, Clyde most — “26,000 tons S. has two MaK 8M32C more than (it) weighed THEM ALL EPA Tier 2 main engines empty” — needs context. totaling 10,876 horsepow- That was only true until er. The mains turn five- the 1970s. Erie Trader MSC careers are some of the best in the maritime industry. That’s because we combine job security with training and blade Berg controllable- is beamier, longer and advancement opportunities. This combination will take your pitch propellers that are has more than one-third career further, faster than you thought possible. 14.5 feet wide. Fuel con- greater capacity than did When you know this path includes federal benefits, paid sumption is approximately Edmund Fitzgerald. leave, flexibility and camaraderie, you know MSC is a career 400 gallons per hour. To The leading advantage worth pursuing. put that into perspective, of ATBs over freighters is We are actively hiring for: Erie Trader’s maximum the smaller crew size, and cargo capacity of 38,516 therefore lower operating Able Seaman | Deck Engineer Machinist tons converts to the equiv- costs. This is made possi- Refrigeration Engineer | Pumpman alent of more than 1,900 ble by the extensive use of Electronics Technician | Yeoman Storekeeper 20-ton trucks. Calculate automation. Clyde S. and Assistant Storekeeper | Steward Cook the cost and fuel consump- Erie Trader work with a Chief Cook | Cook Baker | Communications tion of that many trucks crew of 14, even less than positions | Any Entry Level position carrying ore southward the new Canadian bulk and you’ll appreciate the carriers built for minimal Several positions have bonuses offered. economy of waterborne personnel. Canada Steam- Visit sealiftcommand.com to learn more about open positions in various departments today! transportation. ship Lines’ Trillium class The tug and barge were of self-unloaders carries [email protected] christened in April 2012 16, and Algoma Central’s 877-292-3002 at Donjon Shipbuild- Equinox boats carry 18 sealiftcommand.com ing & Repair in Erie, Pa. (dry-bulk carriers on the VanEnkevort Tug & Barge Great Lakes are called (VTB) purchased the boats). VanEnkevort’s unit in 2017 after it com- three ATBs offer the pleted a five-year charter perfect balance of cargo to American Steamship capacity and size, allow- Company. Although it was ing them to serve ports the only ATB operated that larger boats can’t — by American Steamship, Lorain (Ohio), Green Bay which has six 1,000-foot (Wis.) and South Chicago freighters on the Lakes, to name a few. surprisingly it was not the During the ice months smallest vessel in the com- at the beginning and end pany’s fleet. In fact, many of the season, ATBs offer ore carriers have less capac- another advantage: The MSC is an equal opportunity employer ity. The line from Gordon ability of the tug to leave and a drug-free workplace. Lightfoot’s “The Wreck the notch and break a of the Edmund Fitzgerald” track through the ice, or

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sweep it from the sides of Mark Mather, is in the Lakes while temperatures which is fitted with anoth- docks. A conventional ore pilothouse frequently day are below freezing means er belt that transports the boat requires the assistance and night — always in the cleared areas are continu- ore to shore. The boom of a tug or an icebreaker in rivers, as well as for the ously being re-coated. This can swing 190 degrees, or these cases. locks and docks when a translates into fatiguing 95 degrees on either side of The Clyde S. and Erie mate oversees operations work to get rid of the the barge. Trader crew was surprising- on deck. A mate also man- ice with sledgehammers, Boom operations are ly young, with an average ages the loading and dis- crowbars and even propane controlled by touch screens age of 34. The first mate, charging of cargo. torches for able seamen in two shacks, one on a hawsepiper with experi- Although voyages on and deck hands. either side of the barge. ence in the Gulf of Mexico Clyde S. and Erie Trader Erie Trader has seven The self-unloading gear and South America, is are quite long, mostly cargo holds ranging from can discharge up to 6,000 35. The second mate, a between ore docks on 72 feet to 120 feet long. tons of taconite pellets an graduate of Great Lakes Lake Superior and steel The hatch covers, weigh- hour, a process that begins Maritime Academy with mill ports on the lower ing several tons each, almost immediately after experience on Jones Act Lakes, deck crews stay measure 50 feet by 12 tie-up. At the Zug Island container vessels, is just 28. busy. Besides maintaining feet. They are opened and terminal where the River The chief engineer is 30. the self-unloading gear to closed using a track crane Rouge meets the Detroit All of the crewmembers minimize the time spent called an “iron deck hand.” River, all dock lines were on the voyage were from at docks, summer means The holds have slanted made fast at 0245. By Michigan except one. In rust-busting and painting. sides that funnel the ore 0300, the boom was some cases during the sea- The cold months mean pellets to narrow gates at swung to port over the son, the ATB passes within icebreaking on deck and the bottom. During cargo designated discharge area view of their hometowns around the hatch covers. discharge, a gateman in the and ore was conveyed off along the Lakes, where When ice encases the cov- tunnel below controls the the barge. some of their families have ers, they can’t be opened, flow of ore dropping onto Loading at the gravity- lived and worked on ships preventing the loading a single continuous rub- feed dock is even faster. or in mining for several of cargo. Although steam ber belt called the loop. It If the dock is “charged,” generations. can be used to melt the carries the ore upward and or adequately supplied The ATB’s captain, ice, transiting the windy toward a 265-foot boom, by railcars known as “ore jennies” running atop the dock, Erie Trader can be loaded in four hours. Dur- ing loading and unloading, Clyde S. unpins from the barge to facilitate ballast and cargo operations. The draft of the barge can change by 8 feet depend-

Cason J. Callaway, a self-discharging bulk carrier, dwarfs Clyde S. VanEnkevort, far left, at the dock at Two Harbors, Minn.

18 Professional Mariner February 2020 Ore shuttles, left, load the ice-encased Erie Trader at the dock in Two Harbors, Minn. The barge carried nearly 2 million tons of cargo during the shipping season that ended in mid-January 2019. Below, tools employed to keep the barge’s hatch covers clear of ice include crowbars, sledgehammers and propane torches. ing on whether it is full or lines. Once down on the empty. lock wall, deck hands can The upbound portion retrieve mail and packages of the transit had been from an office there. Two affected by adverse winds, other locations for parcel leading the captain to plot pickup are near Detroit’s a course as close as safely Ambassador Bridge, possible to the lee shore where the J.W. Westcott to minimize icing. This is Co. has catered to mari- called beachcombing. At ners since 1874, and at the end of the season, a the Soo Marine Supply firm deadline for the ore warehouse. Both busi- trade is the closure of the nesses operate vessels that Soo Locks, typically Jan. make deliveries to ships 15. If ice conditions per- while underway. mit, some traffic moving Clyde S. and Erie Trader mostly salt and petroleum were among the last vessels continues on Lake Michi- to transit the Soo Locks in gan, Lake Huron and Lake the 2018 shipping season. Erie after the Soo Locks About 20 miles behind the shut down. ATB was the bulk carrier friends and would see each up at the dock — that All season long, deck Hon. James L. Oberstar, other at the International really scares the heck out hands assist at Soo with which eventually passed Ship Masters’ Association of the dockworkers,” he the locking-through pro- Clyde S. at the Zug Island convention in February. explained. The two mari- cess, descending from dock with its last cargo of People working on the ners discussed layup and the barge to the lock wall the season — ore bound Lakes are a small and close- vacation plans before wish- by means of the landing for Ashtabula, Ohio — at knit group, and Ruch blew ing each other a safe voyage chair, a process requiring about 0300. Oberstar’s a salute to Clyde S. as they and giving regards to their teamwork and skill to be captain, Joe Ruch, hailed passed. respective families. “Have executed safely. In cold Clyde S. on the radio as Mather answered by a good winter,” came the weather, it also requires Mather completed paper- flashing the vessel’s lights. departing response from the removal of ice that work in the pilothouse. “You don’t want to blow Oberstar, now invisible in can foul the landing chair The two mariners are the whistle while tied the night. •

www.professionalmariner.com 19 Doing quiet time: Hybrids keep tourists flowing to ‘The Rock’ Story and photos by Casey Conley lcatraz Flyer was about sharks” lurking below the lion people visited last year, to get underway from A passenger gets a surface. Brian Dobruck, the and every one arrived via ASan Francisco’s Pier 33 closer look, above, vessel’s first officer, offered Alcatraz Cruises. when a passenger approached at the former an answer both reassuring Capt. Ryan Palmer joined the wheelhouse. The young prison buildings and perhaps a tad disap- the company, owned by man, speaking with an East- on Alcatraz Island pointing. Hornblower, more than as Alcatraz Flyer three years ago after working ern European accent, won- approaches the “People swim it. There is dered if anyone could swim island’s lone boat something swimming there for a Los Angeles tour boat from Alcatraz to shore. landing. Solar right now,” Dobruck said. operator. He was drawn in He was particularly curi- panels supply elec- “There are no dangerous part by the island’s history ous if such a feat were pos- trical power to the sharks. That is just some- and the allure it has for so sible given the “dangerous vessel, and in this thing the guards would tell many visitors. case, a little shade “Not a lot of people can from the May sun. the inmates.” Capt. Ryan Palmer, Such is the mystique sur- say they have such a cool left, joined Alcatraz rounding the former Alca- place to work,” Palmer said Cruises as a port traz Federal Penitentiary that after docking at Alcatraz captain more than even its myths are known Island on a sunny, warm three years ago. around the world. The for- May morning. “You look “Not a lot of people mer island fortress turned over at the passengers along can say they have such a cool place federal prison became a the side of the boat and they to work,” he says. tourist attraction in 1972 are in awe.” operated by the National The 1.25-mile voyage Park Service. Nearly 1.7 mil- from the mainland began

