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T o IN 3 October 2015 Vol. 45, N 4 CO 96 idelights RPORATED 1 S Published by the Council of American Master Mariners, Inc. Historical CAMM records found Founding Members Chart a New Course

Schoolship Training Captain, Manager & Scapegoat Incident Reporting Program Working

Mission Statement www.mastermariner.org The Council of American Master Mariners is dedicated to supporting and strengthening the United States Merchant Marine and the position of the Master by fostering the exchange of maritime information and sharing our experience. We are committed to the promotion of nautical education, the improvement of training standards, and the support of the publication of professional literature. The Council monitors, comments, and takes positions on local, state, federal and international legislation and regulation that affect the Master. RTLAN O D Annual General Meeting P Professional Development Conference C A C M 6 D M P AGM & Maintaining a Viable American Merchant Marine in the 21st Century Dedicated to April 20-22, 2016 ¶ Portland, Oregon, USA supporting and Hosted by the Columbia River CAMM Chapter strengthening the American Merchant Marine General Business Meeting Council Business Venue & Views & Positions Discussions Accommodations Target Positions Marriott Portland City Center 520 SW Broadway Portland, OR 97505 Professional Development Conference $165/night + taxes, standard room; valid April 17-26, 2016 when Industry Speakers booked no later than March 23, 2016. Discussion Panel To book at CAMM’s group rate, please follow link from CAMM’s website. Wednesday, April 20 Closing Dinner Welcome Reception Keynote Speaker Thursday, April 21 Professional Development Lalonde ‘Spirit of the Seas’ Award Conference Industry Speakers Introduction of 2016-18 National Officers PDC Evening Social Cash Raffle Drawing Friday, April 22 Recognitions Genreal Business Meeting L ORGA NA NI Thank You to CAMM’s AGM & PDC Sponsors IO ZA AT T N IO R N Closing Dinner E T O

F N Keynote Speaker Staff Captain: Commodore: I • •

M S A T Awards & Recognitions S O T L E PI RS D Sea-Jay MATES AN Maritime, LLC Event Chairperson Captain Dan Jordan [email protected] Past Featured Speakers

Sponsors Sponsorships Available Corporate booth displays, daily and individual 2014: IFSMA Secretary-General 2011: U.S. Congressman 2015: Deputy MARAD 2011 (USCG) & 2015 (ABS): 2013: Cal Maritime President sponsorships are available Captain John Dickie Hon. Elijah Cummings Mr. Michael J. Rodriguez RAdm. James Watson RAdm. Thomas A Cropper at different levels and posted on page 12 and the event website. www.mastermariner.org/2016pdc-agm In This Issue

ON THE COVER Essex House, the location of the first CAMM meetings in 1936. Photo by Thomas Hawk (cc2.0) View From the Bridge 4 President Captain R.J. Klein comments on SIDELIGHTS [email protected] how onboard communications has changed authority and liability and ponders if it is any INTERIM EDITOR-IN-CHIEF better. Captain R.J. Klein

EDITORIAL BOARD Capt. R.J. Klein Capt. Klaus Niem

CONTRIBUTORS In the Council 5 Manny Aschemeyer R.J. Klein A.K. Bansal Maritime Executive Secretary’s Report...... 6 Aric Bickel Klaus Niem Chapter & Officer Reports...... 8 Peter Chelemedos Sinclair Oubre Patrick Gates Sam Pecota New Members...... 10 Cal Hunziker Douglas Subcleff 2016 AGM...... 12 IFSMA Secretariat Chaplain’s Column...... 14 Cross’d the Final Bar...... 15 COPY EDITORS Davyne Bradley RJ Klein Liz Clark Pat Moloney

DESIGN & LAYOUT In the Industry 16 Davyne Bradley Schoolship Training...... 16 PRINTING Checklists: Who is Checking?...... 19 Modern Litho, Jefferson City, MO IOOS: Not your typical bloom...... 20

ADVERTISING MANAGER & ADMIN Captain Manny Aschemeyer [email protected] 951-767-3037 In the Membership 22

