Bridge Operations – a Human Approach Film Script Module 1- Start Local Time 11:15:54 Scene the Captain (Capt), Third Officer (
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Ma2014-8 Marine Accident Investigation Report
MA2014-8 MARINE ACCIDENT INVESTIGATION REPORT August 29, 2014 The objective of the investigation conducted by the Japan Transport Safety Board in accordance with the Act for Establishment of the Japan Transport Safety Board is to determine the causes of an accident and damage incidental to such an accident, thereby preventing future accidents and reducing damage. It is not the purpose of the investigation to apportion blame or liability. Norihiro Goto Chairman, Japan Transport Safety Board Note: This report is a translation of the Japanese original investigation report. The text in Japanese shall prevail in the interpretation of the report. MARINE ACCIDENT INVESTIGATION REPORT Vessel type and name: Container ship BAI CHAY BRIDGE IMO number: 9463346 Gross tonnage: 44,234 tons Vessel type and name: Fishing vessel SEIHOU MARU No. 18 Fishing vessel registration number: KO2-6268 Gross tonnage: 18 tons Accident type: Collision Date and time: At around 23:12 (JST) on January 23, 2013 Location: On a true bearing of approximately 116º and at a distance of 11.4 nautical miles from the Katsuura Lighthouse, Katsuura City, Chiba Prefecture (Approximately 35°03.3'N 140°31.6'E) August 7, 2014 Adopted by the Japan Transport Safety Board Chairman Norihiro Goto Member Tetuo Yokoyama Member Kuniaki Syouji Member Toshiyuki Ishikawa Member Mina Nemoto SYNOPSIS < Summary of the Accident > On January 23, 2013, the container ship BAI CHAY BRIDGE with the master, third officer and 21 other crewmembers on board was proceeding southwestward to Keihin Port, and the fishing vessel SEIHOU MARU No. 18 with the skipper and five other crewmembers on board was proceeding north-northeastward to Choshi Port. -
Record of Assessment Booklet of the OICNW Assessments
RECORD OF ASSESSMENT This record booklet can be used to document your completion of the proficiency assessments for Officer in Charge of the Navigational Watch (OICNW) in order to meet U.S. Coast Guard requirements for: Third Mate and OICNW Mate 1600 GRT and OICNW Mate 500 GRT and OICNW Quality Maritime Training 8601 4th Street N., Suite 209 St. Petersburg, FL 33702 Phone: (727) 209-1811 Toll Free: 1-800-581-5509 www.qualitymaritime.info RECORD OF ASSESSMENT This booklet can be used to document the seventy-nine (79) “Control Sheets” from U.S. Coast Guard CG-543 Policy Letter 11-07, which went into effect on July 1, 2011. The Assessment Control Sheets must be completed to meet U.S. Coast Guard and STCW requirements for an endorsement as Officer in Charge of a Navigation Watch On Vessels of 500 GT or more, which means the following: • Third Mate, Any Gross Tons Near Coastal/Oceans or; • Mate, 1600 GRT Near Coastal/Oceans or; • Mate, 500 GRT Near Coastal/Oceans The assessments of competency may be conducted aboard a seagoing vessel by a mariner who is serving on the vessel upon which the assessments are completed. The assessor must: Hold an STCW endorsement at the management level (STCW Regulation II/2-master or chief mate) valid for service on seagoing vessels of at least 200 GRT/500GT; OR Hold an STCW endorsement as OICNW (2nd Mate, 3rd Mate, or 500/1600 GRT Mate) and have at least one year of experience as OICNW on seagoing vessels of a least 200 GRT/500GT; OR Be serving on a seagoing military vessel of a least 200 GRT/500 GT and is either the Commanding Officer or Executive Officer or is authorized to conduct similar assessments for the U.S. -
DNVGL-RU-SHIP Pt.5 Ch.12 Fishing Vessels