20 Professional Mariner February 2020 just 15 minutes earlier. pushed the ship away from power for Baldor motors Positioned at the starboard Dozens the dock. that turn the shafts. Roughly wing station, Palmer backed of solar “If you’re not paying atten- 150 batteries installed in the 128-foot diesel-electric tion, you can get into trouble void spaces provide backup hybrid off the pier. He spun panels and pretty fast,” Palmer said. power. Typically, captains the stern 90 degrees, then two wind “The toughest land- run on a single genset to pointed the bow north. turbines ings are the ones without a reduce fuel consumption Palmer steered the ship current,” Dobruck added, and emissions. installed aft from the center wheelhouse noting that captains often Dozens of solar panels while Dobruck kept look- of the upper expect forces on the bow and two wind turbines out alongside. Although the deck gener- or stern and plan their installed aft of the upper crossing itself is short, every ate energy approaches accordingly. deck generate energy for trip is different. Tidal cur- San Francisco Bay house power, reducing the rents move as fast as 4 knots for house is home to some of the load on the gensets. This in the main channel and up power, cleanest-running vessels system, effectively designed to 6 knots around the island. reducing the in the country, with mul- in-house, was installed on Winds from the west are a tiple Tier 4-rated tugboats, Alcatraz Flyer in 2013. load on the near constant in San Fran- Baydelta’s new diesel-electric Palmer previously oper- cisco Bay, and commercial gensets. hybrid tug Delta Teresa, and ated nearly identical ships in and recreational vessels are Enhydra, Red and White Southern California, albeit always coming and going. Fog is another challenge. The 22-acre Alcatraz Island, with its historic lighthouse and white prison buildings, came into focus as the ship sped along at 8 knots. Alcatraz Flyer normally docks starboard side to the landing, requiring captains to sail past it, then spin 180 degrees. Palmer steered from the starboard wing station, occasionally peering over the side to gauge distances from the dock. Knowing the tides and Alcatraz Flyer Fleet’s battery-electric with conventional propul- their characteristics is an makes headway hybrid. The diesel-electric sion. Both versions, he said, with the eastern important part of each hybrid systems aboard Alca- handle well, particularly span of the Bay approach to Alcatraz. Flood Bridge in the traz Flyer and its sister ship, when “walking” to the dock. tides tend to push on the background. Wind Alcatraz Clipper, predate all Extra weight from the bat- stern during docking, while turbines installed of these. tery banks and a momentary ebb tides often work against aft can supply The hybrid systems on lag due to the power trans- the bow. This isn’t always the ship service Flyer and Clipper consist of fer from the gensets to the power. case, however, and on this twin MTU Series 60 gen- electric motors are about the particular voyage the current erators producing electric only differences. www.professionalmariner.com 21 menced about 15 minutes later at 1130. The upper deck was packed with excited Capt. Chase children visiting the island Borchers, left, on a school outing. checks the distance from “The kids are very excit- the dock as the ed to be here,” Dobruck diesel-powered observed. Islander arrives “It’s Alcatraz, baby,” Palm- at Alcatraz er quipped. Island. Alcatraz The second voyage of the Flyer, below, can deliver 1,400 morning proceeded just as horsepower from the first. Deck hands posi- twin MTU Series tioned forward and aft called 60 generators out “all clear” as the vessel linked to Baldor backed away from the dock. electric motors. The course and heading were Roughly 150 bat- “(The hybrid) has the ing between other company teries are avail- nearly identical, but winds same characteristics, but it vessels sailing to the island. able for backup were now gusting 25 mph is just much heavier. It sits Along the way, passengers power. Far right, from the west, raising an a little lower,” Palmer said. flocked to the upper deck to Islander heads occasional whitecap on the “You have to be 10 seconds snap pictures of Alcatraz and back across the bay. ahead in your thought pro- the San Francisco skyline. bay to take on Vessel traffic had picked another group of cess as you make maneuvers The approach into Pier 33 tourists. up considerably. White sails and adjust accordingly.” allows captains to dock bow- dotted the horizon, and fast After docking, Dobruck first. ferries zigged and zagged and deck hands Stephen Palmer’s second round in every direction. Palmer Chapman, Taylor Campbell trip of the morning com- maintained course as U.S. and Jamie Bartlett worked together to usher the 281 passengers off the ship. Although Alcatraz Flyer can carry up to 700 people, it rarely exceeds 500 due to National Park Service limits. Those rules cap the number of people on the island at any time. The park service also sets admission prices, which include the round- trip boat ride. The return voyage took a slightly different route, bringing the ship farther west than the inbound run. This is done in part to ensure sufficient spac-

22 Professional Mariner February 2020 and Chinese teams sailed Palmer called to his counter- day, five days a week, month F50 catamarans toward the part over radio, noting the after month. Others, like Golden Gate Bridge ahead vessel’s wide berth from the Knowing the Palmer, appreciate it. of a weekend competition. island’s dock. tides and “There is consistency to The high-end sailboats, “Roger,” the Red and their char- it,” he said. “We also get to capable of reaching nearly White captain confirmed, meet all kinds of people from 50 knots, slowed down con- “starboard to starboard.” acteristics is all over the world. They are siderably to let the larger “Everyone knows what an important super happy to be here, and vessel through. everyone else is doing,” part of each seeing the expressions on “They are professionals. Palmer said, referring to approach their faces is pretty great.” They know what they are other tour and ferry opera- Behind Palmer on the doing,” Dobruck said of the tors. “So it all works out.” to Alcatraz. upper deck, passengers lined racing crews. As he did before, Palmer Flood tides the starboard side of the Just a few minutes later, passed the Alcatraz dock and tend to push boat, aiming smartphones Red and White Fleet’s tour then spun around toward the and digital cameras toward boat, Royal Prince, rounded landing. The current more or on the stern the island. The prison’s infa- Alcatraz’s north side as less cooperated this time as during dock- mous cell house, once home Palmer approached from he guided the vessel against ing, while to gangsters Whitey Bulger, the south. Royal Prince crept the dock. The island’s high ebb tides Al Capone, “Machine Gun” along to give its guests plenty bluff offered some protection Kelly and hundreds of lesser- of time to see the prison from the westerly winds, and often work known convicts, loomed on buildings, and its captain the 2-knot facing current against the the bluff. stayed a couple of hundred made for a smooth docking bow. Without missing a beat, yards from the island. maneuver. Palmer walked to the micro- “Royal Prince, looks like Some mariners would phone. “Here we are, folks,” you’re taking it wide, so let’s have a hard time doing the he said. “Welcome to ‘The do starboard to starboard,” same thing, multiple times a Rock.’” • www.professionalmariner.com 23 v e s s e l s At Work

Alabama River ferry reborn with electric propulsion Story and photos by Brian Gauvin apt. Ray Parker signaled to Glosten then developed the detailed Gee’s Bend Ferry heads down the Alabama the deck hand to lift the design for the conversion that was River on the 15-minute run from Camden to vehicle ramp. With that, undertaken by Master Marine Inc. Gee’s Bend, Ala. Previously powered by two C diesels, the vessel is now all-electric. and a toot on the horn, the nation’s of Bayou La Batre, Ala. first all-electric passenger/vehicle Sean Caughlan, a senior marine plied by American Traction Systems ferry slipped its mooring in Cam- engineer with Glosten, said there are (ATS) of Fort Myers, Fla. The inte- den, Ala., and entered the Alabama currently no federal regulations for gration of all of the elements was River. vessels powered by lithium-ion bat- conducted by Marine Interface of The 95-by-42-foot Gee’s Bend teries, which meant that designers East Northport, N.Y. Ferry was built in 2004 with John and the Coast Guard had to estab- “Determining the size and capac- Deere diesel propulsion. Since 2006, lish a regulatory framework. ity of the batteries was a challenge the ferry has been managed and “The Coast Guard was very operated by Hornblower Marine good to work with and provided a Gee’s Bend Ferry Services (HMS). It can accommo- guidance letter back in early 2016, SPECIFICATIONS Owner/operator: Hornblower Marine Services, Dauphin Island, Ala./ date 15 vehicles and up to 132 pas- which we used as a basis throughout Alabama Department of Transportation, Mobile, Ala. sengers. the design and certification process,” Designer: Glosten, Seattle, Wash. Conversion shipyard: Master Marine Inc., Bayou La Batre, Ala. In 2015, HMS, Glosten naval he said. The collaboration contin- Integrator: Marine Interface, East Northport, N.Y. architects and the Alabama Depart- ued right up until the time the con- Dimensions: L: 95’ B: 42’ D: 3’ Crew size: Two ment of Transportation, partially verted ferry entered service in early PROPULSION funded by a grant from the U.S. 2019. • (4) Baldor IDDRPM281504 150-hp electric motors Environmental Protection Agency, The ferry was gutted and all of • Walter RO-61 gearboxes, 3:1 reduction • American Traction Systems components studied the feasibility of convert- the machinery removed to make • Spear Power Systems batteries ing the vessel to electric propulsion. way for the electric system sup-