TO SUBMIT MATERIAL CAMM Beginnings: Founding Fathers...... 22 We welcome your articles, comments, Peter, The Odyssey of a illustrations and photographs. Please email or send your submissions Merchant Mariner...... 25 to Sidelights Chair Captain R.J. Book Reviews: Klein at the above addresses. All Maritime Casualties ...... 28 submissions will be reviewed, but are not guaranteed to be published. My 48 Years at Sea...... 28

PUBLICATION DEADLINES Issue Submission Release February Jan. 22 Feb. 15 May 2015 April 5 May 1 International Perspective 29 July 2015 June 1 July 1 October Sept. 1 Oct. 1 IFSMA: December Nov. 1 Dec. 1 USA VP Report...... 29 Secretariat News...... 30 CMMC...... 32 A.K. Bansal: Scapegoats...... 34

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

The Council of American Master Mariners, Inc. October 2015 Sidelights 3 South Atlantic Region NATIONAL OFFICERS PORT EVERGLADES / MIAMI President Captain R.J. Klein Captain Paul Coan, President [email protected] NATIONAL MAILING ADDRESS [email protected] 425-246-9814 30623 Chihuahua Valley Rd. Meetings at 1200, the 3rd Thursday of the First Vice President Warner Springs, CA 92086-9220 month, except July and August. Galluppi, Captain Joe Hartnett Pompano Beach Country Club, 1103 N. Federal [email protected] Hiway, Pompano Beach, FL. 410-867-0556 TAMPA BAY Second Vice President North Atlantic Region Captain Dan Jordan NEW YORK METRO Captain Robert Holden, President [email protected] 727-784-7595 Captain George Sandberg, President 503-338-8599 [email protected] 631-375-5830 (cell); 631-878-0579 (home) nd Treasurer and Secretary [email protected] Meetings at 1130 on the 2 Tuesday of each Captain Manny Aschemeyer month, except July, August and September. Meetings dates and locations vary. th nd [email protected] Columbia Restaurant, 7 Ave. & 22 St. 951-767-3037 Mailing Address: Box 581 Mailing Address: 50 Baywood Ct, Center Moriches, NY 11934 North Atlantic Regional Vice President Palm Harbor, FL 34683 Captain Frank Zabrocky BALTIMORE / WASHINGTON, D.C. [email protected] 203-359-8494 Captain Joe Hartnett, President North Pacific Region 410-867-0556 South Atlantic Regional Vice President SEATTLE / PACIFIC NORTHWEST [email protected] Captain Tim Brown Captain Richard Klein, President [email protected] Meetings at 1130 monthly, except June - 425-746-6475 410-215-0818 August. Check website for date and location. [email protected] Locations vary between Baltimore and D.C. Gulf Regional Vice President Meetings at 1130 on the 2nd Thursday of Captain Michael Mc Cright Mailing Address: P.O. Box 700 each month, McCormick & Schmidt’s South [email protected] Edgewater, MD 21037-0400 Lake Union. 713-468-3393 Mailing Address: PO Box 99392 South Pacific Regional Vice President Seattle, WA 98139 Captain Klaus Niem [email protected] COLUMBIA RIVER 707-255-6567 Gulf Coast Region MOBILE BAY Captain Vic Faulkner, President North Pacific Regional Vice President 360-798-9530 Position Vacant Captain Jerome “Rusty” Kilgore, President [email protected] Please contact Captain R.J. Klein 251-490-2741 nd nd Meetings are at 1200 on the 2 Friday of Immediate Past President Meetings at 1330 on the 2 Tuesday of each each month. Red Lion Inn at the Quay in Captain Cal Hunziker month. Felix’s Fish Camp Grill:1530 Battleship Vancouver, WA (I-5 and the Columbia River). [email protected] Pkwy, Spanish Ft., AL. Mailing Address: 121 Hazel Dell View 253-862-7493 Mailing Address: 6208 Peir Ave. Castle Rock, WA 98611 Council Chaplain Fairhope, AL 36532 Father Sinclair Oubre [email protected] NEW ORLEANS South Pacific Region 409-749-0171 Captain Ed Higgins, President 504-394-6866 LOS ANGELES / LONG BEACH [email protected] Captain David Boatner, President APPOINTMENTS & CHAIRS Meetings at 1200 on the 2nd Thursday of each 805-479-8461 IFSMA Representative [email protected] Captain Cal Hunziker month, except July and August. Port Ministry Center of the Global Maritime Ministries, Meetings at 1200 on the 2nd Tuesday of each Constitution and Bylaws 3635 Tchoupitoulas Street, New Orleans, LA. month, except August. Crowne Plaza Hotel, Committee Chair Beacon Room, 601 S Palos Verdes St., San Captain Pat Moloney Mailing Address: 8112 Ferrara Drive Harahan, LA 70123 Pedro, CA. Lalonde Award Committee Chair Mailing Address: 533 N. Marine Ave Captain Tim Brown HOUSTON Wilmington, CA 90744-5527 Membership Committee Chair Captain Michael J. Mc Cright, President Captain Liz Clark [email protected] SAN FRANCISCO BAY AREA Public Relations Committee Chair Meetings monthly, September - April. Check Captain Klaus Niem, President Captain Joe Hartnett website for dates. TAMUG Blue Room, 707-255-6567 Positions Committee Chair Galveston, TX. [email protected] st Ms. Lyn McClelland Mailing Address: Meetings at 11:30, 1 Tuesday of each month, Finance Oversight Committee 4620 Fairmont Pkwy, Suite 203 The Nantucket, 501 Port St., Crockett, CA. Captain Manny Aschemeyer Pasadena, TX 77504 Mailing Address: 4207 Chardonnay Ct. Napa, CA 94558-2562 from the

