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U10 - Simple Isnt Always Easy - Professional Mariner.indd 1 3/1/19 3:46 PM CoProfessionalnt Marinere December/Januarynts 2020

Towing 4 20 Subchapter M glass ‘half full’ amid progress and challenges

BY CASEY CONLEY

20 Industry Signals Trends & Currents 4 Global sulfur cap brings uncertainty over fuel prices, blending 54 All-electric tugs and pilot boats: Are they ready for prime time? 9 EPA plans regulatory relief for certain BY DAVID TYLER Tier 4 engines, vessels 12 Navy opts for physical throttles on destroyers after fatal collisions 14 Waterways need more investment to stay competitive, USDA says 18 World’s last sail-driven tanker docked in limbo at Hawaii pier 12 58

Correspondence 58 Recent cases hold clues for deter- mining liability in Conception fire

BY ANDREW NORRIS A Mariner’s Notebook 64 A Christmas sea story: Lessons from the past, present and future BY CAPT. KELLY SWEENEY 54 www.professionalmariner.com 1 PROFESSIONAL

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PROFESSIONAL MARINER (ISSN 1066-2774) This magazine is printed in the U.S.

Professional Mariner is published in February, March, April, May, June, August, September, October and December, with an annual special issue of American Tugboat Review in July and an annual special issue of American Ship Review in November for $29.95 per year by Navigator Publishing LLC, 58 Fore St., Portland, ME 04101. Periodicals postage paid at Portland, Maine, and additional mailing offices. Postmaster: Please send address changes to Professional Mariner, P.O. Box 461510, Escondido, CA 92046. Copyright © 2019 by Navigator Publishing LLC. All rights reserved. No part of this publication may be reproduced in any way without written permis- sion from the publisher. Multiple copying of the contents without permission is illegal. Call 207-822-4350 x219 for permission. BRING ON THE HOLIDAYS. Subscription rate is $29.95 for one year (nine issues) in the U.S. and its possessions. Canadian subscription rate is $44.95 U.S. funds. Other foreign service is $49.95 U.S. funds. Overseas airmail is $94.95 U.S. funds. Multi-year Visit www.icomamerica.com/marine discounts are available, call 866-918-6972 for details. Distribution: Newsstand distribution, domestically and internation- ally: Coast to Coast Newsstand Services LTD., 5230 Finch Ave. East, Suite 1, Toronto, ON M1S 4Z9. Phone (416) 754-3900; fax (416) 754-4900. ©2019 Icom America Inc. The Icom logo is a registered trademark. 21003 Contributions: We solicit manuscripts, drawings and photo­graphs. Please address materials to Editor, Professional Mar­iner, P.O. Box 569, Portland, Maine 04112-0569. Unfortunately, we cannot guarantee the safe handling of all contributed materials.

2 Professional Mariner December/January 2020 21003 ProMar_Holiday_1119b.indd 1 10/10/19 7:58 AM 26

CProfessionalo ntMariner December/Januaryents 2020

43

26 Wind in the winches: Towing up the mighty Columbia

 BY BRIAN GAUVIN

Maritime Casualties 34 NTSB: Fatal fire started on California dive boat as crew slept

43 Twenty-four rescued after vehicle carrier capsizes off Georgia coast

47 Capsizing of Fraser River tug highlights risk of girding

49 Barge tow destroys riverside yacht club near Cincinnati 26 52 Crane collapses after faulty weight assessment, injuring three

Vessels at Work 3224 32 New SIT towboat bewitches with hull ‘voodoo,’ z-drives

By Brian gauvin

ON THE COVER

Kevin Maki, a deck hand on the tugboat Captain Bob, makes up a four-barge tow on the Columbia River in Vancouver, Wash. The 110-foot tug is the most powerful vessel in the Tidewater Transporta- tion fleet, delivering up to 5,000 horsepower to overcome strong currents and winds that can exceed hurricane force along the waterway. See story, page 26. Photo by Brian Gauvin

www.professionalmariner.com 3 i n d u s t r y Signals

Oil refiners have adapted their pro- duction processes, with new fuel blends, in advance of IMO 2020. But “pockets of non- availability” are expected for com- pliant fuel in the short to medium term in some regions of the world, according to Kathy Metcalf,

Courtesy Pixabay Courtesy president and CEO of the Chamber of Shipping of America. Global sulfur cap brings uncertainty over fuel prices, blending t has taken decades to build using fuel oil containing 0.5 per- operators in the United States to Ithe fuel supply chain for the cent sulfur or less by Jan. 1, 2020. decide between opting for compli- 50,000-vessel global merchant fleet. Contained in Annex VI to the ant fuel or burning high-sulfur fuel The pending 0.5 percent sulfur cap International Convention for the oil (HSFO) while using a scrubber on marine fuel stands to upset this Prevention of Pollution from Ships system that removes sulfur oxide entrenched structure, with price (MARPOL), the regulation reduces from exhaust, according to Kathy volatility likely as a result. the sulfur limit from its current level Metcalf, president and CEO of the To comply with a 2016 regula- of 3.5 percent. In response, fuel Chamber of Shipping of America tion enacted by the International suppliers have adjusted refining pro- (CSA). Maritime Organization (IMO), ves- cesses, while operators are adapting “Either option comes at a cost to sels must either treat their exhaust, to changes in fuel prices and quality a vessel’s budget, although it is pre- use an alternative fuel such as lique- before the cap takes effect. dicted that scrubbers would pay for fied natural gas (LNG), or begin The sulfur cap forces bluewater themselves ... no longer than three

4 Professional Mariner December/January 2020 years from the initial investment and shipowners and fuel suppliers in Metcalf did not have data on installation,” she told Professional Canada and the U.S. scrubber use for the 70 U.S.-flag Mariner. According to Metcalf, the trend vessels trading internationally. She Installing a scrubber can cost any- in the U.S. fleet is toward scrub- said that about 15 percent of the where from $2 million to $5 million. bers. Adoption has not happened global fleet will be using scrubbers According to Metcalf, the expected as quickly as expected, however, as in 2020 and that more U.S. opera- price of compliant fuel could a result of installation issues and tors are expected to adopt the tech- increase next year by at least 30 per- environmental concerns related to nology next year. cent over current HSFO prices. open-loop scrubbers, which dis- In the tugboat sector, coastal Vessels sailing within 200 nauti- charge washwater into the sea. Mul- operators should already be in com- cal miles of the U.S. and Canadian tiple government bodies throughout coasts will continue to comply with the world have banned open-loop the 0.1 percent Emission Control scrubbers, the most common type Sulfur cap Area (ECA) sulfur limit that has of scrubber system, due to their at a glance existed since 2015. Given this histo- impact on marine environments. ry, Chamber of Marine Commerce Connecticut and California have Under the new global limit, all ships President Bruce Burrows said he banned scrubber discharges in their will have to use fuel oil on board with does not foresee many compliance waters, while Hawaii has enacted a sulfur content of no more than 0.5 issues in Canada next year. While standards for washwater. The IMO percent, against the current limit of most Canadian operators have has agreed to open discussions on 3.5 percent, which has been in effect decided to burn compliant fuel, he harmonizing global rules governing since Jan. 1, 2012. said the scrubber decision largely scrubber discharges, and these talks The interpretation of “fuel oil used depends on fuel costs. are expected to conclude in 2021. on board” includes use in main and “If for some reason fuel costs sky- Prices are expected to decline for wholesale (W) rocket for low-sulfur fuel, then the auxiliary engines and boilers. Exemp- and retail (R) high-sulfur fuel oil (HSFO) through tions are provided for situations involv- notion to put scrubbers on (vessels) the end of 2020, according to 20/20 Marine ing the safety of the ship or saving life may be more attractive,” said Bur- Energy. Increases are forecast for low-sulfur fuel at sea, or if a ship or its equipment is rows, whose organization represents oil (LSFO) and marine gas oil (MGO). damaged. The new limit will not change the Retail and wholesale bunker prices to 2025 sulfur limits in Emission Control Areas 800 (ECAs) established by the IMO, 700 which since Jan. 1, 2015, has been 600 0.1 percent. The ECAs established 500 under MARPOL Annex VI for sulfur 400 are the Baltic Sea area; the North 300 Sea area; the North American area dollars per metric ton .

S (covering designated coastal areas

. 200 U 100 off the United States and Canada); 0 and the United States Caribbean Sea 2019 2021 2022 2023 2024 2025 2020 area (around Puerto Rico and the U.S. MGO-R LSFO-R HSFO-R Virgin Islands). MGO-W LSFO-W HSFO-W International Maritime Organization Courtesy 20/20 Marine Energy/Pat Rossi illustration

www.professionalmariner.com 5 industry signals

pliance with IMO 2020 without the A lot of unknowns exist, making need for scrubbers. Most operators If for some rea- accurate predictions difficult. But are already burning low-sulfur fuel Tolson also said operators can expect oil (LSFO), and the Environmen- son fuel costs sky- volatility in the prices of HSFO and tal Protection Agency limits sulfur “rocket for low-sulfur LSFO, especially during the first content for marine diesel to 15 parts fuel, then the notion quarter of 2020, until the bunker per million, said Caitlyn Stewart, supply chain becomes more defined. regulatory affairs director with the to put scrubbers on Before the end of the current year, American Waterways Operators. (vessels) may be the number of fuel suppliers dealing Indirect impacts of IMO 2020 in HSFO should gradually decrease, “could include fuel price fluctua- more attractive. causing prices to rise. However, Tol- son added, once demand crashes, the tions or changes in demand for fuel Bruce Burrows, bunkering services that some of our Chamber of Marine Commerce price will trend downward quickly. member companies provide,” she ” “When that day is I have no idea, said. but that day will come,” he said. ing, impact the wholesale prices of While LSFO should jump in Price projections those products accordingly,” he said. price next year, 20/20 Marine Ener- Despite the move to scrubbers by The increased demand could gy’s projections show the wholesale some larger ships, Adrian Tolson, push wholesale prices of LSFO from price decreasing in subsequent years, senior partner at consulting firm $550 per metric ton this year to dipping below $525 by 2025. 20/20 Marine Energy, said LSFO $590 in 2020, according to predic- should comprise the overwhelming tions 20/20 Marine Energy shared Ensuring fuel quality majority of the fuel market. with Professional Mariner in Septem- According to Tolson, vessel owners “That means demand goes up for ber. HSFO is expected to decrease should have no difficulty finding low sulfur and down for high sulfur significantly in price, dropping from sufficient quantities of HSFO and (fuel), and it should, relatively speak- $400 to an estimated $200. LSFO at major ports.

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In reference to LSFO, Metcalf (SOLAS) regulations, fuels should said that “pockets of non-avail- have a minimum flashpoint of 60 ability are expected in the short degrees Celsius. to medium term” for regions like To avoid violating the sulfur South America, Africa and some limit, Tolson said that vessel own- parts of Asia that do not have suf- ers who aren’t using scrubbers ficient refining capacity. must clean their tanks of residual Coast Guard spokeswoman Lt. high-sulfur fuel as soon as pos- Amy Midgett said domestic fuel sible. availability issues should be very For ships without scrubbers, limited. the carriage of fuel with a sul- For ship operators transiting fur content over 0.5 percent is internationally, “one of the keys prohibited after March 1, 2020, to this transition is careful voy- under the IMO regulation. Port age planning that considers bun- states will enforce the 2020 sulfur ker availability to the maximum cap, and the U.S. Coast Guard is extent,” she said. obligated to do so as a party to Operators have already started MARPOL Annex VI. The current to address potential fuel quality ECA enforcement mechanism issues as refiners begin to use new will remain unchanged, and the blends. Metcalf said fuel compo- Coast Guard will continue to nents may vary from refinery to review bunker delivery notes, refinery based on geography. check vessel logs and verify fuel “The global cap is only focused changeover procedures, Midgett on sulfur content, and other said. marine fuel criteria need to be While ensuring a compliant, considered as well,” she said. competitively priced supply of fuel The International Chamber involves factors beyond operators’ of Shipping (ICS) recommends control, Tolson said uncertainty that operators consider factors like can be mitigated through forward compatibility and flashpoint to contracts. He suggested that ship- ensure safety and usability. owners develop a bunker plan and Compliant fuels with the same work with fuel suppliers to “lock sulfur content but bunkered at in” supply and price as much as different locations may not be possible. compatible, according to the “It has to be an adaptable plan ICS. As a result, the organization because nobody knows what recommends storing fuel orders the 2020 market will look like,” in segregated tanks to avoid co- Tolson said. “So you really have mingling. to adopt some changes as we see The ICS also advises operators different pricing and as we see dif- to verify fuel stability and flash- ferent supply and demand signals point before bunkering begins. come through.” According to Safety of Life at Sea Sam Bojarski