24 Professional Mariner February 2020 that needed to balance cost, size and recharge frequency without com- promising safety or straining operations,” Caughlan said. The numbers added up, and the battery banks — supplied by Spear Power Systems of Grandview, Mo. — have proven to work well with the operating and recharging schedule of the ferry. The four Baldor electric motors with Walter gearboxes have plenty of space, compared to their two diesel predecessors, in the low engine room. Each electric motor produces 150 horsepower at 1,800 rpm. Ser- vice speed is 8 knots. The ATS propulsion rack con- Capt. Ray Parker, above, mans verts AC shore power to DC power the helm of the ferry on an feeding two battery banks, which afternoon run. Recharging are located in deckhouses port and stations at the vessel’s two starboard. Each bank drives two destinations provide electri- motors, providing redundancy in cal power. Deck hand Vondale the event of equipment failure. McGraw, left, directs commut- ers bound for Camden, Ala., at There are charging stations at both the Gee’s Bend dock. ferry terminals, one in Camden and the other 1.7 miles downriver in Gee’s Bend, also known as Boykin. “This project is significant because it opens this technology up for the U.S. maritime industry,” said Tim Aguirre, general manager of HMS Ferries Alabama. “Of course not everyone was able or wanted to switch to electric cars when first introduced, and the same gradual acceptance and application should probably be Battery banks are located in expected with electric vessels as the deckhouses port and star- science matures. ALDOT, HMS board, above, on the ferry. Ferries and the EPA are proud that Each bank consists of two we have been able to demonstrate strings of six batteries. Four that this technology can work on Baldor electric motors, right, coupled to Walter gearboxes, Gee’s Bend Ferry, and are excited to provide a total of 600 horse- explore the next phase of power- power at 1,800 rpm. ing the ferry from a solar-powered microgrid.” • www.professionalmariner.com 25 MARITIME Casualties American captain, crew honored for valor in Sincerity Ace rescue

Aboard Green Lake in the Pacific Northwest after the rescue are, from left, crewmembers Ben Anderson, Jolanta Goch, John Rawlings, Bernardo Bartolome, Robert

Courtesy Seafarers International Union International Seafarers Courtesy Calvo, Isaac Amissah, Paul Gottschling, Ted Thompson, Mario Santos, Peter Schuetz and Jose Clotter. All completed training at the Paul Hall Center in Piney Point, Md., which is affiliated with the Seafarers International Union. attling 30-knot winds, 25-foot corner of the Pacific Ocean about reminded them there were more Bswells and complete darkness, 1,800 nautical miles northwest of people to save. Green Lake maneuvered alongside an Honolulu. Green Lake Capt. Wil- Green Lake ultimately rescued overboard mariner from the burning liam Boyce saw the devastation on seven people from Sincerity Ace vehicle carrier Sincerity Ace. More his crew’s faces. But as they con- despite extremely challenging condi- than an hour later, the exhausted tinued toward the burning ship, he tions. Other ships rescued nine more man clung to Green Lake’s pilot ladder while crew tried to coax him up A U.S. Coast Guard air the last few rungs. crew flies over Sincerity The mariner struggled for nearly Ace as the vehicle carrier 45 minutes as the 655-foot U.S.- burns on Dec. 31, 2018, in the North Pacific. The flagged vehicle carrier pitched in the plane dropped rescue swell. He fell several times but each supplies to the bulk car- time managed to regain his footing rier Genco Augustus, on the ladder. Finally, he succumbed which can be seen in to exhaustion, slipped into the water the background. In the and drifted away. foreground is the U.S.- flagged vehicle carrier His death stunned Green Lake’s Green Lake, which res- crew, who had worked together to cued seven people from try to save the man in a desolate Sincerity Ace. U.S. Coast Guard photo

26 Professional Mariner February 2020 people, but five crew died in the incident. For their actions, Boyce and his crew earned a certificate Captain’s praise for the Green Lake crew of commendation from the Inter- national Maritime Organization The U.S.-flagged vehicle tin, handled the bridge tele- Jolanta Goch provided (IMO), and the Gallant Ship Cita- carrier Green Lake saved graph, thruster, satphone blankets, food, clothes and tion and Merchant Marine Medals seven people from the calls, USCG HC-130 coms, yelled constant encourage- for Outstanding Achievement from Panama-flagged Sincerity and kept an extremely accu- ment to the survivors in the the U.S. Maritime Administration Ace after it caught fire in rate detailed log. Chelsea water.” (MarAd). the North Pacific late on multitasked like I have never “What has gotten lost in all the Dec. 30, 2018. Capt. Wil- seen anyone do for 11 • “Chief cook Jose Clotter accolades is the performance of the liam Boyce and chief mate straight hours.” was on the bridge holding crew of Green Lake,” Boyce told Kevin Camarda oversaw a a hand-held searchlight Professional Mariner. “They worked chaotic rescue that utilized • “Third mate Matt Morgan until sunrise. He and stew- every crewmember on was invaluable providing ard Peter Schuetz kept all The emotional board during the 18-hour lookout guidance from fed well for five days en ordeal. the bow in a calm, clear route to Honolulu. U.S. trauma that the crew demeanor as Green Lake Merchant Marine Academy “and particularly the Here is how Boyce approached each survivor deck cadet Christopher described the event, with at slow/half ahead and they Cashman became the survivors experienced the contributions from each disappeared from sight. AB ship triage medical officer was very real, as the crewmember: John Rawlings was on the and evaluated all survi- highs and lows of that wheel for 16 straight hours vors, and he responded • “Under the guidance of with minimal breaks and accordingly in hypother- day really took a toll chief mate Kevin Camarda, steered so true and so skill- mia cases. We had some on all of us. chief engineer Joe Tier- fully in the challenging wind serious medical issues ney, first engineer Shauna conditions.” with survivors at first and Capt. William Boyce Glasser and bosun Isaac he did well with providing ” Amissah, the deck crew • “Engine cadet Jeffery treatment.” together as a team during a real long, of Bernardo Bartolome, Attardi worked the bridge tough, emotional day under extreme Ted Thompson, Robert telegraph for a time and Since the event, Boyce has conditions.” Calvo and Paul Gottschling assisted in the engine room been an outspoken advo- The 650-foot Panama-flagged worked tirelessly (on Dec. along with second assistant cate for crew mental health Sincerity Ace left Yokohama, Japan, 31) from 0200 to 2000 engineer Thomas Pollock, issues at sea. He said ves- for Honolulu with 3,500 vehicles a rigging, improvising and third engineer Maria Asun- sel operator Seabulk and few days before the incident. Crew figuring out how we were cion and oiler Mario Santos. owner Waterman Transport spotted the fire below deck late on going to get the survivors Green Lake maneuvered for Inc. have become proactive Dec. 30, 2018. The flames quickly on board.” a very long time, and engine on the issue and invested grew out of control and spread to crew kept things together in crew comforts and other other decks. Crew took refuge in • “It was challenging and below and provided critical resources critical to mari- the wheelhouse while awaiting help dangerous, and they all assistance at the bunker ners’ health while on land from nearby ships. performed admirably. The crane. Oiler Godofredo and at sea. Sincerity Ace was in Yokohama second mate, Chelsea Mar- Banatao and utility mariner Casey Conley when Green Lake arrived for a

www.professionalmariner.com 27 maritime casualties

load of vehicles bound for Van- heard a whistle and then a voice That mariner was one of four couver, British Columbia. Green calling for help. Without search- who fell into the sea while trying to Lake’s roundabout route to Canada lights to illuminate the area, they launch a lifeboat during a chaotic stemmed from severe storms in the aimed hand-held lights at the mari- period after Sincerity Ace caught fire. North Pacific, but it brought the ner while others coordinated the Green Lake crewmembers spotted ship within 47 miles of Sincerity Ace rescue from the pilot door roughly the lifeboat about 15 minutes after when the distress call went out at 10 feet above the water. collectively regrouping from when 2300. Boyce ordered his ship full Conditions worsened during the the mariner drifted away. speed ahead to the stricken vessel’s ordeal, with winds gusting to 30 Boyce guided his ship alongside last known position. knots and waves reaching 25 feet. the lifeboat and suddenly spotted Green Lake reached that location The man clung to the pilot ladder someone inside. In a matter of sec- about three hours after the distress for nearly an hour before letting go. onds, the man leapt onto the pilot call. Lookouts noticed life rings in Boyce learned the man’s fate from a ladder and climbed on board Green the water and a strobe light blink- deck officer who said, “Captain, he’s Lake. This was the first of seven peo- ing. As the ship got closer, crew gone.” ple Boyce and his crew would rescue.