Shipboard Communications Brass to Satellites - Is it really better?

While putting to senior officers. This enabled everyone genie cannot go back in the bottle, but Captain R.J. Klein together the and anyone in the company to email the it was certainly easier when all outgoing CAMM National article about Master and ask (demand) information. messages had to be approved by the President CAMM’s Next, email was made available to all master and incoming messages from the #1751-R beginnings in members of the crew. With the remov- office were only sent by port captains. 1936, I was struck by how quickly these al of the radio officer, the control of Captains were able to organize. The communications on and off the ship CAMM moves fiscal year majority of their communications to set fell to the master. While most onboard On August 10, 2015, the CAMM up meetings and create The Council of communication systems give the Master Board of Governors (BOG) approved a American Master Mariners were accom- the ability to monitor all emails, they by-law change which redefines CAMM’s plished by U.S. mail. There may have certainly do not have the time to ensure fiscal year. A 2/3 majority (13 votes) was been some telephone connections but in that all communications are acceptable needed and the proposed change passed 1936 only one-third of households had or suitable. Think safety (information with 15 Ayes and 3 not voting. The fiscal telephones. A letter was sent to perspec- that could enable a terrorist event), ille- year will be moved from the calendar tive members in March with a request gal (contraband will be ready for pick up year to the following dates: October to return the enclosed card indicating in allegedly empty container #305271), 1 to September 30. This change was the dates the member would be able to or personal/professional liability (this made in an effort to enable our finance attend a meeting. The subsequent meet- ship is pumping bilges over the side or committee, working with the secretary/ ing, at which CAMM’s Constitution and the captain is drunk). treasurer and president, to better budget By-Laws were approved, was held in More recently, the ability to call up our finances. early April 1938. a ship’s position on any desktop com- Today we send a letter overnight, use puter has lead to micro-managing and AGM and deadlines email, telephone, cellphone, smartphone second-guessing the master. Some com- The Portland chapter and the National or sat-phone. Has the ability to commu- panies have instructed masters to slow are working together to make the 2016 nicate almost instantly made conducting their ship to save fuel when it is observed PDC-AGM a memorable event. See business easier or better? In particular that they are ahead of schedule. These pages 2 and 12 for more details. This is has it made the shipmaster’s job easi- non-mariner managers may not take an election year and the election com- er? From personal experience and from into account projected adverse weather mittee, which consists of one delegate talking with sailing Masters, the answer that the ship will encounter causing the from each chapter, is now being formed. is “no!” ship to fall behind schedule. All National officer positions will be on First came the sat-phone and captains Cell phone service has been improved the ballot. began getting calls in the middle of the and virtually all crew members have cell All members are reminded of the night from vessel managers who did not phones. There is a law against texting following deadlines: 1) Lalonde Award care or could not calculate what time and driving. There should also be a pen- nominations to the Lalonde Chair it was on the ship. Companies began alty for texting or talking while maneu- Captain Tim Brown by January 15, removing radio officers from ships about vering a ship in the port area and during 2016; 2) Proposed Amendments to the the same time email was made available docking or undocking operations. The Continued on page 7 >>>