RULES FOR CLASSIFICATION Ships Edition July 2017 Amended July 2018 Part 5 Ship types Chapter 12 Fishing vessels The content of this service document is the subject of intellectual property rights reserved by DNV GL AS ("DNV GL"). The user accepts that it is prohibited by anyone else but DNV GL and/or its licensees to offer and/or perform classification, certification and/or verification services, including the issuance of certificates and/or declarations of conformity, wholly or partly, on the basis of and/or pursuant to this document whether free of charge or chargeable, without DNV GL's prior written consent. DNV GL is not responsible for the consequences arising from any use of this document by others. The electronic pdf version of this document, available free of charge from http://www.dnvgl.com, is the officially binding version. DNV GL AS FOREWORD DNV GL rules for classification contain procedural and technical requirements related to obtaining and retaining a class certificate. The rules represent all requirements adopted by the Society as basis for classification. © DNV GL AS July 2017 Any comments may be sent by e-mail to [email protected] If any person suffers loss or damage which is proved to have been caused by any negligent act or omission of DNV GL, then DNV GL shall pay compensation to such person for his proved direct loss or damage. However, the compensation shall not exceed an amount equal to ten times the fee charged for the service in question, provided that the maximum compensation shall never exceed USD 2 million. -
The Ghost Ship on the Delaware
The Ghost Ship on the Delaware By Steven Ujifusa For PlanPhilly Thousands pass by the Ghost Ship on the Delaware River every day. They speed past it on Columbus Boulevard, I-95, and the Walt Whitman Bridge. They glance at it while shopping at IKEA. For some, it is just another eyesore on Philadelphia’s desolate waterfront, no different from the moldering old cruisers and troop transports moored in the South Philadelphia Navy Yard. The Ghost Ship on the Delaware. www.ssunitedstatesconservancy.org Some may pull over to the side of the road and take a closer look through a barbed wire fence. They then realize that the Ghost Ship is of a different pedigree than an old troop transport. Its two finned funnels, painted in faded red, white and blue, are dramatically raked back. Its superstructure is low and streamlined, lacking the balconies and large picture windows that make today’s cruise ships look like floating condominiums. Its hull is yacht-like, defined by a thrusting prow and gracefully rounded stern. Looking across the river to Camden, one might see that the hull of the Ghost Ship bears more than a passing resemblance to the low-slung, sweeping one of the battleship U.S.S. New Jersey. This ship is imposing without being ponderous, sleek but still dignified. Even though her engines fell silent almost forty years ago, she still appears to be thrusting ahead at forty knots into the gray seas of the North Atlantic. Finally, if one takes the time to look at the bow of the Ghost Ship, it is clear that she has no ordinary name. -
Interviewee: Marvin J. Perrett, USCGR World War II U
U.S. Coast Guard Oral History Program Interviewee: Marvin J. Perrett, USCGR World War II U. S. Coast Guard Veteran Interviewer: Scott Price, Deputy Historian Date of Interview: 18 June 2003 Place: U. S. Coast Guard Headquarters, Washington, D.C. Marvin Perrett joined the U.S. Coast Guard during World War II and served aboard the Coast Guard-manned attack transport USS Bayfield (APA-33) as a coxswain of one of the Bayfield's landing craft. He was a veteran of the invasions of Normandy, Southern France, Iwo Jima and Okinawa and he even survived the "Exercise Tiger" debacle prior to the Normandy invasion. Although each of these events has received extensive coverage, his story, and the story of the thousands of young men who manned the boats that landed troops on enemy beaches, is little- known. It seems that the men who transported the troops to the beach were often been overlooked by historians, writers, and film producers. Yet, as Mr. Perret points out, without them, how would any invasion have happened? 1 Mr. Perrett's oral history is comprehensive. He describes his decision to join the Coast Guard and he then delves into the extensive training he received and how he was picked to be the sailor in charge of a landing craft. He also describes, in detail, this craft he sailed through enemy fire during the invasions he took part in. The boat he commanded was the ubiquitous LCVP, or "Landing Craft, Vehicle / Personnel. It was made primarily of wood by the famous company Higgins Industries in New Orleans. -