CASUALTY BRIEFS

Mariner presumed dead what kind of work the vessel was Brown of Air Station Corpus Christi. Water XIV, and SRM Concrete, after utility boat sinks performing. The second barge, 2026, carrying operator of Bill Baker, were not near Port Aransas Local, state and federal authori- sand, sank on the west side of the successful. A mariner is missing and presumed ties spent more than 30 hours ICW, also at mile marker 510.5 and dead after a small utility boat sank searching for the victim, who has within the navigation channel. Eight crewmembers escape near Port Aransas, Texas, with two not been identified. The following morning at 0436, sinking tug on Outer Banks men aboard. the lead port-side barge in a six- The Coast Guard is investigating The victim was working on Cristi Barge hit by another barge string pushed by Brown after a tugboat capsized in Oregon when it sank Dec. 10 at 1030 in after grounding in Texas Water XIV, traveling east in the Inlet, N.C., during a severe storm. the La Quinta Channel roughly 100 Two barges grounded in the ICW, struck the submerged sand Miss Bonnie rolled over and yards north of Ingleside Point. A Intracoastal Waterway (ICW) near barge from Bill Baker, Brown said. partially sank Nov. 17 at about good Samaritan vessel rescued the Corpus Christi, Texas, and less than Barge MTC 662, carrying sugar, 1110 near the Old Bonner Bridge. second crewmember, who was not a day later another tow struck one sustained damage to its bow void Authorities initially believed the tug injured. It is not clear if either wore a of the submerged barges inside during the incident. hit a bridge support, although the personal flotation device at the time. the navigation channel, the Coast The gravel barge was refloated subsequent investigation showed The Coast Guard is investigat- Guard said. by Dec. 9, but the sand barge the vessel never made contact, ing the incident but has released The towboat Bill Baker was remained submerged. The damaged the Coast Guard said. Eight crew few details. A Coast Guard rep- traveling west on the ICW with two sugar barge also remained at the escaped without injury. resentative in Houston described barges at about 0735 on Dec. 5 scene with an additional barge tied Response crews deployed Cristi as a 25-by-12-foot utility when the lead barge, 2304, car- to it for stability, Brown said. 2,500 feet of sorbent boom and vessel that supports maritime opera- rying gravel, grounded on the east Additional details were not another 1,600 feet of containment tions. The service did not release bank near mile marker 510.5, said available. Attempts to reach Brown boom around the vessel, which the name of the operator or say Coast Guard Lt. Cmdr. Margaret Water Marine, operator of Brown had about 3,000 gallons of fuel

28 Professional Mariner February 2020 Green Lake remained in radio house for the forward end of the worked with the deck crew to jury- contact with Sincerity Ace through- boat deck. They found a rope and rig the bunker crane with a harness out the ordeal. Conditions were lowered it to the water to escape as to lift Sincerity Ace mariners out of increasingly dire. The remaining 17 darkness lifted. As Green Lake came the water. Second mate Chelsea crew huddled in the wheelhouse, within a quarter-mile of the burn- Martin worked the bridge telegraph, where toxic smoke had made it hard ing ship, the rescuers watched as thruster, satellite phone and Coast to breathe. Cars exploded below several crew fell nearly 10 stories to Guard communications, all while deck, while metal on the boat deck the water. At about the same time, keeping a detailed log. Third mate was white-hot. Crew reported their a U.S. Coast Guard HC-130 from Matt Morgan served as a lookout as survival suits melted as they crossed Honolulu arrived overhead, drop- the hulking ship approached each the deck, and smoke kept them ping life rafts into the ocean. survivor in the water. from launching any more lifeboats Green Lake’s crewmembers each Other crewmembers performed or life rafts. played critical roles in the rescue. just as admirably, from the bridge As conditions got worse, crew Under the guidance of chief mate crew to the cooks, who stepped aboard Sincerity Ace left the wheel- Kevin Camarda, engineering crew up and continued to feed the crew

on board. An unknown amount escaped into the water. Salvage crews raised Miss Bonnie on Nov. 21. Vessel opera-

tor PCL Construction, a contractor Coast Guard person- working on a nearby bridge project, nel oversee the sal- did not respond to emails seeking vage of the tugboat comment. Miss Bonnie in Oregon Inlet, N.C., on Nov. 21. The vessel cap- Four airlifted after yacht sized during a storm floods near Puerto Rico four days earlier and The Coast Guard hoisted four spilled an unknown

sailors to safety from an inflatable amount of diesel. U.S. Coast Guard photo dinghy after the 80-foot yacht Clam stern was mostly underwater and remained nearby until Coast deploy the vessel’s dinghy. All were Chowder flooded and partially that multiple pumps could not Guard aircraft arrived, said Ricardo wearing life jackets. sank 25 nautical miles northwest of keep up with the flooding. The Castrodad, a service spokesman in The Coast Guard later deter- Aguadilla, Puerto Rico. captain soon gave the abandon- San Juan. mined that a small door used to En route from Florida to St. ship order. Personnel from Air Station launch the small boat had opened Kitts to deliver the yacht, the crew The 680-foot containership Borinquen deployed in an MH-65 unexpectedly, flooding crew spaces. issued a VHF distress call Dec. Calais Trader responded and Dolphin helicopter that performed Clam Chowder remained par- 15 at 0522 heard by Coast Guard diverted to the yacht’s location. multiple hoists to rescue the four tially afloat into Dec. 16, but its fate watch standers in San Juan. The Crew aboard the Malta-flagged men, all in their 20s and 30s. One was not known at press time. caller reported Clam Chowder’s ship deployed a small boat and of the men lost a finger trying to Casey Conley

www.professionalmariner.com 29 maritime casualties

and the survivors throughout the mariners coming to the aid of fellow ordeal. mariners,” Buzby said when present- “It was rewarding to me as a ing the Gallant Ship Citation and captain to witness how every single Merchant Marine Medals. “This person in the crew contributed and American-trained crew highlights responded, where and when they the professionalism and valor of our were needed the most, with little nation’s mariners.” direction from me,” Boyce said. Boyce, who is nearing retirement, “The emotional trauma that the said the rescue will stay with him for crew and particularly the survivors the rest of his life. He said it high- experienced was very real, as the lighted the need for proper retrieval highs and lows of that day really gear on vehicle carriers and contain- took a toll on all of us.” erships with high freeboard to rescue Boyce said the seven survivors all mariners during extreme conditions. required medical attention. Some Boyce also called for high-wattage, were hypothermic and others were narrow-beam searchlights to be severely traumatized. For instance, installed on the wings of all ships. the cook aboard Sincerity Ace hit his “Simulator training on maneuver- head on the ship’s bulbous bow after ing and bringing a large ship along- falling from the rope. He was nearly side a spent survivor in extreme sea sucked into the propeller of another conditions should be established,” good Samaritan ship that attempted he said. three times to rescue him before The incident and its aftermath Green Lake intervened. also called attention to the lasting The rescue took nearly 18 mental effects on mariners follow- hours to complete. Boyce and his ing a traumatic event. Boyce recalled crew were mentally and physically struggling to help his crew as they exhausted. Green Lake diverted to worked through the emotional Honolulu, five days away, to drop trauma. Seabulk and Waterman off the Sincerity Ace survivors. Eight arranged for support and resources days after departing Hawaii, Green as the ship arrived in Vancouver, a Lake arrived in Vancouver. step that Boyce said was “extremely The rescue turned heads around helpful.” the world. The IMO commendation “I am now a firm believer of the cited the “exceptional seamanship, importance and value of counsel- tenacity and leadership” of Green ing, or at the very least talking Lake’s captain and crew during the through the events with someone rescue. U.S. Maritime Administrator off the ship,” he said. “One rarely Mark Buzby praised the crew, opera- experiences trauma at sea, but when tor Seabulk and owner Waterman it happens, the need is real. So is Transport Inc. during a recent cer- the associated stigma of trying to emony in New York. hide one’s true feelings and keep it “Green Lake was there to respond inside.” in the time-honored tradition of Casey Conley

30 Professional Mariner February 2020 Bulker deck hand dies after fall from Indiana steel mill dock deck hand preparing to weeks-long hitch aboard the 678- can be a little slippery,” Brock A return home for the holidays foot bulk carrier when she depart- said. “The ground is covered in died after falling into Lake Mich- ed the ship at Burns Harbor. that stuff throughout the mill.” igan while her ship was docked at Authorities said she was retrieving People at the terminal and a northwest Indiana steel mill. her belongings from the vessel on board the ship witnessed Sara Murawski, 30, of Kinde, when she fell from the dock. She Murawski’s fall. At least one per- Mich., fell from the J dock at was not wearing a personal flota- son tried to rescue her but was ArcelorMittal in Burns Harbor, tion device, said Tyler Brock, unable to reach her before she Ind., and landed in the frigid spokesman for the Indiana DNR. went underwater. Divers located water roughly 15 feet below. She her body in about 32 feet of was in the water for more than The berth is com- water, Arney said, adding that she 45 minutes when divers rescued was unresponsive when brought her. posed of concrete and to the surface. “It appears she reached to get metal plates and has “Once we pulled her from the something over the dock wall and water, we immediately started to slipped and lost her footing and no railing. Its surface do CPR and life safety measures fell into the water,” Burns Harbor was wet from rain ear- to try and revive her, and those Fire Chief Bill Arney told Profes- continued all the way to the hos- sional Mariner. “We do know she lier in the day, Brock pital and at the hospital for an was leaving the boat to go home said, and was covered extended period of time,” the fire for the holidays as well.” chief said. Arney said Murawski might in a fine powder that Murawski’s body temperature have hit her head against the originated from the mill had fallen below 80 degrees when ship, the self-unloading bulk she arrived at Porter Regional carrier Wilfred Sykes, as she fell. or from the process of Hospital in Valparaiso, Ind. She The Porter County Coroner’s loading vessels. was pronounced dead later on Office has not released the cause Dec. 9. of death, although the Indiana The Indiana DNR has inter- Department of Natural Resources “We are not sure if she slipped viewed witnesses and others at (DNR) said it appears to have or tripped or was leaning over the the scene, Brock said. The inves- been an accidental drowning. edge,” he said. tigation is centered on how she The Indiana DNR and Arce- The berth is composed of con- entered the water. The fall is not lorMittal are conducting separate crete and metal plates and has no considered suspicious. investigations of the incident, railing. Its surface was wet from The U.S.-flagged Wilfred Sykes which occurred at about 1545 on rain earlier in the day, Brock said, was built in 1950. It is operated Dec. 9. The pier is located along- and was covered in a fine powder by Central Marine Logistics of side the ArcelorMittal steel mill that originated from the mill or Griffith, Ind., and owned by at the Port of Burns Harbor. An from the process of loading ves- Indiana Harbor Steamship Co., ArcelorMittal spokesman did not sels at the pier. also based in Griffith. Messages respond to multiple requests for “There is an iron substance seeking comment on the incident comment. that coats the area (around the were not returned. Murawski had finished a plant), and when it gets wet it Casey Conley