The Council of American Master Mariners, Inc. October 2015 Sidelights 5 From the Desk of the National Secretary - Treasurer

Having recently completed my first anniversary as CAMM’s National Secretary/Treasurer, I am finally reaching a schedule (65% of 2015 dues were collect- dent for his review and advice from the point where ed in late 2014). Dues billing will contin- BOG. CAMM’s budget for FY 2015 was I at least have ue to follow the calendar year (Jan1 to reviewed and approved by the CAMM a single block Dec 31). You can readily appreciate how members at the AGM in NOLA, and purchase on the new FY dates will avoid that discrep- copies can be sent to CAMM members Captain the job. I have ancy in the future. upon an email or written request. Since Manny Aschemeyer appreciated we are transitioning to a new fiscal year CAMM National and benefit- Fiscal Report for FY 2014 on October 1st, the budget for FY 2015 Secretary-Treasurer ed from your As I reported briefly in the May-June will be skewed as a short year return and #1548-R patience, edition of Sidelights (and with a recap we will make adjustments as needed. encouragements, advice, and support as of my fiscal report made at the AGM The budget for FY 2016 is being pre- I continue to grow and improve in this in NOLA last March), FY 2014 was pared and will be submitted to the BOG job. So my thanks and gratitude goes out financially rewarding in the sense that for their review in accordance with our to you all. after all bills were paid, our deficit was Bylaws. A final and full report will be minimal. Dues were the bulk of our made available on the completion of this New FY schedule approved revenue, and raffle sales generated more unusual short return year for FY 2015. for CAMM funds. Additional income was realized The first important item to address from website ads and banners and we Membership Report is CAMM’s new Fiscal Year (FY) dates, also enjoyed significant revenue from When I assumed my role as Secretary/ beginning on October 1st of this year Sidelights advertisers. Treasurer of CAMM last year, our mem- (2015). CAMM’s FY for 2016 will begin On the expense side, the biggest item bership was just under 800 active mem- on October 1st, 2015 and end on Sept 30th, was the publishing, printing and mail- bers. As I delved into CAMM’s com- 2016. Subsequent fiscal years will follow ing of Sidelights. As reported on several puterized Membership Administration these dates. This change was made after previous occasions, we are striving to System (MAS), I found discrepancies, a careful review, discussion and approval make Sidelights self-sustaining through specifically in the area of deaths, resig- by CAMM’s Board of Governors (BOG) the acquisition of new advertisements, nations, and terminations. Additionally and with advice and consent from our and we have made great strides in 2015 there were numerous lost members CPAs at Honick & O’Toole Accounting to achieve that goal. who had moved and left no forwarding Firm. Therefore, CAMM’s final fiscal I have complete sets of the fiscal reports address or contact information. I worked report for FY 2015 (which began on for 2014 (which ended on December to update MAS to accurately reflect our January 1st, and ends on September 30th) 31st), along with graphic displays that membership numbers. At the time of the will be regarded as a “short year return” were distributed to those attending the AGM in NOLA this year, the CAMM for the IRS; and our budget for 2015 will AGM in NOLA. These records are avail- roster had dropped to just below 700 also be skewed accordingly as we make able to any CAMM member who wants active members. the transition to the new FY schedule. to see them; please submit an email or I set a modest goal at the AGM in This new FY schedule will greatly written request and they will be prompt- NOLA of bringing in 50 new members improve our ability to chart revenues ly sent. this year. In spite of good efforts by and expenses, to more accurately mon- CAMM members (who have brought itor and track our budget (given the Fiscal Report for FY 2015 in 30 new members over the past 18 way/time our dues come in), and how/ At this writing, I have submitted my months), we are substantially behind our when we pay for expenses. Our annual fiscal report for the first half of FY 2015 goal as we conclude this FY. I encourage dues collection overlapped in the old FY (January-June) to the national presi- and challenge all CAMM members to