Merchant Marine Deck Officer Agency Through Performative Acts
Merchant Marine Deck Officer Agency through Performative Acts An Oppositional View to Deskilling Theory By: Donald Frederick Clark Dissertation submitted to the faculty of the Virginia Polytechnic Institute and State University in partial fulfillment of the requirements for the degree of Doctor of Philosophy In Science & Technology Studies Approved: Sonja D. Schmid Co-Chair Shannon A. Brown Co-Chair Barbara L. Allen Janet E. Abbate August 04, 2016 Falls Church, Virginia Keywords: Actor-network Theory, Tacit Knowledge, Commedia Del’Arte, Deskilling, ECDIS, Experiential Technical Knowledge, Marine Navigation, Merchant M Deck Officer, Mimeomorphic, Performative Act, Performativity, Polimorphic, Situated Action, Skill Merchant Marine Deck Officer Agency Through Performative Acts – An Oppositional View to Deskilling Theory Donald Frederick Clark ABSTRACT I bring together ethnographic interviews with deck officers, studies in actor-network theory, explicit and tacit knowledge theory, and performativity theory in this work. I prove that bridge technologies produce what are called mimeomorphic (repeatable with some variation) actions that contain no deck officer collective tacit knowledge. I argue that deck officer bridge watch situated actions are mostly polimorphic (actions can vary depending on social context), and these actions are in fact performatives (in an Austin sense) derived from a more oral than literate performance production process. These performatives constantly build the mariner’s identity within the maritime deck officer community and their successful performatives give deck officers agency in the form of an oppositional view to deskilling. These same performative acts are the value of the mariner’s experiential technological knowledge within the ship’s bridge technology framework Dedication My children – for making me cry… and laugh! Mom – taught me social tolerance. -
662 18 13 P-5323A-Reg NAVY DEPARTMENT BUREAU OF
In reply address not the signer of this letter, but Bureau of Naval Personnel, Navy Department, Washington, D.C. Refer to No. 662 18 13 P-5323a-reg NAVY DEPARTMENT BUREAU OF NAVAL PERSONNEL Washington 24, D. C. 7 October 1944 Mrs. Katherine Agnes Heinrich Live Oak California Dear Mrs. Heinrich: The Navy Department has had numerous requests for information concerning the loss of the USS HELENA (CL 5O). An account of the exploits of that ship was written for publication. Believing that the relatives of the officers and men would like to have it, it was requested that it be reproduced. This Bureau is pleased to forward a copy herewith. It is believed that you will find strength and pride in the knowledge that the gallant fight waged by the officers and men of the USS HELENA against great odds in keeping with the finest traditions of the Navy. By direction of the Chief of Naval Personnel. Sincerely yours, A.C. Jacobs Captain U. S. N. R. Director of the Dependents Welfare Division Encl 1. NAVY DEPARTMENT HOLD FOR RELEASE IN MORNING PAPERS OF SUNDAY, OCTOBER 24, 1943, NOT APPEARING ON THE STREET BEFORE 8 p.m (E.W.T.), OCTOBER 23, 1943 THE STORY OF THE USS HELENA Snatched from the sea and the steaming yap-infested South Pacific jungle, nearly 1,000 men of the lost USS HELENA today stand fit and ready to fight again. The story of their rescue by destroyers after their ship went down fighting to the end in Kula Gulf July 7, 1943, which has been told in part, like the history of the HELENA herself, will live always as an inspiration to new generations of American sea-fighters. -
Final Action for the Major Incident Investigation Report on the Vessel Kolina Sar Response