8 Professional Mariner December/January 2020 EPA plans regulatory relief for certain Tier 4 engines, vessels espite nine years of advance engines from 600 kW to 900 kW Dnotice, the Environmental The EPA recognized (804 hp to 1,207 hp). Protection Agency (EPA) is pro- Since 2017, the Savannah Pilots posing a three-year deadline exten- that building Tier 4- Association has been trying to sion so marine engine manufactur- compliant vessels build a new version of a 7-year-old ers and boatbuilders can meet Tier with accompany- pilot boat that is on its second set 4 emissions standards for vessels of engines, said master pilot Rob- with lightweight and high-pow- ing SCR systems ert “Trey” Thompson III, presi- ered diesel engines. would require design dent of the group. The pilots want The Savannah (Ga.) Pilots Asso- changes to handle a boat with twin 1,450-hp diesels ciation and New England lobster- to run at 33 to 35 knots to reach men are among those who want the engines’ greater inbound vessels 11 miles offshore. to build high-speed commercial size and weight. A channel-deepening project will boats but are hindered by the lack extend the run to 17 to 18 miles of engines that meet Tier 4 stan- offshore, nearly doubling the dards and have a suitable power-to- diesel standards were adopted in boat’s operating time. Two other density output. The EPA proposal 2008. The Tier 4 phase-in sched- pilot boats built in 1984 and 1986 would allow Tier 3 engines to con- ule began in 2014 for large work- also eventually will be replaced. tinue to be installed while manu- boats with engines at or above “We haven’t been able to build facturers and boatbuilders develop 2,000 kW (2,682 hp). Tier 4 stan- a boat since Tier 4 requirements Tier 4-compliant vessels using die- dards were applied at the start of came into effect,” Thompson said. sel engines between 600 kW (804 2017 for engines from 1,000 kW Current engines and accompa- hp) and 1,400 kW (1,877 hp). to 1,400 kW (1,341 hp to 1,877 nying Tier 4 equipment such as The Tier 3 and Tier 4 marine hp), and on Oct. 1, 2017, for selective catalytic reduction (SCR)

The Savannah Pilots Association wants to build a new boat with specifications similar Courtesy Savannah Pilots Association Pilots Savannah Courtesy to Georgia, delivered in 2013, but the group’s requirements cannot be met with the Tier 4-compliant engines currently on the market.

www.professionalmariner.com 9 systems won’t fit into the design’s existing spaces. Also, the pilot boat must be less than 65 feet long to comply with regulations to protect right whales. U.S. Rep. Earl “Buddy” Carter, R-Ga., was among those who pushed for the rule change on behalf of the Savannah pilots. “The current standards have made it impossible for the bar pilots to purchase any new vessels because there simply is not a single manufacturer that can meet the requirements,” Carter said. “The new guidance will give the pilots the ability to purchase new vessels, so they are able to continue to do their important job while ensur- ing there won’t be any disruptions to the shipping traffic or other unnecessary delays at the port.” The Savannah pilots had begun the process to build a new launch, but their builder, Seattle-based Vigor, couldn’t find Tier 4-com- patible engines that would fit in a vessel less than 65 feet and pro- duce the required horsepower. In proposing the extension, the EPA recognized that building Tier 4-compliant vessels with accompa- nying SCR systems would require design changes to handle the engines’ greater size and weight. There currently are no certified Tier 4 engines with a power den- sity greater than 35 kW (47 hp) per liter, the agency said. The EPA heard public com- ments on the proposal Sept. 20 in Bath, Maine, and the public com- ment period ended Oct. 21. Gary Wollenhaupt

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Navy opts for physical throttles on destroyers after fatal collisions n the wake of high-profile col- same accidents that befell the learned by the Navy in the McCain Ilisions involving U.S. Navy Navy. incident are applicable to all profes- destroyers, including a 2017 inci- Douglas Crowder, retired from sional mariners. Similar issues were dent that killed 10 sailors aboard the Navy and now the president of cited after Fitzgerald collided with a USS John S. McCain, the service is a consulting firm, served as com- Philippine containership off Japan in revising bridge training practices mander of the 7th Fleet and Navy June 2017, killing seven U.S. sailors. and addressing what it sees as an Destroyer Squadron 24. He said “The Coast Guard incorporated over-reliance on computer touch his interpretation of the Navy’s discussions on the McCain and screens for ship control. findings is that the incidents were Fitzgerald mishaps into its training curriculum, and modified bridge Seaman Art Casil- simulator scenarios to (include) las mans the environmental and navigational ele- integrated bridge ments similar to those experienced and navigation system on the at the time of these unfortunate Arleigh Burke- mishaps,” Fredrickson said. “The class destroyer Coast Guard has and will continue USS Dewey during to adapt its navigation practices a transit of the when warranted by operational les- Spratly Islands in sons learned, in the wake of tech- 2011. The Navy plans to begin nological advancements, or when installing physical traditional navigation methods are throttle controls U.S. Navy photo Navy U.S. rendered obsolete.” on ships in the On the civilian side, Margaret class in the sum- Ward, an assistant professor at the mer of 2020. California State University Mari- The investigation into the mostly a result of “training issues” time Academy, said merchant mari- August 2017 collision and one and poor decision-making by the ners typically have logged more sea involving another Arleigh Burke- commanding officers. time than Navy sailors at compa- class destroyer, USS Fitzgerald, “You need to bring up the best rable levels in their careers. Adjust- showed that the touch-screen sys- of everything to navigate in one of ing to a new ship and its systems tems were complex and that sailors the busiest shipping areas in the on the fly is something common to had been poorly trained to use world,” Crowder said in reference merchant mariners, she said. them. As a result, the Navy said it to McCain’s collision with a Libe- “Many mariners may find them- plans to begin retrofitting destroy- rian tanker in the Strait of Malacca. selves joining a new ship within ers in the class with traditional Some of the sailors on McCain’s hours of it getting underway,” she mechanical throttles. bridge had recently transferred said. “(But) if there is a failure in a The sequence of events has had from other vessels and had a poor system controlled by new technol- significant repercussions, as other understanding of systems and pro- ogy that a mariner lacks experience military branches and even civil- cedures on the ship, he said. in, it can without a doubt lead to a ian operators may examine their Chief Warrant Officer Kurt loss of situational awareness or the practices and consider whether Fredrickson, a spokesman for the first step in an error chain, leading they might be vulnerable to the U.S. Coast Guard, said the lessons to an incident.”

12 Professional Mariner December/January 2020 “Though fire and abandon-ship screens, and the computer screens drills are common to us all, many just don’t give you the same kind of ships lack frequent, well-rounded A real wheel and input and feel for steering and con- training procedures on other throttle have more of trolling the vessel. A real wheel and emergency scenarios, such as the “a feel of the vessel throttle have more of a feel of the (actions) a watch stander should vessel than just moving a mouse.” take in the event of a steering casu- than just moving a For either a civilian or military alty,” Ward said. “As the use of new mouse. vessel, Crowder said he would have technology on board ships becomes “no problem training a crew to increasingly prevalent, it is essential Capt. Sam Pecota, work with touch screens, but there that proper training in its usage director” of simulation, has to be backup if you lose power comes along with it — especially California Maritime Academy or the computer gets squirrelly.” when that technology governs such “I worry that young officers get essential aspects of a ship’s opera- mesmerized by systems like GPS, tion such as steering, propulsion of simulation at Cal Maritime. and my warning to them is to look and navigation.” “We have a couple of full-mission out the damn window once in a “I can say one thing for sure,” simulators here, with the option of while,” he added. said Capt. Sam Pecota, director using tactile hardware controls or Alan R. Earls

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Waterways need more investment to stay competitive, USDA says he nation has to invest more waterways containing locks. While (NESP). Getting that program Theavily in locks, dams and barge traffic has expanded, lagging funded has been a WCI priority. river dredging, and aging water- structural work and channel main- “Expediting the NESP would ways infrastructure must be tenance have caused costly delays. modernize five locks on the Upper restored to full capacity to allow “Importance of Inland Water- Mississippi River and two on the growth in traffic, the U.S. Depart- ways to U.S. Agriculture,” released Illinois Waterway, making them ment of Agriculture (USDA) said in August, relied on modeling to ready for predicted grain ship- in a recent study, weighing the forecast investment impacts. The ments,” Toohey said. “It would also improve the health of our marine ecosystems and habitats.” He cited language for funding pre-construction engineering and design (PED) for the program in a report accompanying the fiscal year 2020 Energy and Water Develop- ment (E&WD) bill, passed by the Senate Appropriations Committee on Sept. 12. “(The U.S. Army Corps of Engineers) shall allocate not less than $4,500,000 for PED of inland waterway lock and dam navigation and ecosystem restora-

U.S. Army Corps of Engineers photo Engineers of Corps Army U.S. tion projects authorized by Title VIII of the Water Resources Devel- opment Act of 2007,” the Senate’s report said. Toohey said that language must be supported in the House-Senate conference process ahead, and Construction workers excavate in the coffer- study compared benefits from var- added, “We’re grateful the Senate dam at the Chickamauga Lock Replacement ied levels of funding over 10- and has taken this first significant step Project on the Tennessee River in December 25-year spans. to initiate the project.” 2017. Delays in structural work and channel maintenance on inland waterways pose a The USDA’s study highlights Investing in dredge work in threat to U.S. competitiveness in global agricul- how critical inland waterways are the Lower Mississippi River — tural markets, according to the USDA. to the nation’s prosperity, said from Baton Rouge through New Mike Toohey, president of the Orleans to Southwest Pass and benefits to commerce and exports. Waterways Council Inc. (WCI), into the Gulf of Mexico — would Lock and dam performance a Washington-based trade group. boost grain prices paid to growers has declined at recent investment And, he added, it makes the case and bolster land values, the USDA levels. From 2000 to 2017, ves- for expediting the Navigation and report said. Resulting gains in jobs sel delays increased on nine major Ecosystem Sustainability Program and gross domestic product should

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more than offset project costs, tion in New Orleans. The group seeks increased channel mainte- according to the agency. wants more federal funds devoted nance in the area of Southwest Pass Increased rainfall in the Midwest to maintaining authorized channel in Louisiana’s Plaquemines Parish. in recent years has added to dredg- dimensions from the Gulf to Baton With recent Mississippi River ing needs, said Sean Duffy, execu- Rouge. The coalition’s “Full Fund- Basin flooding, more sediment was tive director of the Big River Coali- ing Floats All Boats Campaign” deposited in Southwest Pass. “This record year has tested dredging abilities,” Duffy said. “Navigation

USDA report at a glance

According to the USDA, the nation’s economy depends on farmers using waterways to maintain a competitive glob- al position. Increased investment in inland waterways would allow for more transport, particularly of farm products, which could grow from 14 percent of the system’s vol- ume in 2016 to 25 percent by 2029. The report includes economic analyses for a dozen states moving the most corn and soybeans by barge: Arkansas, Illinois, Indiana, Iowa, Kentucky, Louisiana, Minne- sota, Mississippi, Missouri, Ohio, Tennes- see and Wisconsin. Inland waterways have an advantage in fuel efficiency and greenhouse gas emissions, the USDA said. Inland towing can move 647 ton-miles per gallon, versus 477 ton-miles by rail and 145 ton-miles via trucks. Inland towing’s CO2 emissions are lower than those from rail transit and are only a fraction of those from trucks. What’s more, water transport is safer. “On a million ton-mile basis, there are 21.9 rail fatalities and 79.3 truck fatalities for every one on the water,” the USDA said. For every injury in water transits, 80.9 have occurred by rail and 696.2 via trucks. Susan Buchanan

16 Professional Mariner December/January 2020 interests across the nation, along from storms and address routine “But the channel was deficient for with the U.S. Army Corps’ dis- yearly dredging. over seven months as the Corps tricts, have said we need to fix the Duffy said 2019 has been his- had to dredge nearly triple the Southwest Pass problem.” toric. “I never thought we would usual amount of sediment. The Duffy sees the E&WD bill open the Bonnet Carre Spillway in Great Flood of 2019 has been one passed by Senate Appropriations back-to-back years, much less twice for the books, with a record length as very positive. It would allocate in the same year,” he said. The of flood stage, record funding and $525 million for a regional dredge spillway just west of New Orleans record maintenance dredging.” demonstration program to show allows floodwaters from the Missis- Strong demand for hopper multiyear efficiencies from building sippi River to flow into Lake Pon- dredges in recent years has ham- deep-draft projects between Louisi- tchartrain and then into the Gulf pered work on Corps projects, ana and Florida, including the Mis- of Mexico. including efforts from Baton sissippi River Ship Channel. “In FY 2019, the Corps was Rouge to the Gulf. The Big River The Army Corps’ dredge work appropriated a record of roughly Coalition wants hopper and cut- is typically planned and funded $245 million for operations and terhead dredges to be committed annually project by project. Under maintenance of the Mississippi and able to start early in new fiscal the Senate bill, a multiyear demo River Ship Channel from Baton years. program would respond to needs Rouge to the Gulf,” Duffy said. Susan Buchanan

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www.professionalmariner.com 17 industry signals

World’s last sail-driven tanker docked in limbo at Hawaii pier he last remaining sail-driven said Shelly Kunishige, spokeswom- of Clyde has deteriorated over the Toil tanker in the world is an for the Hawaii Department years and is no longer seaworthy. docked at a state-owned pier in of Transportation, explaining the Its masts are down, it lacks sails Honolulu, where it faces an uncer- potential issues with moving the and rigging, and its rudder is gone. tain future. ship or allowing it to remain at the The Friends of Falls of Clyde Plans are in place for the 280- pier, where it could sink. bought the vessel in 2008 with foot Falls of Clyde to relocate to Glasgow, Scotland, where it could Falls of Clyde, be refurbished and potentially shown berthed used as a multipurpose sailing in Honolulu ship. But that effort has largely Harbor in 2010, stalled, in part due to challenges continues to raising the estimated $1 million deteriorate as needed to haul the ship to Europe. supporters try to raise the money Meanwhile, the state of Hawaii necessary to has impounded the historic ves- Gobetz Wally Courtesy transport the sel and attempted to sell it earlier ship to Glasgow, this year. No “legitimate” bidders Scotland, where emerged, according to the state, it was built in leaving the vessel in limbo. 1878. “From our standpoint, we are The iron-hulled, four-masted the goal of preserving it. In 2016, still hopeful the organization Save Falls of Clyde was built in 1878 Hawaii impounded the vessel, Falls of Clyde International will in Glasgow, and many of its early leading to the auction earlier this finally put together the project to years were spent serving the India year. One key stipulation for the move the ship from Honolulu to trade. Capt. William Matson, the sale was having a plan and the Scotland,” said Bruce McEwan, a founder of Matson Navigation resources to move the vessel. No leader with the local group Friends Co., bought the vessel in 1899, bidders met that threshold, Kun- of Falls of Clyde, which owns the and it remains the oldest surviving ishige said. ship. vessel of Matson’s fleet. The state is now allowing the He described something of a Eight years later, the vessel Friends of Falls of Clyde to remove tense relationship with Hawaii was sold again and converted to personal effects from the ship. officials, who made it clear they a tanker with a capacity of about Once that process is complete, want the 141-year-old ship gone 19,000 barrels. It was later used Kunishige said the state will con- from Pier 7, where it has been as a floating fuel depot in Alaska. tinue to look for ways to remove tied up for many years. The state The vessel was towed to Hawaii in the vessel. is concerned the vessel will sink at 1963, and five years later it opened Despite that pressure and a the dock or in the harbor, where it as an exhibit of a Hawaiian history series of setbacks from potential could hinder shipping and require museum. partners in Europe, McEwan is a costly salvage. The vessel is included in the fairly optimistic the vessel has a “Honolulu Harbor is the state’s National Register of Historic future. “We just hope,” he said, largest harbor and the hub of our Places and in 1989 was named a “that it turns out positive.” • hub-and-spoke shipping system,” National Historic Landmark. Falls Casey Conley