www.professionalmariner.com 31 maritime casualties

Towboat fire leads to barge breakaway, captain’s dismissal ederal investigators attributed Fa fire that left a towboat and nine barges adrift in the Mississippi River — and indirectly spurred the captain’s dismissal — to spraying lube oil that ignited on a hot engine surface. The National Transportation Safety Board (NTSB) determined the fire aboard the 3,600-hp Jacob Kyle Rusthoven on Sept. 12, 2018, started on a starboard main engine turbocharger. The flames disabled the vessel’s propulsion and steering systems, leaving the towboat and nine-barge tow adrift broadside to U.S. Coast Guard photo the current. All six crew escaped to Bayou, at the mouth of the Missis- Smoke billows from Jacob Kyle Rusthoven good Samaritan vessels, but four sippi River, via the Ohio and Missis- after the towboat caught fire on the Missis- were later treated for smoke inhala- sippi rivers. sippi River near West Helena, Ark., on Sept. 12, 2018. Failure by the crew to activate the fuel tion. The vessel, valued at $1.5 mil- The captain, who authorities did supply shutoffs and secure open doors ventilat- lion, was a total loss. not identify, came off watch at about ing the engine room contributed to the severity While the cause of the fire was 0000 on Sept. 12, yet remained in of the fire, according to the NTSB. traced to a mechanical issue, the the wheelhouse for almost three NTSB determined crew inaction hours as the tow proceeded down towboat Bill Atkinson alerted Jacob allowed the fire to intensify and the Mississippi River. He returned Kyle Rusthoven that the port corner spread. at 0530 for his scheduled watch as of the center head barge was under- “Because the captain did not the vessel approached Tunica, Miss. water. That same captain noticed instruct the crew to activate the At about 0800, part of the tow hit Jacob Kyle Rusthoven and its tow emergency fuel shutoff valves, and the riverbank near mile marker 688. were losing speed, and then he saw no one closed the main deck doors, River conditions were fast and rising. smoke coming from the open star- the fire was able to spread rapidly,” “Entering Mhoon Bend, the cap- board engine room door as the ves- the agency said in its report. “Addi- tain attempted to flank the bend but sels passed. tionally, the vessel was not fitted lost control of the tow,” the NTSB The pilot and mate aboard Jacob with a means to secure supply and report said. “He then backed hard Kyle Rusthoven, both off watch, exhaust ventilation to the engine astern to stop the tow. Nonetheless, awoke to smoke and the sound of room.” the head of the tow struck the bank, the engines “backing hard.” By the Jacob Kyle Rusthoven, operated by causing the tow’s rigging to loosen. time the pilot reached the wheel- Graestone Logistics of Murray, Ky., He maneuvered his vessel to regain house, the vessel had already lost departed from a Tennessee River control of the tow.” propulsion and steering. He told terminal on Sept. 8 with nine barges The captain continued downriver investigators the tow was adrift loaded with limestone. The vessels after contacting the riverbank. More broadside to the current. were sailing to Baptiste Collette than an hour later, the captain on Firefighting efforts were limited.

32 Professional Mariner February 2020 The electric fire pump in the engine pushed the burning towboat against guisher was no match for the flames. room was not working, and the hose the bank near mile marker 674. Additionally, the NTSB found, “the for the portable pump was stored Forensic investigators homed in vessel was not fitted with a means to on the tow. One crewmember dis- on the Caterpillar D398 starboard secure supply and exhaust ventilation charged a portable fire extinguisher main engine as the origin of the to the engine room.” into the engine space with modest fire. They identified a loose fitting Post-incident alcohol and drug effect. The captain ordered the crew on a lube oil supply line as the fuel screening showed the mate tested to escape to the tow as conditions source, and suggested the atomized positive for codeine/morphine, while aboard the towboat worsened. fuel likely landed on a hot engine alcohol results were inconclusive for Towboats Gabe Gattle and Bill surface and caught fire. The reason the mate and three other crew. The Atkinson dispatched skiffs to rescue for the loose fitting could not be pilot tested negative for all substanc- Jacob Kyle Rusthoven’s crew. They identified. es. The captain refused to be tested, arrived not long before the towboat’s Jacob Kyle Rusthoven did not have leading to his termination from a job stern struck the riverbank near West a fixed fire-suppression system in the started just two months earlier. Helena, Ark. Moments later, the engine room, nor was it required Graestone Logistics did not center head barge capsized and three to have one. The vessel also lacked respond to a request for comment other barges broke free. Towboats safety equipment for crew to fight about the NTSB findings. corralled the drifting barges and the fire, and the portable fire extin- Casey Conley

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34 Professional Mariner February 2020 maritime casualties

NTSB: Master impaired when cruise ship hit mooring dolphins nvestigators say the master incident caused about $456,000 sel’s voyage,” the NTSB said in Iof a Japanese cruise ship was in damage to the ship and more its report, citing alcohol impair- impaired by alcohol when the than $500,000 in damage to the ment as the probable cause. vessel struck mooring dolphins mooring dolphins. Nippon Maru arrived in Apra at a U.S. Navy fueling dock in “The master’s errors in Harbor early on Dec. 30, and it Guam, causing nearly $1 million maneuvering the vessel were not was scheduled to leave that night in damage. consistent with his level of skill for Saipan. The ship, berthed The incident happened at and experience — in particular, port side to wharves F-4 and F-5, 2113 on Dec. 30, 2018, as the his experience with this vessel in was to back off the dock and spin 547-foot Nippon Maru backed this harbor — and suggest that 180 degrees to port with help off a dock in Apra Harbor with he was impaired during the ves- from the 106-foot tugboat Talo- 624 passengers and crew. The National Transportation Safety Nippon Maru, Board (NTSB) said the ship was shown in 2012 in the process of spinning 180 after being degrees for outbound transit. As remodeled, the maneuver unfolded, the mas- was attempt- ing to leave ter applied astern engine power Apra Harbor in despite the pilot’s request for Guam when it ahead propulsion. hit mooring dol- Alcohol testing conducted five phins at a U.S. hours after the incident showed Navy facility. An the master had a blood alcohol NTSB timeline constructed from level of .071, although the NTSB AIS data details noted it could have been higher the path of the ship. at the time of the impact. The Pat Rossi illustration/ Photo courtesy Wikimedia Commons

Wharf F-3 21:04 fofo and the cruise ship’s 2,000- Nippon Maru hp bow thruster. Wharf F-221:10:30 under way Turn maneuver The pilot, based in Guam commences Wharf F-4 Wharf F-5 since the early 1990s, boarded Speed: 2 knots Course: 264° the ship at about 2050 and 21:07:21 21:12:03 Heading: 069° Vessel making awaited the master’s arrival in Speed sternway the bridge. The two did not con- increases astern Speed: 2 knots Wharf F-1 Speed: 3 knots duct the master-pilot exchange Apra Harbor Course: 256° Course: 232° Heading: 082° required under Nippon Maru’s Heading: 014° safety management system, the 21:13:29 Wharf E NTSB said. Nippon Maru The backing maneuver began strikes dolphins Wharf D GUAM Speed: 3 knots at 2057 with the master at the Course: 159° conn and the ship’s controls Heading: 313° transferred to the port bridge

www.professionalmariner.com 35 maritime casualties

wing. The tugboat and thruster astern,” the report said, noting sumed a beer between 2300 and combined to ease the ship off the the ship was moving astern at 2400 after the incident. Inves- dock, and with about 60 feet sep- 3 knots. “At 2113:17, the third tigators suggested the master arating the ship from the dock, officer again warned the master consumed more alcohol than he the pilot ordered the thruster in Japanese that the joystick was admitted. and tug to stop. He ordered the at full astern. Two seconds later, The NTSB also highlighted engines to slow astern. the second officer reported that other issues preceding the inci- “The pilot stated that the the Nippon Maru had hit an oil dent, including the crew’s use master did not verbally respond boom that surrounded the D of Japanese in the minutes lead- to his orders, but based on the wharf. Four seconds after that, ing up to it. The third officer’s movement of the vessel, he the third officer yelled in Eng- admonitions to the master assessed that the master was lish, ‘Ahead! Ahead!’” about the propulsion setting, for complying,” the NTSB said. “At At 2113:29, the stern of instance, were in Japanese, which 2106, the vessel began moving Nippon Maru struck two of D the pilot did not understand. astern, making about 2 knots wharf’s mooring dolphins. At The master also did not verbally astern a minute later.” about the same time, the third comply with the pilot’s orders. The ship then began turn- officer tried to physically move The report stated that the ing to port with the tug assist. the joystick into the ahead posi- power imbalance between the The pilot noticed the ship mov- tion, but the master immediately master and third officer and their ing roughly 2 knots astern and placed it back into the astern apparently rocky relationship also ordered the ship dead slow ahead position. might have contributed to the with its rudders hard to port to The second officer reported incident. This scenario, known arrest the astern motion. At about the contact with the dolphins to as the “power distance,” might this time, the master claimed he the bridge, and the ship returned explain why the master ignored lost his sense of orientation and to its previous berth under its the officer’s suggestion to correct placed the engine control joystick own power. Nippon Maru was the engine order to ahead, the into the astern position. holed in its starboard stern and NTSB said. Soon afterward, lookouts sustained a gash in the port- “The third officer was the reported Nippon Maru was side stern. Both of the concrete most junior deck officer on the approaching mooring dolphins dolphins were damaged, and ship, with only a fraction of the at the Navy’s D wharf across a catwalk between them was master’s seagoing experience,” the harbor from wharves F-4 destroyed. the report said. “Additionally, he and F-5. The pilot sought more The pilot said that as he stated that his relationship with power from Talofofo. He also prepared to leave the ship, he the master was poor, and the ordered the cruise ship’s engines smelled alcohol on the master’s master refused to be briefed by half ahead. The master appeared breath. The master told Japanese the third officer prior to getting to respond, although the pilot authorities he drank one and underway.” could not see the controls to a half pre-mixed whiskey and Mitsui OSK Passenger Line know for sure. soda cocktails between 1700 and of Tokyo operates Nippon Maru, “At 2112:59, the third offi- 1800 on the day of the incident, which has since undergone cer was recorded on the vessel’s despite company policy requiring repairs. Attempts to reach the voyage data recorder (VDR) that crew abstain from alcohol company for comment on the telling the master in Japanese within four hours of their watch. NTSB report were not successful. that the joystick was now full He also claimed to have con- Casey Conley