6 Sidelights October 2015 The Council of American Master Mariners, Inc. reach out to those masters and mates in arrears with his/her CAMM dues for Oregon. So mark your calendars now, who are still sailing (or who are working three or more years is subject to termi- and save the dates: April 20-22, 2016. ashore in some capacity in the maritime nation. Unfortunately I was forced to More details will be forthcoming later industry) and to maritime profession- terminate several members over the past when keynote speakers and panelists als that you know (or have a relation- 12 months when they failed to respond are determined and social events are ship with) who may be working at port to numerous appeals. For those mem- organized for the members and their authorities, stevedore /terminal contrac- bers who have forgotten, overlooked, spouses/guests. Our National 2nd Vice tors, maritime related government agen- procrastinated, or simply lost their dues President, Captain Dan Jordan, and his cies (USCG, MARAD, NOAA, MSC and invoices please send your full payment colleagues from CAMM’s Columbia others), professional maritime organiza- when you receive your 2016 due notice. River Chapter, are working in concert tions (like PMA and PMSA), maritime On the plus side – through a gener- with the National to organize, manage labor unions for licensed officers – and ous offer put in place by our National and facilitate the annual gathering of the convince them to join CAMM. Some President, Captain RJ Klein – we have CAMM faithful. of you have sons and/or daughters who reinstated about a dozen members back The conference hotel has been select- have graduated from one of the mar- to full active status after several years in ed, and a contract is in place: we will itime academies who may be actively arrears on paying their dues and with a be staying and meeting at the Marriott sailing or working ashore in the mar- terminated status in MAS. That offer still Portland City Center (noted as one of itime industry or waterfront business stands: pay a $100 reinstatement fee and Portland’s “best boutique hotels”). The community, who qualify for Associate you’ll be placed back into full active sta- hotel is newly renovated with free wi-fi membership. Without new membership tus with your CAMM membership, no and is offered at a special rate of $165/ we could become like the Clipper Ships – matter how long you’ve been away from night. This is about half the going rate romantically remembered, but no longer us. So if anyone knows of a delinquent at comparable hotels in Portland but relevant. I implore you to be proactive or lost former member, reach out to we have only a limited block of rooms in sponsoring new members. So I’ll say him/her and get them back on board via reserved at those low rates, so make your it again: we need all CAMM members to CAMM’s generous reinstatement offer. hotel bookings early. bring in at least one new member! Hope to see you in Portland. Until The 2016 AGM/PDC in next time – smooth sailin’! Dues Status Portland, Oregon As of this writing, 50 members are In closing out my report, dates have delinquent in paying their 2015 and 2014 been established for next year’s AGM/ dues. This hurts our organization and PDC events in the Rose City - Portland, Captain Manfred “Manny” Aschemeyer makes the monitoring and controlling of our budget difficult. According to CAMM’s By-Laws, any member who is CAMM Swag for Sale

View >>>Continued from page 5 Constitution or By-Laws should be sub- mitted to the Constitution and By-Laws Chair Captain Patrick Moloney by January 22, 2016; and 3) Nominations of National Officers submitted to Secretary/ Treasurer Captain Manny Aschemeyer by February 1, 2016. Members are encourage to sub- mit their Lalonde Award nominations and any proposed amendments early. Nominations for National Officers should go through chapter delegates or via the nominating process as set forth $20 Includes a set of 4 coasters, pen and 4gb USB drive in the By-Laws, Article VI, Section 1 (b). Contact Captain Manny Aschemeyer to place your order. Price includes tax, shipping and handling. Captain R.J. Klein