18 Professional Mariner December/January 2020

ATR UPDATE

Towing by Casey Conley Subchapter M glass ‘half full’ amid progress and challenges n one breath, Tom Allegretti, president and ICEO of the American Waterways Operators, Coast Guard Cmdr. describes Subchapter M Andrew Bender, left, answers questions as “a singular milestone” alongside Tom Alle- for an industry striving gretti of the American to improve safety and Waterways Operators eliminate spills. In the during a Subchapter next, he acknowledges the M conference in late Coast Guard’s towing ves- September at MITAGS in Baltimore. Bender sel inspection standards emphasized commu- Courtesy KRR Photography Ltd. Photography KRR Courtesy remain a work in progress, nication and partner- and could stay that way ship between towing for some time. vessel operators and “The mission of Sub- the Coast Guard to chapter M has yet to be smooth the regula- tory process. accomplished,” Allegretti said during a conference at ise when we have bridged in how the regulations now the company must the Maritime Institute of that gap.” are interpreted by Coast abide by the decision. Technology and Graduate Allegretti’s mixed assess- Guard officials in different “We have noticed some Studies (MITAGS) cam- ment seems to ring true regions. distinct differences in man- pus near Baltimore in late throughout the towing Dan Justis, who heads ning requirements,” he September. sector comprising roughly Subchapter M compliance said during the MITAGS “There is a long road 5,800 active vessels and for a large West Coast tow- conference, adding that the ahead of us to … bridge hundreds of companies ing company, said two of mixed interpretations are the gap between the regu- large and small. Enforce- its identical SOLAS-rated “kind of frustrating.” lation and the reality of ment of the new standards tugs in different Coast Subchapter M took our boats and our barges remains something of an Guard port zones have effect July 20, 2018, after and our people,” he con- open question. Mean- different manning require- more than a decade of tinued. “Subchapter M while, operators continue ments. Justis said the mat- development and review. will only fulfill its prom- to report inconsistencies ter is under appeal, but for As of that date, all tow-

20 Professional Mariner December/January 2020 ing vessels must comply establish each vessel as a operators to file appeals. then hired a recognized with Subchapter M, even separate entity. He also advised them third-party organization if they do not yet have a Despite a declining vol- to get to know the local (TPO) to conduct the certificate of inspection ume of COI applications Coast Guard inspection vessel audits and surveys. (COI). and relatively thin backlog personnel and try to work That figure aligns with Coast Guard data for single-vessel operators, collaboratively to address industry and Coast Guard suggests the inspection there is concern not all will any disagreements. expectations for the pro- program started a little be in compliance by July “Communication grams. It also signals prog- slower than expected. The 20, said Cmdr. Andrew and partnership. I can’t ress toward the safety goals service hoped to issue Bender with the Coast emphasize that enough,” roughly 1,300 COIs in Guard Towing Vessel Bender told the audience the first year, through July National Center of Exper- of more than 100 survey- There is 20, 2019. When that date tise in Paducah, Ky. ors, auditors and towing a long road arrived, 915 vessels had “I like to think it is industry representatives. “ahead of us to the credential and another because we are getting so “Number one is getting to 450 were in progress. As good at processing COIs know the marine inspec- … bridge the of Sept. 25, that figure had … but it is because boats tors, the chiefs of inspec- gap between grown to 1,165 COIs with are not submitting applica- tion, and the officer in another 500 under review. tions,” Bender said. “You charge, marine inspection the regulation By July 20, 2020, the have to submit applica- (OCMI) in your port. and the reality regulations require 50 tions for us to get the COI Understand their expec- of our boats percent of each operator’s processed and out to you.” tations and they should fleet to have a COI. The Bender acknowledged understand where you are and our barg- rules also mandate that there will be disagreements coming from as well.” es and our all single-vessel opera- between vessel operators Seventy-five percent of people. tors have their COIs by and Coast Guard person- COIs have been issued to that date. That includes nel over the interpreta- companies that developed Tom Allegretti, companies with a single tion of rules. When those a towing safety manage- American Waterways boat as well as firms that situations arise, he urged ment system (TSMS), ” Operators

A tow moves established through Sub- through Pickwick Lock on the Tennes- chapter M, Allegretti said. see River system. The remaining 25 percent Subchapter M stipu- of vessels are undergoing lates that 50 per- Coast Guard inspections cent of each opera- to earn a COI. U.S. Army Corps of Engineers photo Engineers of Corps Army U.S. tor’s fleet must “The TSMS option to have a certificate of inspection by July us is really a key part of 20, 2020. The COI fulfilling the promise of deadline date also Subchapter M, because it applies to single- requires a safety manage- vessel operators. ment system,” he said.

www.professionalmariner.com 21 t o w i n g

“It is not just a point in Subchapter M. Nine ves- time, on a day of a Coast sels were detained, one of U.S. Coast Guard Guard inspection, to show them with a COI, Coast your compliance with Guard data show. regulatory standards. It is Erik Johnson, national COI Inspection TPO approval a living process that you towing vessel coordina- Issue COI TPO audits utilize every single day to tor for the Coast Guard’s Towing vessel evaluate how well you are Office of Commercial Subchapter M doing and improve how Vessel Compliance, cited compliant well you are doing.” several recurring themes Vessel Third-party Receiving a COI one in the deficiency data. The owner TSMS approval organization TSMS audits (TPO) day is no guarantee that most common problems Vessel surveys vessels will meet the letter were with main engines Dry-dock ISE of the law the next day. and auxiliary machinery. During the three months Inspectors also noted ending Sept. 30, the Coast numerous deficiencies Vessel owners and operators who select the towing safety management Guard found 655 defi- with lifesaving and fire- system (TSMS) option for Subchapter M compliance must complete man- ciencies on towing vessels fighting equipment. Eight agement and vessel audits. This is done through a third-party organization required to comply with of the nine detained ves- or group that can perform the work of a TPO.

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22 Professional Mariner December/January 2020 sels also had excessive oily Coast Guard considers a ing vessels to ensure com- will produce the most water in their bilges. “success story,” Johnson pliance. “That said, if there “safety bang for the buck.” One of the detained said. Others might not be is a marine incident, a Looking at the big- vessels was a tug on the so responsive. marine casualty, a reported ger picture, Allegretti is Gulf of Mexico that lacked “Those companies are incident or anything like optimistic about the new a health and safety plan, still out there,” he said. that, we are going to go standards and believes among other deficiencies. “Not all of them are shady out there and dig a little they will yield continued Johnson said the opera- characters. We have to bit deeper,” Johnson said. safety improvements for tor had “a general lack of meet them where they’re Allegretti agreed that an industry that has seen knowledge” of Subchapter at, and we have got to get enforcement is a critical a marked decline in acci- M and its requirements, everybody up to speed part of Subchapter M, and dents in recent decades. despite more than a decade there. Those that are abso- it should be “proactive and “In many ways, the of industry and Coast lutely unwilling to comply, vigorous.” He suggested Subchapter M glass is half Guard outreach. we have to deal with those that the Coast Guard typi- full,” he said. “What has This particular opera- guys as well.” cally knows which vessels been accomplished so far tor took the appropriate He added that the or operators might not be is a very good start and a steps to bring the vessel policy at Coast Guard in compliance. Dedicating very big deal, but most of into compliance and later headquarters is not to ran- limited resources toward the journey is still in front earned a COI, which the domly target or board tow- those operators, he said, of us.” •

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www.professionalmariner.com 23 Delgado ‘Doubles Down’ on Rapid Workforce Development

wo campuses. One mission. Providing executive director of the Maritime and Tfast, flexible, and focused training that Industrial Training Center since 1998 and matches skill sets needed by industry is now the interim executive director of the how Delgado Community College is re- Advanced Manufacturing Center. By ‘they,’ sponding to the aging workforce and major Schwab refers not only to the advisory com- shortfalls in qualified workers. mittees, but also the twenty new partners Whether or not a business can grow and that are working with him as educational accept a major contract depends upon the programming is expanded on the west bank ability to recruit or cultivate a competent or River City campus. workforce–deckhands, engineers, and Industry advisors have asked for welders alike. As a rapid response, Delgado cradle-to-grave training programs that can Community College (DCC) in New Orleans gain or refresh skills sets for any level of is making a difference now by tailoring career. “We’re meeting industry’s needs in Advanced Manufacturing Center student trains weeks, not years,” Schwab said. “It’s a laser at machinist workstation. educational programs and facilities for the maritime industry that allow workers to approach; we listen to what the maritime ‘learn while they earn.’ industry needs and then deliver modular Delgado is not your typical community training that is assesses competency and a college with two-year programs. With an student’s readiness for work.” enrollment exceeded only by Louisiana The eastern MITC facility, which opened State University, DCC’s Maritime and Indus- a new 19,000 ft2 facility and added 3.3 trial Training Center –already in its fourth acres to the original footprint in 2016, offers decade on the east bank of the river–has USCG-approved training in fire fighting, “We’re meeting been joined by a new 80,000 ft2 River City safety, galley cooking, maritime security, Campus on the west bank. With $27.3 and much more. State-of-the-art simulators, industry’s needs in million dollars in funding from federal, state, ­operated under the guidance of experienced and private sources, this River City Campus captains, provide early- and advanced­- weeks, not years. It’s includes a new Advanced Manufacturing career mariners with hands-on training Center. needed to achieve licensing, Simulators are a laser approach; we Why such dramatic growth? DCC’s new tailored to train the gambit from inland and Chancellor Larissa Littleton-Steib, Ph.D ex- offshore wheelhouse simulation to running listen to what the plained, “[What programs we offer are] really a light boat in the IntraCoastal Canal or based on the need of industry. We have ad- pushing 30 loaded barges southbound maritime industry visory boards that sit on every program to in the Mississippi River with a 6000HP advise us what the workforce needs are so towboat. needs and then deliver that we are training in real time. Our training The Advanced Manufacturing Center is relevant and with the latest technology.” on the west bank campus expands the of- modular training that is Chancellor Littleton-Steib refers to ferings that support companies serving the the successful use of corporate advisory maritime industry. It trains everyone from competency-based boards, such as the two that advise MITC– diesel mechanics to machinists, and from a maritime steering advisory board and an carpenters to pipefitters and welders. and assesses industrial one. At the Advanced Manufac- With east bank and west bank cam- turing Center on the River City campus, puses combined, Delgado Community a student’s readiness the welding, machinist, and diesel engine College is now serving over 8,000 students for work.” programs each have their own advisory from just the Maritime and Industrial Train- committees weighing in on the relevance of ing Center and Advanced Manufacturing the program structure. Center programs. This is a long way from Rick Schwab, “I don’t tell them what they want, they the fifteen-student programs that MARAD Senior Director ran in the 1970s. Maritime and Industrial Training Center tell me what they need,” said Rick Schwab,

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504-671-6620 | [email protected] 504-342-3400 | [email protected] www.dcc.edu/go/maritime www.dcc.edu/go/river-city Wind in the winches: Towing up the mighty Columbia Story and photos by Brian Gauvin t was a busy March day mile marker 102 on the north With the tow assembled, aboard Tidewater Transpor- bank of the Columbia at Van- the pilot, Phil Morgan, eased Itation’s Captain Bob, catch- couver, Wash. For Captain Captain Bob into the channel Captain Bob is one up time due to annual lock clo- Bob’s deck crew, it was tough and began the push to Pasco, of 16 tugs in the sures by the U.S. Army Corps work making up the tow there, Wash., at mile marker 329. Tidewater Trans- of Engineers on the Columbia schlepping, coiling and cinch- After making the Burlington portation fleet ply- ing the Columbia and Snake rivers. ing up heavy wire cable with Northern Railroad Bridge, the and Snake rivers. The locks, closed one month hand-operated winches. steel I-5 span joining Vancou- Power to over- for maintenance, had reopened Kevin Maki, the deck hand ver and Portland, Ore., and come strong cur- two days earlier on the Colum- on the after watch, appreciated the modern concrete I-205 rents and wind is bia, and crews were scurrying the help from other deck crews bypass bridge, the tow was provided by a pair to make up tows as barge traffic in the fleet to prepare the tow clear of the two cities. of Caterpillar 3516 main engines resumed upriver to the Tri- for a midafternoon departure. The 110-by-34-foot, 5,000- delivering 5,000 Cities of Richland, Kennewick He remarked that the tow — hp Captain Bob, the most horsepower. and Pasco. The Snake River, made up of two empty grain powerful tug in the Tidewater navigable for commercial cargo barges at the bow followed by fleet, is powered by two Cater- to Lewiston, Idaho, opened the two chip barges, one empty, pillar 3516 mains coupled to following week. the other loaded — was an Reintjes reduction gears turn- The Tidewater yard sits at oddball one. ing 108-by-84-inch, outward-