36 Professional Mariner February 2020 ATB hits OSV that had turned broadside in Port Arthur channel oughly 3,000 gallons of Rmarine diesel spilled from an offshore supply vessel following a collision with an articulated tug- barge near Sabine Pass, Texas. The collision between the ATB Mariya Moran/Texas with the OSV Cheramie Bo Truc 22 occurred at about 0400 on Nov. 14 roughly 1.5 miles inside the Port Arthur jetty channel. Coast Guard spokes- Courtesy Jeff Cameron man Tyler Otabara said Cheramie meet within the channel, the 180- Mariya Moran guides Texas downbound in the Bo Truc 22 was broadside to the foot Cheramie Bo Truc 22 ended Welland Canal at St. Catharines, Ontario, after channel just before the collision. up in the ATB’s path. Otabara delivery in July 2015. A Coast Guard spokesman said the ATB crew had little warning and There were no injuries reported. said it is unusual but not unprec- was not able to avoid a collision with an OSV “The OSV, since it is smaller, edented for vessels to turn around last November near Sabine Pass. has a little more maneuverability in the channel. It is not clear if within the channel,” said Otabara, that is what the OSV was doing at placed boom around the vessel and who is also an investigator with the time. The ATB crew had little applied sorbents to remove fuel Marine Safety Unit Port Arthur. warning and was not able to avoid at the surface. It’s not clear how “They were able to turn and the collision. much fuel crews recovered through maneuver in such a way that they “From what we understand it all these efforts. Cheramie Bo Truc ended up sideways to the channel, happened pretty quick, and so as 22 transited under its own power, and that is when they ended up far as we know there was minimal with a tugboat escort, to a nearby colliding” with the ATB. evasive action other than backing dock a day after the collision. Otabara said his office is trying down,” Otabara said of the ATB AIS data shows both vessels had to determine why the OSV ended crew. departed the Sabine Pass region less up in the ATB’s path. The Nation- Texas struck Cheramie Bo than two weeks later. It’s not clear al Transportation Safety Board also Truc 22 on its port side, roughly what repairs Cheramie Bo Truc 22 is investigating the incident. amidships, breaching the OSV’s underwent before departure. The The 6,000-hp Mariya Moran hull above and below the water- Coast Guard referred additional and 161,000-barrel petroleum line. At least one fuel tank also questions about vessel damage to barge Texas were inbound within breached, allowing an estimated the respective operators. the Port Arthur jetty channel when 3,000 gallons of diesel to enter the L&M Botruc Rental of Gal- they approached the outbound waterway. Texas did not breach, liano, La., owner and operator of Cheramie Bo Truc 22. The two although it did sustain minor hull the 2,000-hp, 44-year-old OSV, vessels had some radio contact damage, the Coast Guard said. The did not respond to a request for before the collision, according to ATB was traveling lightship at the comment. Moran Towing, owner the Coast Guard, which is trying to time. of the 4-year-old ATB, declined to piece together those communica- The OSV remained anchored comment, citing the ongoing inves- tions. outside the navigation chan- tigation. • As the two vessels prepared to nel while oil spill response teams Casey Conley

www.professionalmariner.com 37 Correspondence by Sean Murphy and Adam Boesen

Emergency management: Have you planned for your next crisis? n September, a fire on these crises. That’s job protecting your company’s the Limitation of Liabil- Ithe dive boat Conception one if you want to handle reputation and value. ity Act. Some pundits killed 34 people; a pre- a future crisis effectively. In public statements, condemned the move as liminary federal investiga- The fact is, all companies the owners of Concep- disrespectful to the fami- tion found that the entire are in a state of pre-crisis, tion, Carnival Fantasy and lies of the deceased; the crew was asleep when the and it’s precisely the time El Faro reacted in ways filing might be seen as fire began. In October to analyze operations, worth studying. Each forcing people to take a 2015, El Faro, a U.S.- envision what could go crisis offers shipowners a legal position before they could bury a relative. But John Lawrence, left, there was another side to manager of safety and the story that could have operations for TOTE Services, testifies before been more effectively the Coast Guard’s El Faro communicated: An owner Marine Board of Investi- often takes this step to be gation in February 2016. a responsible company The authors say TOTE’s steward. statement after the The takeaway for board released its report “seems like a missed owners: As part of the

U.S. Coast Guard photo Guard Coast U.S. opportunity” because statement made to the the company did not media about the filing, identify specific actions the owners could have it could take to make reframed the lawsuit as seafaring safer. the beginning of a for- flagged cargo ship with an wrong and plan how you lesson in the importance mal and fair investigative experienced captain, sank would respond. Managing of planning and giving process into what was a amid Hurricane Joaquin a crisis demands that lead- your best response from terrible loss of life. That’s in 20- to 30-foot seas. All ers exercise the wisdom to the outset. For shipowners because a lawsuit kicks 33 people aboard died. not jump to conclusions, and operators in pre-crisis, off a discovery period. It’s Last August, an inspection as well as have the courage here are several takeaways. not disingenuous to pub- by the Centers for Disease to focus on how things licly position this action Control and Prevention can be better in the future. Make the crisis as launching what all (CDC) aboard Carnival Threading this needle can about truth concerned want to know: Fantasy earned the vessel be difficult, especially in After the Conception How did this happen, the worst sanitation grade today’s fast-moving social fire, the Associated Press what can be done, and in the cruise line’s history. media world. Strong reported that the own- how do we prevent it in Imagine facing one of leadership is the key to ers filed a lawsuit under the future?

38 Professional Mariner February 2020 MARAD Training Facility in NOLA Transformed by Delgado n October 18, 2019 MARAD the training they need to add skills OAdministrator Rear Admiral and progress through the different Mark Buzby USN (Ret) visited levels to become a member of the Take the leading role The report details indus- the new Maritime and Indus- wheelhouse or engine room crew. in your story trial Training Center (MITC) at Founded in 1912 as the Delga- try practices which need Delgado Community College in do Central Trades School, DCC will In the days after El Faro change. We are commit- sank, shipowner TOTE ted to working with every Maritime said the captain stakeholder on these com- sailed with a sound plan, ments and recommenda- and the company blamed tions.” the sinking on engine fail- The takeaway for own- ure. After a victim’s fam- ers: TOTE’s statement OLD NEW ily filed a $100 million in the wake of the Coast New Orleans. He was invited to celebrate its centennial in 2021 as view a remarkable transforma- lawsuit, TOTE declined Guard findings seems the oldest and largest community tion. Today, to look at this sleek college in Louisiana whose enroll- to discuss the suit but said like a missed opportunity. 19,000 ft2 world class facility it ment is second only to Louisiana the company was “fully The release of the report is hard to imagine that it started State University. DCC has excelled focused on supporting the opened the door for iden- as a one-room training program at not only offering a two-year families and their loved tifying specific actions that MARAD built in the 1970s degree, but also specializing in in far eastern New Orleans. certifications taught in customized, ones.” TOTE went on to the company could take. The original, corrugated metal short modules that gain or refresh create a relief fund for the Instead, the company building with one fire ship prop– skill sets for an entire career. families, but despite its offered to study the rec- known as “the hell hole”– once Although MITC still leads the actions, victims’ attorneys ommendations and trained perhaps ten mariners nation in maritime and industrial shaped the litigation nar- work with stakeholders in fire suppression each week. firefighting (the first in the region to When Delgado Community offer a USCG approved virtual re- rative. on possibly implement- College (DCC) acquired the alty advanced firefighting course), After a two-year inves- ing them as part of an original fire training facility from its programming has expanded tigation aided by the industry solution. And MARAD, it committed itself to exponentially since DCC acquired vessel’s recovered voyage while TOTE’s expression the mission of educating future it. MITC now boasts three state-of- mariners and supporting the the-art simulators that challenge data recorder, the Coast of sorrow and support vital role of maritime operations students with maritime training Guard’s Marine Board of of the victims’ families at one of the nation’s busiest scenarios based on real incidents. Investigation concluded was decent and humane, waterways. Senior Director Rick Schwab ex- that TOTE had inad- it possibly rang hollow Now, MITC consists of a plained, “We customize training to equate shoreside opera- because — at least initially twelve-classroom, multimillion meet the needs of employers. This dollar facility staffed by 38 per- means providing aspiring students tional support and a lack — there weren’t enough sonnel who offer 70 courses to or industry personnel who wish to of tools and processes for specifics on how TOTE industry personnel from small advance their career further with accurate weather observa- planned to make seafaring and large companies all over USCG-approved training in Fire tions. Reporting also indi- safer. the world. Another measure Fighting, Radar, Safety, and any of its growth? The Louisiana cated the ship’s captain other skills that are needed–from Community and Technical Col- deckhands to captains and tanker- and officers used inaccu- Set context lege System just awarded DCC men to steerman.” rate storm predictions and and a new course with an $894,533 grant. This This past year, DCC expanded left port without a fully Media coverage about the grant will subsidize discounted its campus, its educational offer- functioning anemometer. CDC report on Carnival training for over 20 courses at ings, and ultimately its workforce all levels of maritime careers, development impact on maritime TOTE acknowledged the Fantasy stated that bagels taking a student from early industries, by opening a River City Coast Guard report with and bread offered to pas- career as deckhand and gain campus. a statement: “El Faro and sengers attracted “not less its crew were lost on our than 15 small flies,” and watch and for this we sushi was prepared on will be eternally sorry. … inappropriate surfaces. www.professionalmariner.com SPONSORED CONTENT correspondence