U.S. Department o~· Commander Coast Guard Island, Bldg 51-6 Homeland Security ·~· Coast Guard Pacific Area Alameda, CA 94501-5100 / Staff Symbol: PAC-00 United States Phone: (510) 437-3908 Coast Guard Fax: (510) 437-3774 5830 FEB 0 9 2016 MEMORANDUM FINAL ACTION FOR THE MAJOR INCIDENT INVESTIGATION REPORT ON THE VESSEL KOLINA SAR RESPONSE The report of the Major Incident Investigation Board, conducted under the provisions of the Major Incident Investigation Manual, COMDTINST M5830.4 (series) and CG PACAREA memo 5830 of 13 November 2015, that investigated the facts and circumstances surrounding the 5 ovember 20 15 SAR response 20 nautical miles south of Maui involving the sailing \'esscl KOLi A and one fatality, complies with applicable laws and regulations. Accordingly, this report is approved. Vice Ad 1ral, U.S. Coast Guard Com ander, Pacific Area U.S. Department Commanding Officer 2401 Hawkins Point Road Homeland Securityo~· • · United States Coast Guard Baltimore, MD 21226-5000 USCGC EAGLE (WIX 327) United States Coast Guard 20 Jan 2016 5830 To: C. W. Ray, VADM Commander, Pacific Area Subj: MAJOR INCIDENT INVESTIGATION (MU) INTO THE SAR RESPONSE ON 5 NOVEMBER 2015 APPROXTMA TELY 20 NM SOUTH OF MAUI IN VOL YING THE SAILING VESSEL KOLINA AND ONE FATALITY I Ref: (a) Major Incident Investigations Manual, COMDTINST M5830.4 (b) Your Memo 5830of13 Nov 2015 1. Executive Summary On 5 November 2015 at 3:5 1 p.m., the mishap victim aboard the 30-foot sailing vessel KOLINA radioed Coast Guard Station Maui that he was adrift with a snapped tiller in the Alenuihaha Channel between Hawai'i and Maui. -
This Template Becomes Part of My 'C' Drive and Does Not Become A
SAFETY MANAGEMENT MANUAL ATL 7.1 R/V Atlantis Master’s Standing Orders Originator: Approved By: A. D. Colburn Albert F. Suchy 1. Purpose The purpose of this procedure is to set forth the Master’s Standing Orders aboard R/V Atlantis. 2. Responsibility It is the responsibility of the Master to establish standing orders and to ensure that all Deck Officers are aware of these orders. 3. General The following Standing Orders are to be read and signed by each Bridge Watch Officer when reporting aboard, before assuming a bridge watch. The Standing Orders will direct you in ship’s procedures that, by common sense or regulation, have been found to be safe, efficient and in the practice of good seamanship. One standard throughout is "Call the Master if in doubt.” Call the Master when encountering reduced visibility, busy ship traffic, fishing fleets, ice, problems with ship’s navigation gear or machinery. Call the Master if a distress message in the ship’s operating area is received or a distress signal is observed. If the vessel pounds excessively due to sea conditions, reduce RPM and inform the Master what new RPM is being used. Guidelines for CPAs with other vessels while underway are: In open waters maintain 2.0 mile CPA. In coastal waters maintain greater than 1.0 mile CPA. If in a traffic separation zone, "Stay in your lane.” It is understood that this may not be practical in all situations. In these situations CPAs of closer than 1.0 mile must show a consistent course and speed or be dead in the water. -
The History of the Tall Ship Regina Maris
Linfield University DigitalCommons@Linfield Linfield Alumni Book Gallery Linfield Alumni Collections 2019 Dreamers before the Mast: The History of the Tall Ship Regina Maris John Kerr Follow this and additional works at: https://digitalcommons.linfield.edu/lca_alumni_books Part of the Cultural History Commons, and the United States History Commons Recommended Citation Kerr, John, "Dreamers before the Mast: The History of the Tall Ship Regina Maris" (2019). Linfield Alumni Book Gallery. 1. https://digitalcommons.linfield.edu/lca_alumni_books/1 This Book is protected by copyright and/or related rights. It is brought to you for free via open access, courtesy of DigitalCommons@Linfield, with permission from the rights-holder(s). Your use of this Book must comply with the Terms of Use for material posted in DigitalCommons@Linfield, or with other stated terms (such as a Creative Commons license) indicated in the record and/or on the work itself. For more information, or if you have questions about permitted uses, please contact [email protected]. Dreamers Before the Mast, The History of the Tall Ship Regina Maris By John Kerr Carol Lew Simons, Contributing Editor Cover photo by Shep Root Third Edition This work is licensed under the Creative Commons Attribution-NonCommercial-NoDerivatives 4.0 International License. To view a copy of this license, visit http://creativecommons.org/licenses/by-nc- nd/4.0/. 