26 Professional Mariner December/January 2020 turning open propellers. That Morgan explained that with Capt. Mark Cline, way. Upriver tows have an power would be needed to one foot of clearance port and below, eases the easier time adjusting speed buck the river’s strong spring starboard in the locks, “you tug into the lock at accordingly. current, which was being just head for the middle of the the John Day Dam At 1800 hours, with Mount fed by freshets of snowmelt. lock and get in there, especially on the Columbia Hood aglow in evening light, River. Mount Hood, Mount Hood, sparkling white at high water. And daylight is lower left, glows in Capt. Mark Cline arrived on and dead ahead, portended your friend.” the setting sun as the bridge and took the for- more of the same. Then there Captain Bob’s primary Captain Bob pushes ward watch. After giving his was the unrelenting wind, cut- navigation tool is radar, but its four-barge tow watch report, Morgan headed ting through the mountains Morgan said AIS is a useful up the Columbia to for the galley to enjoy sumptu- and buffeting the tow. instrument for predicting the Pasco, Wash. ous fillet of beef cooked a per- “When the water is run- estimated time of arrival at ning, there is more stress, espe- bridges and dams. Notifying a cially making the locks,” Mor- bridge operator and lock mas- gan said. “There is so much ter well ahead of arrival time is current coming at you, with a crucial for avoiding delays. lot of sideways action. If you AIS also indicates safe loca- turn too early at The Dalles, tions in the channel for meet- you’re on the beach. There’s ing and passing other tows. an art to it, and some days are Downriver tows, riding with worse than others.” the current, have the right of

fect medium rare by Maki. “There is so At Prindle Dike, Cline much cur- recorded the wind at 55 rent coming mph, a new high for the trip. at you, with Although not a competition, a lot of side- Morgan and Cline like to see which watch logs the highest ways action. wind speed on each transit. If you turn Cline said that at the Bonne- too early at ville Dam, the east wind blows The Dalles, strong and often. “The worst you’re on wind spot is Cape Horn,” he the beach. said. There’s an The cape, a massive basalt outcrop on the Washington art to it, and side of the river at mile marker some days 132, acts as a bounce board for are worse the unrelenting wind. As Cap- than others.” tain Bob approached, the wind blew up to 50 mph on the Phil Morgan, starboard bow, then bounced pilot off the shear cliff face and pushed on the port bow. www.professionalmariner.com 27 closures,” Cline said. “But we were so burned out with shoveling snow off the tow “We like and spreading rock salt that the short we all said it was the longest short month we’d ever done. tows when The lines were like two-by- the wind fours when you moved them. is blowing. Everything took twice as long The extra to do.” length Cline said that on many makes a big days, they were running in difference whiteouts and couldn’t turn on any lights because illuminat- when you’re ing the blinding snow caused making a vertigo. turn in the The Bonneville Dam at wind. I can mile marker 146.1 was lit up put this tow like a small town. As Cline anywhere I approached the lock, he slowed want.” Captain Bob and responded to deck hand Kyle Burkhal- Capt. Mark ter, who was on the bow of Cline the tow with a hand-held radio. Burkhalter called out distances from the bow to the “This is a short tow,” Cline nozzles, you’re going to lose lock opening, and from the said. “Normally our tows are some horsepower. There is beam of the tow to the guide 650 feet long. We like the no advantage for us to have wall jutting out from the lock short tows when the wind nozzles. And with nozzles you A Carlisle & Finch entrance. is blowing. The extra length get caught up with debris, searchlight, above Once in the chamber, the makes a big difference when especially up the Snake. We left, reaches out from the bow of you’re making a turn in the get debris piles.” the tow as Captain wind. I can put this tow any- The past winter was a tough Bob moves upriver where I want.” one for much of the United under cover of Cline added that the 9-foot States. The Pacific Northwest, darkness. Deck open wheels on Captain Bob, which experienced unusu- hand Kevin Maki, the largest on any Tidewater ally heavy snowfall and rain, right, uses a hand- operated winch to boat, are an immense help was no exception. The severe make up the tow when turning in the wind. conditions, with temperatures at the Tidewater “This is the best wind boat locking in at between 17 and yard in Vancouver, in the fleet,” he said. “When 32 degrees, combined with the Wash. the water starts running and wind to make a difficult job you come out of the locks, much harder. you don’t lose any power “February is a short month with the open wheels. With for us because of the lock

28 Professional Mariner December/January 2020 routine was repeated on the approach to the upriver gate. Capt. Mark Cline, “We know where the stern is, right, guides the so we know where our bow is tow across Lake in the lock,” Cline said. “Five Celilo as the sun more feet will put us in the rises. He uses lock.” Maki then tied off the flags on the bow tow. of the tow to help judge distances. When the water in the lock Below, the crew equalized with the upriver pool in the pilothouse, and the gates were opened, from left: deck Cline eased the tow out, leaned hand Kevin Maki, on the throttles and pushed for pilot Phil Morgan, Hood River, Mosier and The deck hand Kyle Burkhalter, and Dalles beyond. Morgan joined Cline. “We really the bridge at midnight and mesh together At first light, Cline eased and Cline run the tug at 44 he and Maki took the pilot’s well,” he says. the tow along the guide wall at percent capacity, or 3,000 watch. The Dalles Dam and entered horsepower. “There’s not At the 0600 watch the lock. Maki, once again on much advantage running at the bow with a 5,000 and burning 10 more radio, called out gallons per hour when you the distances. don’t have to, just to gain “A good a few minutes,” Cline said. deck hand can “The fuel burn is less, the boat make an opera- is quieter and it’s better all tor look good around at 3,000.” all the time,” Captain Bob was built in Cline said. 1974 at Floating Marine Ways “This crew has in Portland, Ore., with EMD worked together 645 12-cylinder main engines for a long time generating 3,000 horsepower. and it goes The EMDs were replaced with really smooth. Caterpillar 3516s during a refit change, Morgan reported We really mesh together in 2012. At the same time, that, as usual, the east wind well. Phil and I spent years two Caterpillar C6.6 ACERT dropped off just below Hood on deck, so we make it as gensets were installed with an River, and the tow speed rose easy on the crew as we can automatic switch that prompts from 7.4 mph to 8.4 mph. because they’re the ones the second generator to kick During the night, Morgan doing the heavy work.” in when the other one shuts recorded 60-mph winds off “Everybody takes care of down. 13 Mile Point, a record for everyone else,” Morgan said as “I really like the automatic the trip. On previous tran- he headed for the galley. “We swap-out on the generators,” sits, Morgan has logged 101- run the boat and the deck crew said Cline, who has experi- mph winds on the Colum- keep it running. And they are enced a generator failure. “It bia, and Cline has recorded really good at it.” happened on (the tugboat) 102 mph. For the most part, Morgan Chief. We were just enter- www.professionalmariner.com 29 ing the lock chamber with a dead when the bridge was raised, and On the approach to the John boat.” Cline got the tow back underway. Day Dam at mile marker 215.5, The deck hand was on the bow At 0838, Cline made the Biggs Cline explained that he uses the calling out distances. “He said he Rapids Bridge spanning the river flags at the bow of the tow to knew I wouldn’t be turning off between Biggs Junction, Ore., and help judge distances. “When a the lights, so he recognized that Maryhill, Wash. The Maryhill flag touches whatever (object), it’s something was wrong and came Museum of Art, the creation of the about a half-mile away,” he said. running back to turn on the other Quaker Sam Hill, stands grand on a “It helps a lot. All the little tricks generator and get us back online,” shelf below a ridge lined with wind help you do your job easier and Cline said. “It seemed like an turbines. better.” eternity but it was probably only Sam Hill was a substantial con- The gain in elevation at John about three minutes. It was a bad tributor to the Northwest’s econom- Day Dam is 103 feet, raising the feeling all around.” ic and cultural development in the tow onto Lake Umatilla. Bonnev- Above The Dalles, Cline slowed early 20th century. Among his many ille rises 64.1 feet and The Dalles the tow to a crawl, then stopped projects and enterprises are the Peace 82.4. Up ahead, at mile marker it and waited for a freight train Arch on the border with British 292.5, the McNary Dam lifts the to cross the Oregon Trunk Rail Columbia at Blaine, Wash., and the tow another 75 feet onto Lake Bridge. Lake Celilo was a sheet of original Columbia River Highway, Wallula and, from there, a smooth glass reflecting a glorious sunrise the oldest scenic highway in the U.S. sail to Pasco. •

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New SIT towboat bewitches with hull ‘voodoo,’ z-drives

Story and photos by Brian Gauvin

irst light was breaking as bow of the tow to prepare for the applied power and rudder and, Capt. Bob Asher maneu- Jerry F. Costello Lock, six miles taking advantage of the current, Fvered Karl E. Johnson across downriver, at the mouth of the turned the tow into the river. He the Mississippi River to the South- Kaskaskia River. pushed the throttles forward and ern Illinois Transfer (SIT) fleet at Just above the Kaskaskia, Asher entered the Kaskaskia. Ste. Genevieve, Mo. turned the tow and backed down On the approach to the lock, Asher nudged the bow up to the with the current. “When I get McConnell was on the bow of the stern of a four-barge tow loaded abreast of the mouth I’ll just twist tow, calling out distance and width with scrubber stone destined for the tow in there,” he said. “If we to Asher at the helm. Once locked the power plant in Lively Grove, don’t do it this way, we’d have a through, it was smooth sailing to Ill. With the towboat faced up, whole different story. The current Baldwin, Ill., beyond which the deck hands Jason McConnell and would put us on the point below river narrowed and silted, causing Zack Dill hoisted lock lines over the mouth.” the z-drives to churn mud. Asher their shoulders and headed for the Arriving at the mouth, Asher backed off the throttles to ease the strain on the tow, slugging through the thick water. Karl E. Johnson, powered by two Karl E. Johnson, above, the latest Cummins QSK19 main engines addition to the Southern Illinois Transfer fleet, displays its handling shafted to Veth azimuthing stern prowess on the Kaskaskia River. The drives, was designed and built by towboat has a Kenny Barbour double- SIT and its Barbour JB Shipyard, chine hull and Veth z-drives. “I can’t incorporating Kenny Barbour’s begin to tell you how well this boat handles,” says Capt. Bob Asher, left, double-chine hull design. guiding a four-barge tow down the “We call it Barbour hull voo- Mississippi River. doo,” said Kurt Johnson, president

32 Professional Mariner December/January 2020 caption Deck hands Zack Dill and Jason McConnell, right, set a three-part scissor breast wire to cinch up the tow. At left, McConnell monitors one of the Veth z-drive units in the engine room. Twin Cummins QSK19 mains provide 1,500 horsepower. and part owner of SIT. He is also 2019 — joined the SIT fleet. It the brother of the boat’s namesake. now totals nine towboats working “The engineers can’t explain why it on the Mississippi and Kaskaskia pushes so well, but it does. What rivers. our people tell us is that our 1,500- In addition to the Barbour hull, hp boat handles and pushes like an Karl E. Johnson has another fea- 1,800-hp boat.” ture that distinguishes it on U.S. Voodoo or not, Karl E. Johnson inland waterways: Veth z-drive negotiated the mud with ease to propulsion, the first installation of the Kaskaskia Regional Port Dis- such a system on a new Midwest trict 1 dock at mile marker 24.5. towboat. The towboat is the third from “I can’t begin to tell you how the Barbour JB Shipyard with a well this boat handles,” said Asher, double-chine Barbour hull. The still negotiating the z-drive learn- yard sold the first boat to another ing curve. “When I get my han- operator, but the 68-foot Kaskaskia dling up to par, it will be even Warrior — completed in early better.” •

Karl E. Johnson SPECIFICATIONS The boat’s hull Owner/operator: Southern Illinois Transfer, Sparta, Ill. form allows Designer/builder: Southern Illinois Transfer/Barbour JB Shipyard, Baldwin, Ill., with engineering by Sterling Marine, it to push a Fairhope, Ala. four-barge Dimensions: L: 68’ B: 28’ D: 9’6” tow about 50 Crew size: Three percent faster using one-third PROPULSION less fuel than • (2) Cummins QSK19 750-hp main engines • (2) Veth VZ-700 azimuthing stern drives other SIT ves- • (2) Kubota 40-kW auxiliary generators sels, according • Christie & Grey isolation mounts to Kurt John- • Vessel speed: 12 knots son, company president. At DECK EQUIPMENT right, Karl E. • (2) Wintech 40-ton deck winches • One-inch face wires Johnson heads • M&M Bumper Service fendering up the Kas- kaskia River NAVIGATION GEAR with a cargo • Furuno electronics suite of scrubber stone. www.professionalmariner.com m a r i t i m e Casualties NTSB: Fatal fire started on California dive boat as crew slept hortly after 0300 on Sept. 2, Sa crewmember aboard the dive vessel Conception awoke to an unusual sound. He left his bunk on the ship’s upper level and saw the galley, on the main deck below, engulfed in flames. The fire intensified as five crew searched for a way into the burn- ing compartment, below which 34 people were trapped in a bunkroom on the lower deck. Smoke, heat and flames made those efforts impossible, the crew told National Transporta- tion Safety Board (NTSB) investiga- Santa Barbara Sheriff’s Office photo tors. Thirty-four people died, 33 of The dive boat Conception burns off the coast The five surviving crew ultimately whom were guests on a diving excur- of California’s Santa Cruz Island on Sept. 2. abandoned the ship, which was sion in the Channel Islands. One Thirty-three passengers and one crewmember died in the early morning fire, all of them anchored just off the north side of victim was a crewmember sleeping trapped in the bunkroom below the main deck. California’s Santa Cruz Island. The in the passenger bunkroom. The boat later sank. vessel later burned to the waterline. In the days that followed the incident, officials from vessel owner Truth Aquatics and the surviving crew gave detailed interviews to the NTSB investigator Jennifer Homendy and NTSB. The agency used these details Coast Guard Capt. Jason to produce a preliminary report that Neubauer tour the lower does not include the probable cause. berthing area of Vision, Jennifer Homendy, an NTSB board a sister vessel to Con- member, said that likely won’t be ception, on Sept. 4 in available for more than a year. Santa Barbara Harbor. Access to the galley “I am 100 percent confident our