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

1st VP Report: Mariners who served during World War Gulf VP Report Government & Public II. Captain Michael Mc Cright, #2753-S Relations I had the honor to chair the first Captain Joe Hartnett, #2193-R Baltimore / Washington, D.C. CAMM meeting aboard California Recently U.S. Maritime stakeholders Captain Joe Hartnett, #2193-R Maritime Academy’s Training Ship met in New York for the “Tradewinds Chapter President Golden Bear. We discussed the ideas, Jones Act Shipping Forum.” The keynote Congratulations to the Port of meaning and mentoring possibilities speaker was U.S. Maritime Administrator Baltimore which set a cargo record behind CAMM and student chapters at Paul “Chip” Jaenichen who strongly sup- during the 2015 fiscal year ending June California Maritime Academy and Texas ported the Jones Act stating “Pilgrims 30. The port moved more than 9.7 mil- Maritime Academy. did not land at Plymouth Rock, Betsy lion tons of general cargo and 808,000 All in all, was a good first meeting (this Ross did not sew or design the United 20-foot containers. century?) aboard the TS Golden Bear. States flag and the Jones Act is not During a recent ship visit I met an ITF True, we could have had a better turnout. responsible for the cost of gas and gro- inspector aboard a vessel in the Port of This is our first TSGB effort. The cadets ceries in Hawaii, the debt in Puerto Baltimore. After a brief conversation I from both academies are quite busy Rico or snowy roads in New Jersey.” learned that several of the crew members studying for their Third Officer Deck The Maritime Administrator further were owed months of back wages from and Engine exams, so study is first, other explained that the Jones Act exists pri- the Turkish owner. Ironically, the senior activities are voluntary and not meant marily to support national defense, not officers’ wages were up to date. Sad to see to interfere with the learning process, protect domestic trade. that these conditions still exist among rather to compliment the overall process. Members of Congress returned from seafarers worldwide. Fortunately, when I TMA Cadets Marwan Afify, Nix Baylor their summer break with a few key issues was sailing the crew typically only com- and Justin Cody attended the meeting pending which are pertinent to the mar- plained about the food or the movies. along with Ms. Tammy Lobaugh (TMA itime industry. Rep. Duncan Hunter In July, our chapter participated in the Executive Director for Operations and (R-CA-52) introduced a provision of Baltimore Maritime Exchange Annual Administration), Jack Doughtery, John the House Defense Authorization Bill Port Party and Shrimp Fest. This year Rodgers, and Captain Scott Hamilton. which would increase the funding of all was a pirate themed party with enter- Recent (2012) developments of the 60 ships within the Maritime Security tainment provided by Pirates for Sail. We USA Gulf of Mexico (GOM) production Program by $400,000 per vessel for fiscal recently attended the annual Propeller of crude oil by Petrobras America were year 2016, and funding of the Export- Club of Baltimore Crab Feast and will discussed. The BW Pioneer was the first Import Bank, which requires a portion look forward to sponsoring and partic- (of many?) floating production storage of the cargo funded to be transported ipating in the Propeller Club fall golf and offloading (FPSO) vessels approved aboard U.S. Flag vessels. outing. for use in the USA GOM. Petrobras, the It is encouraging to hear that House state National Oil Company of Brazil, is Speaker John Boehner (R-OH-8) has Port Everglades / Miami the sole operator of the oil fields though supported lifting the ban on U.S. crude Captain Paul Coan, #3021-R its U.S. subsidiary Petrobras Americas. oil exports and Senator Lisa Murkowski Chapter President The USCG and other government agen- (R-AK) has supported the bill in the The Miami/Port Everglades Chapter cies have worked closely with Petrobras Senate. Unfortunately, the White House took a summer break avoiding the trop- Americas in order to achieve the first stated that it is not in favor of the legis- ical heat. We resumed our regular meet- FPSO in the GOM. lation. ings in September at Galuppi’s at the True, the FPSO BW Pioneer is not I urge all CAMM members to con- Pompano Beach Country Club, 1103 required to have an American Flag at tact Congresswoman Susan Brooks N. Federal Highway, Pompano Beach, this time, based on existing regulations. (R-IND-5) and thank her for introduc- FL 33062. We meet at the outside bar at Another InterOil Company (IOC) part- ing legislation which would award the 1130, lunch at 1200. ner of Petrobras Americas reportedly Congressional Gold Medal to Merchant had done a risk analysis of their invest-