Water came out the color gave it a role in search- Pursuing a version of accept responsibility while of sludge. One crewmem- ing for the person who the first option could help clearly establishing that ber was found to have laced the Tylenol capsules. a trial strategy, setting the the company will sort out symptoms of acute gastro- Could a shipowner pub- right legal tone from the what went wrong and take enteritis. licly address a damning outset. But if it’s seen as action before assigning The problem for Carni- CDC report by taking stonewalling, this strategy fault. val Fantasy wasn’t the first a vessel out of service to is likely to backfire. The for the ship, the cruise line sanitize it from stem to better option is to align Uncommon wisdom: or the industry. An NBC stern to win the public’s communications aimed at Semper paratus News online opinion piece trust? An action like that the court of public opin- What’s a shipowner to in August written by a could reinforce that what ion with trial strategy. do about the reality of professor of epidemiology occurred on Carnival Common mistake No. 2: living in pre-crisis? Bring stated, “What I see when Fantasy is an isolated Shifting blame reactively. together experts in opera- contemplating such an situation, while remind- While blame-shifting tions, law and communi- excursion is the potential to ing the public that tens might work for politi- cations. Develop scenarios be trapped with thousands of millions have traveled cians, that tactic often for what could go wrong. of others in a confined safely on cruises for years. creates more questions. Conduct exercises to space, suffering from gas- Charting a new course For example, assume a identify where the holes trointestinal ailments like might mean bearing the shipowner taps a captain are in terms of talent, norovirus and E. coli.” cost of extraordinary mea- as the bad actor in a cri- tools and technology. As In a case like this, sures to win public trust. sis. The company would the team fills the holes, allowing conditions to then have to address its build a plan and run persist and failing to put a Planning in pre-crisis hiring practices, training, drills for coordinating and crisis in context is charting In a crisis, there is enor- procedures and standards. delivering your message. a course for a bad out- mous pressure to answer After the firing, what Test your crisis communi- come, potentially threat- four questions: about tomorrow and the cations plan and team as ening an industry. • How did this happen? next captain? And what if you would test a crew and The takeaway for own- • Who’s to blame? a company is found to be its abilities. ers: Travelers want to • Is it going to happen wrong in shifting blame, Every crisis is unique, know the owners of Car- again? including by scapegoating but shipowners can and nival Fantasy can return • What can be done to one of its own people? should prepare. Identify the ship to cleanliness prevent this in the future? Common mistake No. 3: your most likely crisis and fun and, by exten- Answering the first Delivering a tactical mea scenarios, develop a com- sion, that the cruise line question can be as simple culpa. munications plan, rehearse industry is safe. In 1982, as, “We don’t know yet. There’s a difference a quick and effective Johnson & Johnson took We will find out.” But between accepting fault response, and be ready the unparalleled response some leaders abdicate for the cause and tak- with a narrative that of removing Tylenol from their role in managing the ing responsibility for assures your audiences of a stores after a series of poi- story by saying nothing, the outcome. In trying just outcome. • soning deaths from drug responding mechanically, to do the right thing, a tampering. Johnson & or adopting one of the fol- well-intentioned owner Sean Murphy and Adam Johnson received praise lowing approaches: may offer such a broad Boesen lead the crisis and for its honesty with the Common mistake No. apology that the public litigation communications public and cooperation 1: Relying solely on a legal thinks the company is at practice for Texas-based with authorities, which team as your bulwark. fault. A shipowner can Courtroom Sciences Inc.

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www.professionalmariner.com 41

ProfessionalMariner_FullPage.indd 1 12/17/19 10:31 AM trends & currents

Courtesy Wikimedia Rise of BNWAS adds to concerns over alarm fatigue by Alan R. Earls eeps, buzzes and flashing the Safety of Life at Sea (SOLAS) “Regarding bridge navigational lights are an increasingly convention in 2011. More recently, watch alarm systems, it is unlikely Bcommon soundtrack for U.S. Coast Guard Subchapter M that the towing industry has much life on the bridge of any modern rules added similar requirements for data regarding their usage at this vessel. Although intended to make operators of vessels with overnight point in time,” Brian Bailey, direc- operations safer and provide a accommodations and alternating tor of safety and environmental backup to human judgment, bridge watches when pulling, pushing stewardship for the American navigational watch alarm systems or hauling, known as pilothouse Waterways Operators (AWO), told (BNWAS) have added to concerns alerter systems. Professional Mariner in November. about alert overload and response But all that technology is mak- fatigue among mariners. ing some wonder if it is a case of A recent survey by a London-based insurance group found that 90 percent of respondents Initially for larger vessels in glob- the law of diminishing returns. — nearly half of them masters and other ship al service, International Maritime At the very least, there seem to be officers, on vessels ranging from dredgers Organization (IMO) requirements doubts about how mariners are to pleasure craft — said false alarms were a for BNWAS went into effect under reacting. problem for their crews.

42 Professional Mariner February 2020 That’s mostly because under Sub- chapter M, existing towing vessels If false alarms are not addressed in a timely more than 65 feet in length are not manner or are deemed necessary even though required to have pilothouse alerter equipment until at least five years “they are frequent and unactionable, mariners may after the issuance of the vessel’s first be tempted to minimize the volume of the alarm or certificate of inspection (COI). However, Bailey said the fre- even shut the equipment off. quent sounding of BNWAS alarms Capt. Tamara Burback, California Maritime Academy — designed to signal attention laps- es in the wheelhouse — contribute ” to alarm fatigue among mariners pilot from his main task at hand,” data becomes available from its keeping watch, especially when the he said. “So many alarms, denoting member companies. notifications are misleading or false. differing risks, problems or condi- “Alarm fatigue is a serious con- “A modern wheelhouse is already tions, can be confusing and not eas- cern for watch-standing mariners,” a highly technical location on board ily decipherable.” said Capt. Tamara Burback, assis- the vessel, with many sounds, all As a result, Bailey said the AWO tant professor in the Marine Trans- with the potential to distract the plans to monitor this issue as more portation Department at California

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www.professionalmariner.com 43 trends & currents

Maritime Academy. “Coupled with the normal fatigue of daily operations and feeling disconnected from loved ones, alarm fatigue presents a risk that the entire industry should take seriously.” Unfortunately, with so many electronic systems on the bridge, there is often at least one piece of equipment that is emitting a persistent alarm, Burback said. Usually the most that a vessel operator can do is put in a service request for the next port of call, and in the meantime either learn to live with the alarm or continue to silence it. However, if the alarm does not reflect a major equipment malfunction, it may not be Dom Yanchunas photo prioritized as highly as other vessel of Psychology at Royal Holloway, Capt. Larry Sullivan makes an adjustment to repairs, which means the problem University of London, to conduct the Furuno BNWAS unit on the tugboat Emily tends to persist, she said. a survey on the ways in which Anne McAllister in 2013. Although not required for towing vessels at the time, BNWAS had Nor is there any particular alarms affect mariners and ship been added to the wheelhouse during the culprit. According to Burback, operations. Almost half of the boat’s five-year overhaul. there is no single piece of bridge respondents were masters, fol- equipment that emits more lowed in frequency by second offi- that as the rate of false alarms false or non-emergency alarms cers and chief officers. They hailed increases, the less likely a person is than other equipment, though from vessels ranging from dredg- to respond. “The general advice is attention has often focused on ers to pleasure craft, but the top to reduce false alarms as far as pos- the GMDSS console and more three categories were LPG/LNG sible, but this must be balanced recently ECDIS, water ingress transporters, passenger vessels and against the risk of the system fail- systems, depth sounder, speed log general cargo vessels. ing to generate an alert when one and BNWAS. As to whether false alarms is necessary, so these are complex “If false alarms are not represented a problem, nearly 90 issues,” she said. addressed in a timely manner or percent said yes. A majority also Burback said fatigue is dangerous are deemed necessary even though indicated that they found it dif- in all forms because “it mutes our they are frequent and unaction- ficult to determine when alarms sensitivity to what may potentially able, mariners may be tempted to were false and when they were be the only early warning signs of minimize the volume of the alarm not. Respondents also said it was an impending danger or catastro- or even shut the equipment off,” difficult to distinguish between phe.” Thus, when mariners are told Burback said. different types of alarms. to “just ignore that one,” or that a The Shipowners’ Club, a Professor Polly Dalton at Royal specific piece of bridge equipment London-based protection and Holloway said research has identi- “has always alarmed,” they will indemnity (P&I) insurer, recently fied a phenomenon known as the likely continue to pass along that teamed up with the Department “cry wolf effect,” which suggests information and little will be done