NTSB photo NTSB above is via a narrow investigators will determine the cause ladderwell and an emer- of this fire, why it occurred, how gency escape hatch. it occurred, and what is needed to

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prevent it from happening again,” any gaps in safety regulations, we Investigation into the incident sepa- she said. issue recommendations to strengthen rate from the NTSB inquiry. It also Homendy noted the agency won’t them,” she said. will release its own report on the case. wait until the final report to sug- The Coast Guard, which has The 75-foot Conception was on gest possible regulatory changes to regulatory and enforcement authority the last day of a three-day diving safeguard against a similar tragedy. over passenger vessels like Concep- excursion on the morning of the “If we find, as we have many times, tion, has launched a Marine Board of fire. The ship anchored in Platts Harbor on the north side of Santa Conception is Cruz Island less than 100 feet from shown moored in Santa shore. The NTSB said all six crew- Barbara with members were sleeping when the the two other fire started, contrary to Coast Guard boats in the regulations. Truth Aquatics Through its preliminary report Courtesy Truth Aquatics fleet, Vision and a series of media briefings, the and Truth, in a photo from NTSB has offered a glimpse of what the company’s happened based on crew accounts. website. Homendy said the investigation will

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36 Professional Mariner December/January 2020 work to confirm those details, which ber aboard Conception made a fran- transmission. The radio went quiet she described as harrowing. tic mayday call to the Coast Guard soon after the caller said, “I can’t Five crew were asleep in bunk- over VHF Channel 16. The caller breathe.” rooms on the uppermost sundeck, attempted to provide location, the Conception continued burning for which also contained the wheel- number of people on board and several hours and later sank in about house, when the fire was discovered. other details during the garbled 60 feet of water. The wreckage was The crewman who awoke to the noise and noticed the flames also roused crew asleep nearby. They quickly realized the interior of the vessel was inaccessible. “Unable to use the aft ladder, which was on fire, the crewmembers jumped down to the main deck … and tried to access the salon and gal- ley compartment,” the NTSB said in its preliminary report issued Sept. 12. The report notes that one crew- member broke his leg jumping to the main deck. The galley, the report continued, “was fully engulfed by fire at the aft end and by thick smoke in the forward end, through a forward win- dow. Unable to open the window and overwhelmed by smoke, the crew jumped overboard.” Two crewmembers and the cap- tain, identified in media reports as Jerry Boylan, swam to Conception’s stern and reboarded the vessel. They opened a hatch to the engine room and saw no evidence of fire. Flames blocked access to the salon through the aft doors, so the three launched a skiff and retrieved two crew still in the water. They then motored to another vessel, Grape Escape, which was anchored nearby. Two crew- members returned to Conception in search of survivors in the water but found none, the report said. At some point after the crew awoke, an unidentified crewmem-

www.professionalmariner.com 37 maritime casualties

inverted on the seafloor. Homendy existing codes to have a hard-wired for 46 people in single and double made it clear that investigators fire detection system, NTSB officials bunks stacked two and three high, wanted the vessel raised intact, and said, and it lacked sprinklers, which with a narrow path separating rows salvage crews successfully lifted the also were not required. It passed its of berths. hull in one piece on Sept. 12. most recent Coast Guard inspection The escape hatch on Vision is Authorities have not discussed in February. Initial NTSB interviews located along the centerline and possible causes of the fire, but some revealed no mechanical or electrical opens to the aft portion of the galley. key details have emerged as a result issues with the boat before the fire. Footage appears to show the hatch of the investigation thus far. For On Sept. 4, Homendy and other accessible from one or more bunks. instance, Homendy said the crew- NTSB investigators toured another According to the Los Angeles Times, man who first awoke to the fire Truth Aquatics vessel, Vision, that Homendy expressed concern about reported he did not hear a smoke has a nearly identical layout to the accessibility of the hatch. Vision detector sounding anywhere on Conception. An NTSB video shows is 5 feet longer than Conception but the vessel. According to the NTSB, investigators descending from the has a similar layout. there were two “locally sounding” salon/galley on the main deck to Conception’s galley was equipped smoke detectors overhead in the the bunkroom on a narrow stairway in typical fashion, with electric lower bunkroom. forward on the starboard side. The appliances and electrical systems to Conception was not required under cramped compartment has space support that equipment. Homendy

38 Professional Mariner December/January 2020 noted the possibility that photogra- “Our lives have been irrevers- Recent cases involving fatalities aboard phy equipment and personal elec- a Missouri duck boat and a Maine fishing ibly changed by this tragedy and tronics were charging in the vessel’s vessel hold clues for determining liability the sorrow it has caused,” said the outlets. in the Conception fire, says retired Coast statement on the company’s website. “We are not ruling out any pos- Guard Capt. Andrew Norris. See Corre- “The families and friends of the sible ignition sources. We are focused spondence on page 58. victims and survivors are now, and on everything, including the elec- forever, in our thoughts and prayers.” trical system and wiring,” she told Calif., has offered overnight div- Court documents show Truth reporters during a media briefing. ing excursions since its founding in Aquatics and the Fritzler family took The wooden-hulled Conception 1974. Current owner Glen Fritzler steps in the days after the fire to limit entered service in 1981. It was pow- has declined to comment specifically the company’s liability and financial ered by twin 550-hp Detroit Diesel on the accident, noting the ongo- damages. A Sept. 5 filing in U.S. engines and had at least one 55-kW ing federal investigations. However, District Court in Los Angeles asks for genset. It could hold up to 1,600 in a prepared statement he said that “exoneration from or limitation of gallons of fuel, although it is not he and the company were “utterly liability” from the incident. The filing clear how much fuel was aboard on crushed (and) devastated” by the describes the vessel as “seaworthy” the morning of the fire. incident, and they are committed to and “tight, staunch and strong.” Truth Aquatics of Santa Barbara, getting answers. Casey Conley

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Punitive Damages for Unseaworthiness” which discussed and analyzed the recent Batterton Supreme Court decision. If you are a worker in the marine industry and something goes wrong, you’re going to want an The shipping industry is governed by a body of legal rules known as maritime or admiralty law. attorney with a track record of s a professional mariner have dedicated their careers to the receiving favorable verdicts for you know the maritime practice of maritime law. They take clients. Out of League City, Texas A industry is complex. pride in tackling the most – Paxton Crew fights for the Whether you are on-shore or off, challenging legal issues, from rights of injured maritime workers. at some point you’re going to need contractual disagreements to Read more about Mr. Crew’s firm legal help. When the time comes, accident-related cases. and his recent landmark settlement make sure you connect with an If you are a vessel owner or on the following page. attorney who understands this represent a marine company, this From Louisiana, the attorneys at unique industry. Maritime Law is a month’s issue features one of the St. Martin & Bourque have been specialty. It’s a challenging legal preeminent maritime defense helping injured maritime workers field because the laws of the sea attorneys, located in New Orleans, along the Gulf Coast for over are constantly changing and have Matthew Moeller. Mr. Moeller forty years. Charles Bourque also been ever since the American helps companies navigate the brings 26 years of experience as a Revolution. In fact, two of our complexities and challenges of helicopter pilot and commissioned founding fathers: Alexander litigation in Louisiana and the officer for the National Guard into Hamilton and John Adams were entire Gulf South Region. He the court room. both attorneys in maritime law. recently authored “Batted Down! This year’s double-issue Supreme Court Relies on History, For more information on this section, please email: introduces you to attorneys who Uniformity and Policy in Rejecting [email protected] SPECIAL ADVERTISING SECTION SPECIAL ADVERTISING SECTION

Punitive Damages for Unseaworthiness” U.S. Coast Guard Suspension and which discussed and analyzed the Revocation proceedings where a recent Batterton Supreme Court misstep can lead to the loss of a decision. mariner’s credential. Paxton has If you are a worker in the marine obtained exonerations for mariners industry and something goes involved in positive drug testing, wrong, you’re going to want an criminal convictions and has The shipping industry is governed by a body of legal rules known as maritime or admiralty law. attorney with a track record of represented hundreds of mariners s a professional mariner have dedicated their careers to the receiving favorable verdicts for in U.S. Coast Guard investigations you know the maritime practice of maritime law. They take clients. Out of League City, Texas throughout the Gulf Coast. A industry is complex. pride in tackling the most – Paxton Crew fights for the Whether you are on-shore or off, challenging legal issues, from rights of injured maritime workers. “Too often I have seen mariners at some point you’re going to need contractual disagreements to Read more about Mr. Crew’s firm offer statements to the Coast legal help. When the time comes, accident-related cases. and his recent landmark settlement Guard during an investigation make sure you connect with an If you are a vessel owner or on the following page. without the advice of counsel attorney who understands this that have led to serious represent a marine company, this From Louisiana, the attorneys at Paxton Crew, The Crew Law Firm, P.C. unique industry. Maritime Law is a month’s issue features one of the St. Martin & Bourque have been consequences for their careers specialty. It’s a challenging legal preeminent maritime defense helping injured maritime workers as a mariner.” field because the laws of the sea along the Gulf Coast for over Since founding the Crew Law Firm in 2011, Paxton Crew’ s sole focus has been on maritime and attorneys, located in New Orleans, admiralty law, primarily on maritime personal injury cases. are constantly changing and have Matthew Moeller. Mr. Moeller forty years. Charles Bourque also If your career is in jeopardy you been ever since the American helps companies navigate the brings 26 years of experience as a hen Mr. Crew started as need representation from a firm Revolution. In fact, two of our complexities and challenges of helicopter pilot and commissioned an attorney, he worked for “Though your workplace injury led by a lawyer who understands founding fathers: Alexander litigation in Louisiana and the officer for the National Guard into W one of the premier may appear small, if it has the the career dangers involved in a Hamilton and John Adams were entire Gulf South Region. He the court room. maritime law firms in Texas, ability to impact your career and Coast Guard investigation. both attorneys in maritime law. recently authored “Batted Down! representing a “who’s who” of your family, any mariner should In addition to these cases, Mr. consult with a qualified This year’s double-issue Supreme Court Relies on History, For more information on this section, please email: maritime shipping companies, Crew is also often called upon to introduces you to attorneys who Uniformity and Policy in Rejecting [email protected] from cruise lines to the largest maritime attorney to represent pilot associations, from Jones Act tanker operators. understand what rights you Texas to Florida in complicated During that time, he often have under the law.” regulatory rate proceedings, experienced conflicts between fighting against some of the largest representing mariners and the License Defense & Regulatory shipping and cruise companies in companies who paid him. He Hearings the world—and winning. He can realized his passion and talents do the same for you. would be better served by focusing The Crew Law Firm is well- solely on representing mariners, positioned to defend you at any not only in personal injury claims, stage of the process. If you need but in protecting their credentials help, call him toll free: when threatened. (844) 797-9993 to set up a Maritime Personal Injury free consultation. Located in League City, Texas – his practice has made a national name for itself by delivering justice to mariners who have been injured in their line of work. This past year, he received one of the largest maritime personal injury verdicts in the country to an injured ship pilot ($11,695,000, Rivera v. Kirby The Crew Law Firm, P.C. Offshore Marine, LLC)*. He has 303 East Main Street represented all kinds of mariners In addition to taking the lead in Suite 260 in cases ranging from catastrophic high-profile offshore injury cases, League City, Texas 77573 collisions to simple strained wrists Paxton has developed a reputation Toll Free: (844) 797-9993 or broken fingers. as a fierce advocate for mariners in www.thecrewlawfirm.com

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42 Professional Mariner December/January 2020 chesapeake_25v_blue.indd 1 3/27/13 3:50 PM maritime casualties

Twenty-four rescued after vehicle carrier capsizes off Georgia coast olden Ray left the Port of G Brunswick, Ga., early on The vehicle car- Sept. 8 with thousands of vehicles rier Golden Ray packed into its hull. Its journey lies on its side in St. Simons Sound came to an abrupt end after the on Sept. 9 after ship developed a port-side list capsizing early and ultimately rolled over in St. the previous day. Simons Sound within sight of the Twenty mariners open ocean. on board were Nineteen crew and a Brunswick rescued within hours of the bar pilot escaped the 656-foot rollover, but four ship within hours after it capsized others were at about 0200 on Sept. 8. Coast trapped below

Guard air and boat crews coordi- the cargo decks. U.S. Coast Guard photos

A Coast Guard MH-65 Dolphin helicopter, left, lands on the side of the capsized ship to drop off supplies for rescuers. Below, one of the four crewmembers trapped aboard Golden Ray is greeted by Coast Guard personnel and other rescuers after emerging from the ship.