1 PREFACE AND A TRIBUTE TO REGINA Steven Katona Somehow wood, steel, cable, rope, and scores of other inanimate materials and parts create a living thing when they are fastened together to make a ship. I have often wondered why ships have souls but cars, trucks, and skyscrapers don’t. -
Human Errors and Oil Pollution from Tankers
International Journal Volume 2 on Marine Navigation Number 4 and Safety of Sea Transportation December 2008 Human Errors and Oil Pollution from Tankers P. Arsenie & R. Hanzu-Pazara Constanta Maritime University, Constanta, Romania ABSTRACT: The economical development of the world is based on transportation system. More than half of the products transported all over the world are carried by sea. Sea transportation is made with different kind of ships, as bulk carriers, cargo vessels, container ships, tankers. Ships are managed by people. In group or as individual, anybody can make errors. In maritime area these errors have as results accidents and disasters. Many of these events affect especially the environment. As 80% of necessary petroleum products are transported by sea, the risk of a major environment disaster caused by human errors is high. Anyway, over 99% of petroleum cargo transported by sea is carried without incidents. This paper presents the effects of human errors, mostly cases that involved tankers, which were produced in the navigation and operational processes. 1 INTRODUCTION Therefore, if we want to make greater strides towards reducing marine casualties, we must begin Over the last 40 years or so, the shipping industry to focus on the types of human errors that cause has focused on improving ship structure and the casualties. reliability of ship systems in order to reduce A recent study of 100 marine casualties found casualties and increase efficiency and productivity. that the number of causes per accident ranged from 7 We’ve seen improvements in hull design, stability to 58, with a median of 23. -
Reducing the Risk of Collisions with Fishing Vessels
RISK FOCUS: HOMARUS Limited REDUCING Fisheries and Aquaculture Specialists THE RISK OF COLLISIONS WITH FISHING VESSELS A guide for Masters and their Bridge teams. UK P&I Club – Fishing Vessels 1 CONTENTS Reducing the risk of collisions with fishing vessels 3 The nature of fishing 4 How things should be 4-5 How things often are 5 Fishing gear and fishing methods 5 • Mobile or towed gear • Encircling gear • Passive mobile gear • Fixed or static gear Mobile or towed gear 6-10 • Single boat trawling or otter trawling • Pair trawling • Beam trawling • Dredging Encircling gear 11-14 • Purse seines • Anchor seine / Scottish seine / Pair seine Passive mobile gear 14-17 • Surface drift nets • Drifting long lines • Squid jigging Static or fixed gear 17-21 • Fixed longlines • Baited pots or traps • Fixed gill nets / tangle nets Lessons learnt from the incidents 22 2 UK P&I Club – Fishing Vessels Reducing the risk of collisions with fishing vessels Close quarter situations with fishing vessels and/or their associated fishing gear remain common. This often results in loss of life, in addition to any damage to fishing gear or boats. The range of equipment that fishermen deploy to catch fish is During the Passage Planning process, it may be worth almost as varied as the fish themselves, but there are a number contacting the vessel’s local agent or the local harbourmaster of common fishing methods that are used and these methods to enquire whether there are any particular fishing-related will be explained, together with the lights and shapes that dangers to be considered when approaching a particular should be exhibited, the likely position of the gear in relation region or port.