44 Professional Mariner February 2020 to solve the problem. Once alarms of incidents involving operators who become something to be continu- Crew fatigue or fell asleep, or incidents that occurred ally ignored, it makes sense that while BNWAS was shut off. the risk of ignoring serious alarms health-related inca- “There is really no disputing increases, she said. “pacitation is a reality that BNWAS has saved lives and According to Bill Haynes, deep- property worldwide,” he said. sea product manager at Furuno of life at sea. BNWAS “Crew fatigue or health-related USA, alarm fatigue should be helps prevent disas- incapacitation is a reality of life at examined as two separate topics: ters from occurring as sea. BNWAS helps prevent disasters BNWAS, and then bridge alarms from occurring as a result.” and nuisance alarms. “Both make a result. Haynes said there are many ways noise and could cause distractions, to make sure that BNWAS does Bill Haynes, Furuno USA but they are different as far as what not become a nuisance, adding that they are designed to accomplish,” ” many vessel managers have found he said. health issue and nobody aboard the functionally appropriate ways of Before BNWAS, an operator vessel would know or be alerted ensuring that their BNWAS cor- alone on the bridge could fall asleep until it was too late. Haynes said a rectly monitors operator activity. or become incapacitated due to a quick Internet search reveals dozens For example, infrared motion sen-

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www.professionalmariner.com 45 sors can monitor the bridge and is either not understood or when The solution often can be very reset the timer whenever movement something like a sensor is broken. simple: refreshed training and is detected. Radars, ECDIS and One good example of a misunder- familiarization. Eventually, with operator-initiated steering sys- stood alarm is the ECDIS safety support and education, operators tems also can send reset signals to contour alarm, which is an alarm began understanding the purpose of BNWAS when operated to further required by recently adopted perfor- these alarms, and ECDIS became decrease false alarms and bridge dis- mance standards (IEC 61174-4). If a more useful tool instead of a nui- tractions. a vessel using ECDIS with an elec- sance and distraction, Haynes said. “If none of these operator- tronic navigation chart (ENC) hap- “It remains our strong recom- initiated actions are detected, then pens to be in waters with a depth mendation to any shipping com- — and only then — the BNWAS shallower than the value set in the pany that fits a new system like a first sounds an alert on the safety contour box, then an alarm radar, ECDIS or other mandatory bridge,” he said. “If it is not reset will sound. Haynes said in many bridge equipment to demand and within a reasonable amount of instances that has created a huge schedule appropriate operator time, alarms are sounded in crew distraction for bridge teams, as they familiarization training so that the quarters and spaces.” didn’t know where to go to correct bridge team understands operation, Haynes said nuisance alarms the issue — though it is described including alarms, before the vessel occur when the source of the alarm in operator guides and manuals. gets underway,” he said. •

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46 Professional Mariner February 2020 continued from page 48 off a chemical tanker when he Jones Act/U.S. merchant marine invited me to lunch with him views as a professional mariner. and reports written by hacks who on his 60-foot yacht moored in That includes hundreds of radio say just what the organization Seattle’s Lake Union. We talked interviews and TV appearances, wants; the statements are then for a while about life at sea, and being quoted in papers includ- quoted as factual and used unre- of my recently published book. ing the San Francisco Chronicle to mittingly to attack our livelihood Then I asked his opinion on how The Washington Post, and speak- and way of life. to deal with another anti-Jones ing at industry functions ranging Our adversaries inside the Act push by Quartel that had from the Propeller Club and Navy government also never rest in me concerned. Bruce replied, League to the North American their quest to undermine the “You already give money to pro- Short Sea Shipping Conference U.S. merchant marine. The cur- merchant marine political action in Vancouver, British Columbia. rent administration has proposed groups, so the next steps are call- I’ve stirred the pot at meetings and budget cuts of hundreds of protests, and most recently went millions of dollars to maritime I had to admit that online to a government website programs, including the Mari- and posted my views regarding time Security Program. After a until that day, it had U.S. maritime laws. condemnatory article published never dawned on me These attacks against the by the Heritage Foundation, in Jones Act and the U.S. merchant 2017 this administration also that we actually had marine have happened, and are withdrew its proposal that 100 enemies who were continuing to happen, for one percent of U.S. foreign food aid major reason: so shipping compa- be carried on U.S.-flag ships, dead set on destroy- nies can have smaller crews, pay caving in to political pressure ing our domestic mer- their mariners less, and operate and reducing it back down to ships not under the expert regu- 50 percent. Reversing a decision chant marine and the latory supervision of the U.S. made under the Obama admin- laws that protect it. Coast Guard. In other words, istration, Customs and Border our enemies want to kill the U.S. Protection in 2019 bowed to our merchant marine, cut tens of political opponents and nixed a ing and writing letters to your thousands of U.S. citizens out of proposal that would have pro- elected officials, getting the truth jobs, skirt our national security hibited foreign-flag vessels from out when talking to friends and laws, and operate substandard delivering oil field equipment colleagues, writing letters to the ships in our waters — all so they to and from rigs working in our editor, and going to meetings can make a few more bucks at domestic waters. These decisions and events. Politicians figure that our country’s expense. It is up to alone have cost U.S. merchant for every letter or call they get, us to do all we can to stop them. mariners thousands of jobs. or for every person who speaks Till next time, I wish you all It was a family member who up at a meeting, there are many smooth sailin.’ • gave me advice on how to fight others who think the same way. back against all the attempts That’s why you mariners have to Kelly Sweeney holds a license of to undermine our merchant get involved. If people never hear master (oceans, any gross tons), and marine. For over 20 years, Bruce the positive side of the Jones Act has held a master of towing vessels Sweeney served in the Idaho and U.S. merchant marine, your license (oceans) as well. He sails on Legislature, his district including detractors automatically win.” a variety of commercial vessels and the state’s only ocean-connected Bruce’s political insight con- lives on an island near Seattle. You port. An amateur sailor and vinced me to use every opportuni- can contact him at captsweeney@ nautical aficionado, I’d just paid ty I’ve been given to push my pro- professionalmariner.com.

www.professionalmariner.com 47 A Mariner’s Notebook by Capt. Kelly Sweeney

To save the Jones Act, know your enemies — and fight back ust before gradua- denly exclaimed, “I Over the years, I’ve U.S.-flag fleet with for- Jtion from California agree, Kelly, listening to observed a number of eign ships. Completely Maritime Academy, I that glorified car sales- individuals in positions ignoring the threat of had the chance to be man’s baloney drove me of power who have a terrorist on a foreign in the audience for a nuts, too. At least one shown themselves to be vessel working in our debate on the Merchant good thing came out of our enemies. Two who waters, Quartel said Marine Act it, though.” I replied, come to mind are the publicly in 2018 that he of 1920 “Yeah, what’s that?” late Sen. John McCain, sees no increased secu- (Jones He answered, “Now we a Republican from Ari- rity risk from replacing Act) held know more about who zona, and John Carroll, U.S.-flag ships with during an our enemies are, how the former Republi- foreign-flag ones on our industry they think and what can state senator from inland rivers and water- sympo- kind of propaganda Hawaii who recently ways. sium at they’re putting out.” made a run for mayor of There are also pow- the school. Knowing your enemy Honolulu. Both called erful organizations My blood has been a cornerstone for the elimination of throwing shade on the boiled as I of strategy for thou- the Jones Act. Perhaps U.S. merchant marine listened to a slick-talk- sands of years. I had the most persistent anti- today, such as the Fed- ing shipping company to admit that until Jones Act politician is eralist Society and the vice president — attired that day, it had never Rob Quartel. Nomi- Heritage Foundation. in what looked like a dawned on me that we nated by Republican These privately funded very expensive Brooks actually had enemies President George H.W. conservative organiza- Brothers suit — call for who were dead set on Bush, Quartel was a tions seek to influence the destruction of the destroying our domestic member of the Federal judges, politicians and Jones Act, which would merchant marine and Maritime Commission the general public to then allow replacing the the laws that protect (FMC) from 1990 to see things their way — U.S.-flag merchant fleet it. After watching that 1992. After Bush lost which, when it comes with foreign-registered debate, and seeing that his re-election bid, to the U.S. merchant ships. Afterward, an corporate spin master in Quartel left the FMC marine, means eliminat- engineer friend and I action, I was naive no and in 1995 became a ing the Jones Act. Even were walking back to longer — and vowed to founding member of the more sinister is the the dorms, with me keep an eye and ear out Jones Act Reform Coali- Cato Institute founded complaining about the for those who would tion — an organization by the billionaire Koch hatchet job we’d just threaten the livelihood with a stated purpose brothers. It funds bogus witnessed. Joe, normally of U.S. merchant mari- of destroying the Jones anti-Jones Act studies quiet and reserved, sud- ners. Act and replacing the continued on page 47

48 Professional Mariner February 2020

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