nated the rescue of the 20 mari- faced extraordinary conditions, ners during the overnight hours. including darkness, extreme heat Four engineering crew and lack of food and water. Sev- remained trapped belowdecks for eral were splashed with lubricants another day and a half, spurring during the ordeal. a massive response involving the “Their condition is relatively Coast Guard, salvage experts from good for having spent 34 or 35 Donjon-SMIT, and other part- hours in the conditions they were The Coast Guard Unified ners. The team located the men in,” Reed told reporters just after Command reported sheening and through hull taps and later opened the first three men were freed. All oil in nearby marshes in the weeks a hole for them to escape. four of the mariners, believed to that followed the incident. The Coast Guard Capt. John Reed be South Korean, received medical product likely came from “spo- said the crew who were trapped treatment at nearby facilities. radic discharges” from the ship as

www.professionalmariner.com 43 it lay on its port side. As lightering determined it was not possible cles. It had roughly 4,200 vehicles efforts continued in mid-October, to safely right the ship “in a fully aboard when it left port. The the Unified Command announced intact condition.” ship prepared to make a starboard that Golden Ray would be disas- The Marshall Islands-flagged turn around Jekyll Island when a sembled in St. Simons Sound, ship departed Brunswick after stability issue developed, causing not refloated, because experts had both discharging and loading vehi- a heavy port-side list. The Coast Guard and National Transporta- tion Safety Board (NTSB) are investigating and the cause has not been determined. Another ship ASSURANCE YOUR was inbound at the time Golden Ray capsized. CREWS ARE SAFE. Capt. Jonathan Tennant, the pilot conning Golden Ray when it rolled over, earned praise from the Georgia Ports Authority for his role in intentionally grounding the ship just outside the naviga- tion channel. The move reportedly minimized impacts to the Port of Brunswick. The Brunswick Bar Pilots Association declined to comment YOUR on the incident, citing the ongo- OPERATION ing inquiry and the group’s role IS TOO. assisting investigators. Capt. John Cameron, who served as a spokes- man for the Brunswick pilots Photo © Paul Cronin Studios after the incident, said the group is confident the investigation HARKEN INDUSTRIAL™ CAN HELP YOU COMPLY WITH SUBCHAPTER M “will show that the pilot’s actions There are a lot of decisions to make while trying to comply with Subchapter M. contributed to the best possible One choice is easy: While writing the mandated safety management plan, specify outcome.” Harken Industrial’s proven solutions for overboard prevention and recovery. “In particular, we’re quite proud of the pilot’s actions to direct tugs

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44 Professional Mariner December/January 2020 Tugboats from Moran Towing 1500 on Sept. 9, tired but not about 1730 that night after cut- participated in the initial crew res- seriously injured. ting through a glass partition, cue that occurred before dawn on Donjon-SMIT personnel Clayton said. Sept. 8. Reed described the effort entered Golden Ray and located The response shifted to pol- as “very difficult.” the 23rd and final crewmember. lution control and salvage after The rescue “all came together They guided him to safety at the rescue phase ended. Donjon- to get 20 people off in the first couple hours, and that was no easy feat in the middle of the night on a vessel laying on its side,” he told NBC News. Coast Guard crews soon learned the four unaccounted mariners were still on Golden Ray, although it was not known where. Boat crews spent hours on Sept. 8 circling the ship and hitting its hull with a sledgehammer to try and make contact with the men inside, said Coast Guard Petty Officer 1st Class Luke Clayton of Sector Jacksonville. We count on ZF. They’ve become The tapping process was chal- lenging, he said, because Golden a true partner in our business. Ray was constantly creaking and Ed Grimm, CEO of Southern Towing: “The Z-Drive cargo was shifting in the hull. thruster is a wonderful application for the inland On the morning of Sept. 9, “it business. In river segments where tow size is was still dark, and they were restricted – locks, locking systems, or canal – it has a big advantage over conventional propulsion. banging on the hull and they Nothing maneuvers a tow in or out of a dock as were able to get confirmation well as Z-Drive. With less fuel consumption, shorter stopping distance, increased margin of safety – that someone was banging on an improved efficiency in propulsion. We see these the inside,” Clayton said. “That advantages, backed by ZF’s personal service and is how they narrowed down their support, which is appreciated in our business. location.” ZF is a real partner, it’s their people who make all Three of the four crew were the difference. They’re always a phone call away, they meet and listen to my team, and they work in a dry compartment in the together with us. From this relationship, we’ve engine room, while the fourth was been able to achieve 100% uptime with our entire trapped behind glass on another thruster-equipped fleet.” level in an engineering control space. Donjon-SMIT crews opened a 2-by-3-foot hole in the Superior-performing product. hull, allowing rescue teams to pass Problem-solving people. A perfect partnership. food and water to the three crew zfmarinepropulsion.com nearby. They were freed at about

www.professionalmariner.com 45 maritime casualties

SMIT divers plugged vents in the draw any comparisons between tional ballast before leaving port ship, and other response personnel Golden Ray’s capsizing and others in Southampton. laid thousands of feet of contain- involving vehicle carriers. Howev- “A key finding of the MAIB ment boom to minimize impacts er, the Marine Accident Investiga- investigation is that no departure from leaking fuel. The Unified tion Branch (MAIB) in the United stability calculation had been car- Command has not yet estimated Kingdom released a report in early ried out on completion of cargo how much fuel and lubricant oil 2016 highlighting industrywide operations and before Hoegh escaped the ship. stability issues aboard vehicle car- Osaka sailed,” the agency said in Lightering began in late Sep- riers. its report. “Witness and anecdotal tember and continued into mid- The report, spurred by the cap- evidence suggests that this practice October, when the Unified Com- sizing of Hoegh Osaka off the Isle extends to the car-carrier sector in mand announced that more than of Wight in January 2015, found general.” 250,000 gallons had been removed the ship rolled to starboard after Golden Ray, built less than two from fuel tanks. More than 400 leaving port with inadequate sta- years before it capsized, can carry people and 70 vessels were involved bility. The ship’s upper decks were about 6,930 cars. It was sailing at in pollution control efforts. loaded with vehicles, while lower less than two-thirds capacity when With the investigation still decks were “lightly loaded.” The the incident occurred. underway, it remains too soon to ship also did not take on addi- Casey Conley

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46 Professional Mariner December/January 2020 Capsizing of Fraser River tug highlights risk of girding eorge H. Ledcor was tow- were picked G ing a loaded gravel barge up by the assist up the Fraser River as the vessels tug Westview approached a bend near Richmond, Chinook and British Columbia. The tug turned to a nearby good port, but the barge continued on a Samaritan straight heading. vessel, River The captain ordered the assist tug Rebel. One of pushing the barge’s stern to back off, the two deck then applied full throttle and full hands suffered starboard rudder as the barge began a serious hand Courtesy Ledcor Group to pass the tug’s starboard side. Barge injury, and an unknown amount of George H. Ledcor passes Bowen Island near Evco 55 soon overtook George H. diesel reached the waterway. George Vancouver, British Columbia, with a barge Ledcor on its starboard side, however, H. Ledcor was declared a total loss. in tow in January 2017. The tugboat rapidly capsized when the barge Evco 55 overtook and the towline began exerting a The TSB identified several issues it during a girding incident last year on the broadside force on the tug. Attempts during its investigation, including Fraser River. to release the tow weren’t successful, a persistent girding threat among and the tug capsized at about 2210 Canadian tug operators. From to Evco 55 via a Y-bridle secured on Aug. 13, 2018. 1991 to 2018, the TSB recorded 38 to the barge’s port and starboard “Within seconds, the tug’s deck incidents of girding that resulted in sides. The 950-hp Westview Chinook edge and bulwarks were submerged, 30 capsizings and five fatalities, the assisted the tow by pushing on the creating a dragging force that heeled report said. barge’s stern. the tug further to starboard,” the The twin-screw, 770-hp George George H. Ledcor’s captain short- Transportation Safety Board (TSB) H. Ledcor left Sechelt, British ened the towline to roughly 50 feet of Canada said in its report issued in Columbia, at about 1645 on Aug. as the vessels approached the north October. “The tug rapidly capsized.” 13, 2018, after Evco 55 loaded 4,621 arm of the Fraser River, just south All four crew escaped the ves- metric tons of gravel. The destina- of Vancouver. The vessels navi- sel, including the mate and a deck tion was a gravel depot at Mitchell gated through two bends and were hand sleeping below deck. They Island. The towline was connected approaching a third when the cap-

The assist tug Westview Chinook was only pushing Evco 55, not guid- ing it, when the girding incident occurred. The TSB said Westview Chinook applied a longer turning lever and had more influence on the direction and momentum of the barge, in a straight line, than George H. Ledcor. “As a result, the lead tug, with its shorter turning lever, was unable to turn the barge,” the

TSB illustration agency said.

www.professionalmariner.com 47 maritime casualties

tain sensed the barge was not turn- sized. The captain could not reach attempted to use steering and pro- ing to port as expected. the wheelhouse abort button due to pulsion to reposition (the tug) in Evco 55 “continued on a straight the tug’s starboard heel, and the deck front of the barge,” the report said. course and began to overtake the hand reportedly pressed a button on “However, a number of factors act- tug, at which point the short tow- the aft controls that did not release ing on the vessel’s stability increased line, which was not secured by a the winch. Post-incident analysis the vessel’s heel: thrust from the hold-down gear, began to exert a showed the winch abort system was course alteration, flow of the river broadside force on the tug, placing it not activated. against the hull, and continued in a girded position,” the TSB said. The report does not say if the broadside force of the towline.” The report added that the cap- deck hand pressed the correct but- The TSB said training on gird- tain did not have time for corrective ton. However, the TSB noted that ing avoidance and response is key action before the tug started to roll. the abort buttons were in different to ensuring that crews are prepared The captain and the deck hand on parts of the control panels across all when these situations arise. To that duty also lacked time to activate the three conning stations. Ledcor has end, Ledcor has taken steps to high- general alarm, make a distress call or since standardized the placement of light this issue among its maritime put on life jackets. the abort mechanisms on its tugs. workforce. These include adding The agency suggested the tow- George H. Ledcor’s captain earned girding avoidance to its safety man- ing arrangement hindered George his master’s license eight years before agement system and holding crew H. Ledcor’s ability to turn the barge; the incident. During the intervening meetings on the topic. Ledcor also the shortened towline meant the tug period, he did not receive training or instituted a two-day training session exerted less turning force. Converse- guidance from Ledcor on avoiding on girding that includes time in a ly, the report said, the assist tug was or responding to girding situations. simulator for its mates and captains. better suited to maneuver the barge According to investigators, the com- Ledcor, a diversified construction given its longer turning lever. pany considered girding and ways to company based in Vancouver, did Both the captain and deck hand respond to it common knowledge. not respond to an inquiry about the attempted to release the winch brake “When the barge began to over- TSB findings. in the moments before the tug cap- take George H. Ledcor, the master Casey Conley

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48 Professional Mariner December/January 2020 Barge tow destroys riverside yacht club near Cincinnati barge tow slammed into an boats and docks attached to the stone, and a single barge carry- A Ohio River yacht club near port side, and there was part of ing styrene. The styrene barge Cincinnati in a predawn acci- the restaurant attached to the was positioned toward the back dent, destroying the facility and starboard side.” of the tow. None of the barges damaging moored recreational The Coast Guard closed the grounded or broke away after the vessels. river for nearly 36 hours to allow impact. The 4,900-hp towboat Dale for removal of damaged power- “They seemed to kind of Artigue was heading upriver with boats and portions of the yacht ricochet off (the yacht club) and 15 loaded barges when the lead club from the navigation chan- push back out into the channel,” barge in the starboard string hit nel. The waterway reopened at Brendel said, adding that it was the Ludlow Bromley Yacht Club about 1900 on Oct. 3. not known where the lead star- (LBYC). The venue is located on Coast Guard officials are still board barge first made contact the Kentucky side of the river at trying to determine the cause of with the riverside facility. mile marker 473.9 outside the nav- the incident. Brendel, stationed The yacht club in Ludlow, igation channel. The incident hap- with Marine Safety Detachment Ky., often has guests staying pened at about 0600 on Oct. 2. Cincinnati, said the service is overnight on their yachts dur- “The collision took large por- investigating “what happened, ing the summer boating season. tions of the floating dock, and why it happened and what we Fortunately, Brendel said, there multiple boats dragged off with can potentially do to prevent it were no injuries and none of the the barges into the middle of the from happening in the future.” recreational vessels sank. None of channel,” Coast Guard Lt. Jim Dale Artigue, operated by the barges were damaged. Brendel said in a phone inter- Florida Marine Transporters FMT, the responsible party, view. “There was debris in front (FMT), was pushing 14 barges coordinated the incident cleanup (of the barge string), there were loaded with sand, gravel and and response. Brendel said debris

A 15-barge tow struck the Ludlow Bromley Yacht Club in Ludlow, Ky., on Oct. 2, knock- ing portions of the facility into the Ohio River. The waterway was closed for Courtesy Albert Cesare/Twitter Albert Courtesy nearly 36 hours as debris and damaged vessels were removed from the naviga- tion channel.

49 maritime casualties

cleanup along the shore contin- that suggested the venue could ued a week afterward. No pollu- There was reopen. tion was reported. “While the future for LBYC Ludlow Bromley Yacht Club debris in front (of remains unclear and there are a was a popular venue for boat- “the barge string), lot of challenges to face, all I can ers as well as a destination for say is thanks from the bottom of dining, cocktails and entertain- there were boats our hearts,” the post said, add- ment during the warmer months. and docks attached ing, “I will be back.” Owners Steve and Andrea Gott to the port side, Capt. Norm Antrainer of described the incident as a “trag- Mandeville, La.-based FMT said ic loss” for themselves, their staff and there was part the company is still perform- and visitors. of the restaurant ing its investigation into the “LBYC has been our paradise attached to the star- incident and has not yet deter- sanctuary for 23 great seasons, mined the cause. The 120-foot and we are so sad to watch it board side. Dale Artigue, built by the former be destroyed in five minutes,” Horizon Shipbuilding, was not the couple wrote shortly after Coast Guard Lt. Jim Brendel damaged. the accident in a Facebook post ” Casey Conley

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Crane collapses after faulty weight assessment, injuring three he crane barge Atlantic Giant “There were numerous oppor- was mounted on a pedestal on the TII was rigged and ready to lift tunities for employees to stop main deck, 25 feet forward from an estimated 350-ton counter- the work,” the NTSB said in its the transom. It had a 245-foot weight from a salvaged derrick report. “The deviation from the main boom and a 100-foot jib. Its barge in Brownsville, Texas. But planned 350 tons communicated safe working load with the boom when the time came, the weight by the client was not immediately between 66 and 75 degrees was wouldn’t budge. investigated to determine the 700 tons. It remained in place with the source of the discrepancy. Fur- Atlantic Giant II was under crane set for 500 tons of tension, and again at 550 tons. After a con- Atlantic Giant sultation, crane owner South Coast II’s main boom lies crumpled in Maritime Corp. agreed to set the the Brownsville crane for 700 tons of tension, its Ship Channel maximum working weight. While after collapsing the lift was underway, at about on Aug. 9, 2018. 2030 on Aug. 9, 2018, the boom The crane was collapsed, injuring three people. lifting a 671-ton counterweight Property damage was $6.4 million. from the sal- The probable cause of the vaged derrick boom failure, according to the barge TOPS DB1 National Transportation Safety that initially was Board (NTSB) was the decision estimated at to go ahead with several lifts that 350 tons. NTSB photo day that exceeded the origi- thermore, there was no discussion contract to help disassemble the nal plan without con- that the 75 percent of the maxi- derrick barge TOPS DB1, which ducting fresh risk mum lift (525 tons) indicated sank 30 miles offshore in the

Jib assessments. on the job-risk analysis form had Gulf of Mexico in October 2017. boom been exceeded.” Resolve Marine raised the barge The 225-foot Atlantic Giant less than a year later, performing II was built in 2014 for South what was reportedly the heaviest Topping lift Coast Maritime, a Kep- salvage lift ever in the Americas.

Aft stay wirespel AmFELS affiliate. The barge was being taken apart According to the at SteelCoast’s facility on the Hoist Main boom NTSB, the Brownsville Ship Channel. crane Atlantic Giant II was slated to Masts perform a series of lifts on Aug. Spuds Counterweight Port and starboard stays 9 to remove heavy components

An NTSB diagram of Atlantic Giant II shows Boom BOW angle the barge’s position and boom angle relative to sea level as the crane hoisted the counter- STERN weight from TOPS DB1 (illustration not drawn NTSB/Pat Rossi illustration to scale).

52 Professional Mariner December/January 2020 from the derrick barge. Crews the lift, which this time succeeded counterweight shifting to star- involved with the job held a if only briefly. The counterweight, board, thereby sideloading the meeting that morning to go over authorities later learned, weighed crane boom. Because the sus- the lift plan, emergency proce- 671 tons. pended load was not centered dures and other key details. They “Two tugboats were used to below the boom, the crane col- also completed a job-risk analysis rotate and move Atlantic Giant lapsed to the starboard side of form, making it clear the crane II and the counterweight toward the barge.” would not lift anything exceed- the dock,” the NTSB said, add- NTSB investigators also ing 525 tons, or 75 percent of its ing that the barge’s two forward learned Atlantic Giant II was maximum capabilities. spuds were raised to allow for this trimmed up to 7 degrees at the The first lift of the day got movement. “However, at about stern at the time of the final lift, off to an inauspicious start. An 2030, shortly after the starboard raising the bow out of the water. A-frame aboard TOPS DB1 spud was raised, the barge heeled That trim created a situation weighed 53 tons, nearly double to starboard and the crane’s boom where the 671-ton counterweight the 30 tons that crews expected. collapsed. The port stay failed exceeded the crane’s abilities at That afternoon, after a pre-lift first, dropping the load into the that boom angle. Tugboat cap- meeting, crews rigged DB1’s esti- channel.” tains reported the barge’s bow mated 350-ton counterweight The crane operator on Atlantic coming out of the water, but the for removal. Crane tension levels Giant II fell to the deck, injur- lift continued anyway. The NTSB continued to climb to 550 tons ing his back and shoulder, and a noted that load ratings presume as subsequent attempts to lift the mechanic on the barge fractured the crane is “perfectly level in all weight weren’t successful. an ankle. A deck hand on one of directions.” Another discussion ensued, and the assist tugs also suffered a leg South Coast Maritime SteelCoast officials argued that injury. responded to the incident by stopping the job with the load Keppel AmFELS conducted creating new internal guidelines already cut from the derrick barge its own investigation of the that demand additional weight would be problematic, the NTSB incident and found that “wind, and structural details from cli- said. South Coast Maritime’s wave action and drifting action” ents before performing heavy president then instructed the affected the crane after Atlantic lifts. Attempts to reach the com- crane operator to increase tension Giant II retracted its spuds. The pany and SteelCoast were not to 700 tons. Atlantic Giant II was NTSB determined that these fac- successful. • repositioned and made ready for tors “resulted in the suspended Casey Conley

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www.professionalmariner.com 53 trends & currents

Courtesy Damen Group All-electric tugs and pilot boats:

Are they ready for prime time? by David Tyler here are electric ferries and for an all-electric pilot boat in the market,” said Allan D’Souza, tour boats, along with pro- 2018. the ports’ general manager for Tposals for fully electric con- Both companies are using exist- marine, engineering and wharf tainerships, bunker tankers and ing designs and boats, reconfigur- operations. Auckland then went barges. But how will all-electric ing them for all-electric propul- to Damen for the project based vessels measure up to the extreme sion. Damen’s all-electric tug is on the ports’ satisfaction with the power demands of harbor tugs, based on an RSD (reversed stern ASD Tug 2411. or the distance and speed require- drive) model that is fuel-efficient “We looked at the request and ments of pilot boats? and meets International Maritime saw it was technically possible,” Two companies have taken Organization (IMO) Tier III stan- said Marc Baken, a design and on these challenges. In July, the dards. proposal engineer at Damen. “The Ports of Auckland in New Zea- “Functionally, the requirements next step was to consider the fea- land ordered the world’s first full- and capabilities of the tugs is the sibility of full electrical operation size, fully electric ship-handling same,” said Viktoria Adzhygyrei, from a business perspective.” tug from Damen Shipyards of spokeswoman for Damen. Rob- Damen used data from Auck- the Netherlands. The acquisi- ert Allan is basing its all-electric tion of the RSD-E Tug 2513 will aluminum pilot boat on its steel- The Ports of Auckland has ordered a full-size, help Auckland toward its goal of hulled RAlly 1600. all-electric tugboat from Damen Shipyards based on the builder’s RSD Tug 2513, shown becoming emissions-free by 2040. Auckland began looking for above assisting the LPG tanker PGC Strident And the naval architecture firm an electric tug three years ago. Force. Damen says the electric tug will be able Robert Allan Ltd. of Vancouver, “When we first looked into buy- to generate a 70-tonne bollard pull, which is British Columbia, unveiled plans ing in 2016, there was nothing on comparable to the diesel-powered version.

54 Professional Mariner December/January 2020 land’s operations of the ASD its battery capacity. The tug will in Portland, Ore. “Is it five sec- Tug 2411 to work out the bat- be able to switch to the backup onds? Is it 20 minutes?” tery requirements for the RSD-E power in a matter of seconds, Providing that much bollard Tug 2513, which will measure 81 Adzhygyrei said. pull is the real test of the batter- by 43 feet. After a collaborative The RSD-E will have two ies. “You have to have that much process, the order for the electric strings of batteries so that if one electrical power in the batteries to tug was announced, with delivery string fails, the other takes over. provide that power,” said Jona- expected by 2021. Damen would not say who will than Parrott, senior naval architect The most impressive feature of build the batteries, or what type at Seattle-based Jensen Maritime the RSD-E is that it will generate they will be. Consultants. “It can only provide a 70-tonne bollard pull, accord- An electric tug’s ability to gen- it for a certain period of time, ing to Damen. For safety reasons, erate a 70-tonne bollard pull has and then the batteries drain out. the tug will have two 1,000-kW been met with some skepticism The more power you pull out, the generator sets to provide enough in the maritime world. “For how shorter duration time you have.” power for it to operate at 40 long is my question,” said Nick The RSD-E will be able to tonnes bollard pull in the event of Sorber, regional representative for generate 70 tonnes of bollard pull an electrical system failure, or if the International Organization of for 30 minutes, said Matt Ball, the vessel needs to operate beyond Masters, Mates & Pilots (MM&P) spokesman for the Ports of Auck-

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The RAlly 1600-E, designed by Robert Allan Ltd., has Danfoss perma- nent magnet motors and a 72-module battery sys- Courtesy Robert Allan Ltd. Allan Robert Courtesy tem capable of providing 815 kW. Top speed is 20 knots and the range is five nautical miles, according to RAL. land. “We rarely operate the tug at In 2018, Robert Allan Ltd. ity to integrate the new powering a 70-tonne bollard pull and if we tackled the challenge of creating and energy storage systems,” wrote do, it will be for very short bursts an all-electric pilot boat. Using the Robin Stapleton, an electrome- unless we are doing something same hull form and general layout chanical engineer and project outside our normal operating as the RAlly 1600, the company manager at Robert Allan, in The mode.” took out the diesel equipment and Journal of Ocean Technology. The RSD-E will be able to replaced it with electric propul- The RAlly 1600-E is designed complete three operations with- sion and battery equipment, and with Danfoss permanent magnet out recharging, Adzhygyrei said, switched to an aluminum hull. motors rated at 500 kW at 2,800 and it will take two hours to fully The boat is 52 feet long and has a rpm. Standard ZF or Twin Disc recharge. The 1.5-MW charging 16-foot beam. 3:1 reduction gears connect to station is based on technology “Once we dispensed with the open fixed-pitch propellers. The already being used in the auto diesel engines, gensets and diesel battery system is composed of industry, with four cables on the fuel, we were left with enough 72 modules from Spear Power vessel connecting to the station. space and weight-carrying capac- Systems providing 815 kW of

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energy. The battery system is going to make it back,” he said. “I Steve Shaver, president of Shav- designed for maritime use and is know I wouldn’t.” er Transportation in Portland, liquid cooled. Stapleton acknowledged that Ore., said the company looked At 20 knots, the boat has a a negative for all-electric boats is into buying a hybrid tug three or range of five nautical miles from cost. Robert Allan estimates that four years ago. “We were going its berth to a ship and back. “This the RAlly 1600-E could cost $1 to be one of the potential leaders seems low, but actually covers million more (Canadian) than the in the industry, and I got a little a significant portion of pilotage steel, diesel-powered version. He concerned about getting ahead of operations,” Stapleton said. With pointed out that government pro- ourselves,” he said. a high-capacity charging station, grams to reduce emissions could Shaver said the company does the tug could be fully recharged in help reduce the price tag. embrace new technology, calling less than an hour. In the case of the RSD-E Tug its Tier 4 newbuild Samantha S. But many pilots say that five 2513, the Ports of Auckland is “probably the most sophisticated nautical miles, even one way, is paying the entire cost, with no tug in the country right now.” But a short range. “Just on the river, grants or subsidies. The electric the concept of an all-electric boat we can go more than five miles,” tug will cost twice that of a diesel, is different. Sorber said, referring to the the operator said, including the “To get into a whole different Columbia River in Oregon. “And cost of the charging infrastructure. area that we haven’t dealt with that’s not going against the ebb But Auckland also projects a $12 before is a little daunting at this tide or something that’s going million savings in operating costs time until it’s more of a proven to strain the batteries more. Five over the 25-year lifetime of the commodity,” he said. miles is not much.” tug. Using the new technology also Sorber doubted that the In addition to cost, there are carries an operating risk. “When Columbia River Bar Pilots would concerns for operators about ven- you’re a pilot on these tugs, want to use an electric pilot boat. turing into unproven technology there’s a lot of liability out there,” However, the Columbia Bar is one in the tug and pilot boat sectors. Sorber said. “If you get yourself of the most demanding pilot runs “It would be really scary for a in a position where you need the in the country. business owner to say, ‘Here’s $20 horsepower and you don’t have “They’re not going to want to million, let me know if it works,’” it, who’s going to be pointing the go out over the bar on something Sorber said about the prospect of finger about that (after an) inci- electric and wonder if they’re ordering electric tugs. dent?” •

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Correspondence by Andrew Norris

Recent cases hold clues for determining liability in Conception fire he Conception dive Calif., on the last day of a half-circle ladderwell alerted the other crew Tboat fire on Sept. a three-day diving trip in the starboard forward behind the wheelhouse 2 that resulted in the to the Channel Islands end of the vessel. The and as they awoke, deaths of all 33 passen- when the fire broke out only other means of the captain radioed gers and one crewmem- at 0314. At the time, egress from the lower a distress message to ber could expose the five crewmembers were berthing area was via an the Coast Guard. The vessel’s captain — and asleep in berths behind escape hatch at the after crewmembers attempted the corporate officials the wheelhouse on the end of the compartment, to access the salon and passengers below. Salvors raise Unable to use the aft Stretch Duck 7 ladder, which was on from Table Rock fire, the crewmembers Lake near Bran- son, Mo., on July jumped down to the 23, 2018. The ves- main deck (one crew- sel sank four days member broke his leg in earlier during a the process) and tried storm, killing 16 to access the salon and passengers and galley compartment one crewmember. The captain has through a forward win- been charged dow. Unable to open

NTSB photo NTSB with 17 counts of the window and over- seaman’s man- whelmed by smoke, the slaughter. crew jumped overboard. whose actions or inac- three-decked vessel’s which also opened to the Two crewmembers tions contributed to upper “sun deck” level, salon. and the captain swam to the deaths — to serious while the passengers According to the the stern and reboarded criminal liability under and the crewmember NTSB report, a crew- the vessel. Access to the the Seaman’s Man- who died were asleep in member sleeping in the salon through the aft slaughter Statute. the lower-level berthing wheelhouse berths was doors was blocked by According to a pre- area. Between these two awakened by a noise fire, so they launched a liminary report by the levels was the main deck, and got up to investi- small skiff and picked National Transportation which housed a galley gate. He saw a fire at up the remaining two Safety Board (NTSB), and salon. Communica- the aft end of the sun crewmembers in the the vessel was anchored tion between the lower deck rising from the water. They transferred in Platts Harbor off berthing area and the salon compartment to a recreational vessel Santa Cruz Island, salon was by means of below. The crewmember anchored nearby, where

58 Professional Mariner December/January 2020 the captain continued the passengers’ bunks to radio for help. Two are occupied.” crewmembers returned This failure potential- to Conception to search ly subjects the captain, for survivors around the crew and all members of burning hull. the operating company’s The NTSB’s finding hierarchy to criminal that all six crewmembers liability under 18 U.S. were asleep is ominous. Code 1115 (“Miscon- In other words, no duct or neglect of ship crewmember was serv- officers”), commonly ing as a roving patrol, referred to as the Sea- despite a requirement man’s Manslaughter in both Coast Guard Statute. That statute regulations and the provides as follows: vessel’s certificate of “Every captain, engi- inspection (COI) that neer, pilot or other one be designated and person employed on serving in that capac- any steamboat or vessel, ity. All small passenger by whose misconduct, vessels like Conception negligence or inatten- that are regulated under tion to his duties on Subchapter T are subject such vessel the life of to the requirement that any person is destroyed, “(the) owner, charterer, and every owner, char- master or managing terer, inspector or other operator of a vessel car- public officer, through rying overnight passen- whose fraud, neglect, gers shall have a suitable connivance, miscon- number of watchmen duct or violation of law patrol throughout the the life of any person vessel during the night- is destroyed, shall be time, whether or not the fined under this title or vessel is underway, to imprisoned not more guard against and give than 10 years, or both. alarm in case of a fire.” “When the owner or The requirement in the charterer of any steam- COI states that “(a) boat or vessel is a cor- member of the vessel’s poration, any executive crew shall be designated officer of such corpora- by the master as a rov- tion, for the time being ing patrol at all times, actually charged with whether or not the ves- the control and manage- sel is underway, when ment of the operation, www.professionalmariner.com 59 correspondence

equipment or navigation $250,000 fine for each in Portland, Maine. don life vests, and fail- of such steamboat or count. Hutchinson smoked ing to prepare to aban- vessel, who has know- Recent federal sea- marijuana and drank don ship when there was ingly and willfully man’s manslaughter alcohol before getting an unacceptable loss of caused or allowed such prosecutions are instruc- the vessel underway, freeboard on the vessel. fraud, neglect, conniv- tive in suggesting who and ingested oxycodone Interestingly, the ance, misconduct or vio- might face prosecution while at sea. Neither operations director and lation of law, by which in the Conception case, of the crewmembers, manager on duty at the the life of any person the theories of prosecu- whose bodies were time of the accident, is destroyed, shall be tion, and the sentences never found, was wear- Charles Baltzell, who fined under this title or that might result. ing personal flotation was not aboard Stretch imprisoned not more devices or survival suits. Duck 7, was added to than 10 years, or both.” No crew- In pronouncing the sen- each of these 17 felony As can be seen, the tence, the judge noted counts as an aider and essence of a seaman’s member on that Hutchinson was the abettor of misconduct manslaughter pros- Conception captain of the boat and and neglect by a vessel ecution is a maritime- was serving was responsible for the captain. Baltzell alleg- related death that is safety of his crew, but edly contributed to the the product of, among as a roving rather than living up deaths by directing the other things, negli- patrol, despite to his responsibility, he captain to enter the ves- gence. Through case a requirement engaged in risky, reckless sel on the water when law interpreting this behavior that cost the there was severe weather statute, whose prov- in both Coast lives of two young men. and lightning in the enance extends back Guard regula- Also instructive are area, and by failing to to the first half of the the indictments handed communicate to the 19th century, we know tions and the down in the summer of captain the nature of the that it applies only to vessel’s COI 2019 in relation to the severe weather prior to commercial operations; that one be sinking of the duck boat its arrival. In addition, that ordinary negligence Stretch Duck 7 on July the operating company’s (failure to exercise the designated and 19, 2018, in a severe general manager, Curtis degree of care required serving in that thunderstorm on Table Lanham, faces 17 felony of a reasonably prudent capacity. Rock Lake, Mo., which counts under 18 U.S. mariner) will suffice caused the deaths of 16 Code 1115 for alleged for a conviction; and passengers and a compa- executive deficiencies that the negligent act In February, Chris- ny employee. The cap- that include neglecting must have had some topher Hutchinson, tain, Kenneth McKee, to establish and enforce causal relationship to the captain of a lobster has been charged with policies and procedures the fatality. Due to the boat that capsized off 17 seaman’s manslaugh- related to the moni- unique responsibility or the coast of Maine in a ter counts for, among toring of weather in fiduciary duty owed by predicted storm, killing other things, allegedly association with the those who are culpable two crewmembers, was failing to properly assess management and opera- to those who are killed, sentenced to four years incoming weather prior tion of daily duck boat the penalty for this felo- in prison and three years to entering the vessel tours; creating a work ny offense is stiff: up to of supervised release on the water, failing to atmosphere on Stretch 10 years in prison and a in U.S. District Court direct the passengers to Duck 7 and other duck

60 Professional Mariner December/January 2020 boats where the concern federal prosecutors in will minutely scrutinize ally certain that the for profit overshadowed cases involving mari- the circumstances that implicated individuals the concern for safety; time deaths. Secondly, led to the fire raging also will be facing 34 and failing to adequately penalties can be, and undetected long enough seaman’s manslaughter supervise the manage- have been, quite severe; for both escape routes counts. • ment, operation and those found to have to be rendered unusable. conduct of the tour of negligently contributed The goal will be to dis- Andrew Norris, a Stretch Duck 7 on the to 34 deaths in this case cover whether anyone in retired Coast Guard day of the accident. face up to 340 years in the corporate hierarchy captain, is a maritime The upshot of this prison and an $8.5 mil- “knowingly and will- legal and regulatory recent activity as it lion fine. And lastly, fully caused or allowed consultant and president relates to the Concep- beyond the obvious lead … fraud, neglect, con- of Tradewind Mari- tion crew and company culprit — the captain nivance, misconduct time Services Inc. He employees is several-fold. who allegedly failed to or violation of law, by can be reached by email First off, it illustrates ensure there was a rov- which the life of any at anorris@tradewind that this is an active ing patrol at the time person (was) destroyed.” maritimeservices.com or area of the law, captur- of the casualty — it’s a If such complicity is by phone at (401) 871- ing the full attention of sure bet that prosecutors discovered, it is virtu- 7482.

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Add $10.00/year for Canadian postage Add $15.00/year for Foreign postage For Fastest Service call 866-918-6972 or Email: [email protected] continued from page 64 man an order to “bring the rudder myself back in my bed on board, over starboard 20 degrees and come just as there was a knock on the that they had a union contract guar- to a reciprocal course. The company door for my 0320 wake-up call. anteeing them “holiday pay.” agrees that we do not need to put Bounding out of bed, I realized that The scene vanished, and in the our ship at risk by taking her into I had a new perspective. I resolved blink of an eye I found myself in a war zone for the U.S. military.” to stop complaining about being at my bunk again. Thinking about Handing a piece of paper to the sea during Christmas, and to always what I’d been shown so far, I was Filipino second mate, he said, “Lay appreciate the many hardships convinced that I had been acting and sacrifices others had endured immaturely since joining my ship. I resolved to stop on behalf of the U.S. merchant Compared to those two old-timers marine, our country and mariners on the steam schooner, I had it easy. complaining about being such as myself. For the rest of my My thoughts were interrupted by at sea during Christmas, life, I would do all I could to stop the appearance of a third spirit, a and to always appreci- the forces aligned against the U.S. woman dressed in a captain’s uni- merchant marine, and to prevent the form, complete with epaulets with ate the many hardships subterfuge employed by our foes to four stripes. She motioned me up and sacrifices others try and destroy the Jones Act and and said, “Let’s be on our way.” We other laws enacted to help ensure found ourselves off of an area that had endured on behalf our country’s maritime and econom- looked like the Middle East, coming of the U.S. merchant ic security. I’ve thanked Neptune up on the stern of a cargo ship reg- marine, our country, many times for his intervention, istered in Vanuatu. It was filled with and have been true to my word ever U.S. military jeeps, rations, medical and mariners such since — and will continue to be so supplies and ammunition. Sensing as myself. until my dying breath. my thoughts, the spirit said, “In Till next time, I wish you all the future, there is basically no U.S. happy holidays and smooth sailin.’ • merchant marine anymore. The laws out the courses to this port, Ramon. that protected you were overturned We’ll dump the cargo there.” Kelly Sweeney holds a license of by your enemies.” Shocked at what I was seeing, I master (oceans, any gross tons), and On the bridge of the ship, devoid asked the spirit if this future scene has held a master of towing vessels of Christmas decorations due to the was set in stone, or if it could license (oceans) as well. He sails on international crew, I watched as the be avoided. Shehart_13h answered, 3/20/07 “It all 6:50 PMa variety Page 1of commercial vessels and Eastern European captain talked depends on you mariners. Only by lives on an island near Seattle. You with someone on the satellite phone. your actions can the course of the can contact him at captsweeney@ After hanging up, he gave the helms- future be changed.” I then found professionalmariner.com. The Coast Guard TANK TENDER THE ORIGINAL PRECISION Protects Us. TANK MEASURING SYSTEM! Accurate tank soundings have never been Please easier when one TANK TENDER monitors Every Day. Every Night. up to ten fuel and water tanks. Reliable support the non-electric and easy to install. www.cgfdn.org• (860)535-0786 Coast Guard www.thetanktender.com Your support pays for programs and services that cannot be funded through government sources. Foundation.

(253) 858-8481 Fax: (253) 858-8486 www.professionalmariner.com 63 A Mariner’s Notebook by Capt. Kelly Sweeney

A Christmas sea story: Lessons from the past, present and future was a senior at the the Blues. Just before turn- of pickled salmon and a man dressed in coveralls I California Maritime ing off my reading light, beans. One of the men, appeared and said, “I’m Academy and one of only I nearly jumped out of tall and thin with some the spirit of Christmas at 10 cadets in my class my skin. The figure of a missing front teeth and a sea in the present. Let’s who were chosen to go man had appeared a few long scar on his forehead, go.” To my great surprise, on a commercial ship for feet in front of me. He said, “Andy Furuseth’s we were immediately their senior had short hair and wore a doing great things, John. transported to the ship cruise. The khaki shirt and trousers, He got them senators to I was sailing on at that week before and something about him outlaw us sailors getting time, but back to Christ- Christ- seemed almost ethereal. thrown in the hoosegow mas Day. Like watching mas, the He said, “Cadet Sweeney, for quitting, and if it a movie I was in, I saw company’s your complaints have weren’t for him the bucko myself sullenly getting Seattle office been heard by Neptune, mates would still be beat- out of bed on Christmas called to let the king of the oceans. ing yah deck types with morning in my nice warm me know At his request, three spir- belaying pins.” The other stateroom, complete with that I’d be its will visit you, their guy nodded, rubbing his an attached head and joining the purpose to show you a wrist with a gnarled hand full-size bed — unap- ship there on Christmas past, present and future that was missing the ends preciative of the personal Eve. My holiday spirit mariner’s Christmas at of two middle fingers, flashlight the skipper had dropped like a lead bal- sea.” Figuring that my remembering all too well given each of the crew as loon. That would mean mind was playing tricks the broken bones received a present. The steward missing all sorts of highly on me because I was tired, from a cudgeling he got department had made a anticipated activities, I shut off the light and fell as a young mariner on Christmas feast complete including Christmas din- asleep. a schooner barque. He with turkey, ham, shrimp ner at home, a New Year’s Awakened by a young replied, “All true, Bill, and cocktail, all the fixings, Eve party at a high school guy dressed in old-time I’ve heard the latest is that plus apple and pumpkin buddy’s house, and a long- sailor’s garb, complete he’s getting La Follette to pie. I sat alone at a table, planned family trip to with wide-brimmed hat push for a law making it eating that fantastic meal visit my cousin in Idaho. and V-neck long-sleeve illegal for companies to and looking glum. The Once on board I sulked shirt, he said, “I’m the short us on food, give us first engineer and third for days, complaining to spirit of past Christmases damp ratty staterooms and engineer were at the table anyone willing to listen to at sea — follow me.” I chisel us out of our pay. next to mine, enjoying all my plight. found myself in the mess- God bless him.” of that good food with One evening, in my room of an old steam I found myself back gusto and having a dis- stateroom after watch, I schooner, where there in my room, the spirit of cussion about how great was reading Tom Robbins’ were two mariners finish- past Christmases at sea Christmas at sea was now book Even Cowgirls Get ing their Christmas dinner gone. A few seconds later, continued on page 63

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