8 Sidelights October 2015 The Council of American Master Mariners, Inc. ments in the GOM, and based on their This was the first meeting following South Pacific VP Report risk assessments, they then sold their the summer pause. Chapter dues of $15 Captain Klaus “Nick” Niem, #2167-R remaining shares in their GOM various is now due. The luncheon was pre- Chapter President holdings to other IOC partners, includ- pared and served by the volunteers who Please refer to San Francisco report. ing Petrobras Americas. However the work with the Mission. There will be no two USA flagged Jones Act dedicated charge for the meal, but members are Los Angeles / Long Beach shuttle tankers, the Overseas Cascade urged to make a donation to the chapter Captain Dave Boatner, #2162-R and the Overseas Chinook, were pur- and the chapter will then make a dona- Chapter President pose built for the Petrobras Americas tion to the center. The Los Angeles / Long Beach Chapter long term chartered BW Pioneer FPSO We remembered Captains Conti and meets at noon the second Tuesday of (80,000 bpd production long term Grusich who passed away in July of this the month [except August] at Crowne goal). These are owned and operated year. Plaza Hotel’s Beacon Room in San Pedro. by Overseas Shipholding Group USA Chaplain Phil Vandercook brought us We usually have anywhere from six to (OSG) on long-term charter to Petrobras up to date regarding current port min- ten members in attendance. Like many Americas. istry work in NOLA. Our main speaker CAMM chapters, LA/LB struggles to Up to today (July 27, 2015), the for the meeting was Mr. James Baldwin increase numbers at local meetings. Our safe and efficient operation of the BW from the Coastal Cargo Group. He dis- members take an active interest in their Pioneer and its USA flagged owned and cussed port activities and plans for the profession and encourage all Masters liv- operated shuttle tankers is a compli- future, including Avondale Shipyard, fol- ing or visiting in the area to participate ment to the close working relationship lowed by a Q&A session. in our monthly meetings. between Petrobras Americas, the USCG, Please note that due to conflict with Bureau of Safety and Environmental another local event (cruise ship arriv- San Francisco Bay Area Enforcement (BSEE), and OSG. OSG’s al) at the hosting facility, the October Captain Klaus “Nick” Niem, #2167-R well-run Shuttle Tanker (ST) ships are NOLA CAMM monthly meeting has Chapter President manned top to bottom with all American been rescheduled to the 3rd Thursday of During the month of July I met merchant mariners, as required by the the month, October 15th. with Captain Tuuli Messer-Bookman, USCG. True, there are some exceptions a professor at the California Maritime to the citizenship specific requirements; Houston Academy, in regards to the establishment however that was not the focus of this Captain Michael Mc Cright, #2753-S of a cadet chapter at CMA. Captain meeting and discussion. Chapter President Messer-Bookman informed me that all While at a recent FPSO conference Please refer to Gulf VP report. deck cadets are involved in various activ- in Galveston, Texas, I asked what the ities related to their future professions proposed dry-dock schedule was for the Continued on next page >>> FPSO BW Pioneer. No one had really discussed that specific issue, or had an Captain Adrian De Boer celebrates 100th birthday answer. This will have to be dealt with on a regular (annual), 5-year and further long-range basis. It is my understanding per classification societies, and past Best Practices it is possible (and has been done) to perform in-water class survey and repairs (including hot work) on a FPSO while in full operating status, on a case by case basis. New Orleans CE Horace George, #3223-A Chapter Secretary The September meeting of CAMM Photo: Courtesy Bob Phillips was held at The Port Ministry Center of the Global Maritime Ministries, host- Lifetime member Captain Adrian De Boer (#1203-R) celebrated his 100th birthday on June 28, 2015 with a group of his New Orleans CAMM friends: Captain Andrew Stegan, Captain Bob ed by Chaplain Phil Vandercook, on Phillips, Mr. Juan Barona, Ch.Engr. Horace George, the Honoree—Captain Adrian De Boer, Margie September 3 , 2015. Guice (who hosted the party at her Slidell home) and Elroy Hartmen.

The Council of American Master Mariners, Inc. October 2015 Sidelights 9 InIn the the Council

Council >>>Continued from page 9 The Chapter resumed monthly meet- The Marine Mammal Rescue gra- PANAMAat about 70 CANAL hours cont’d per week.from pg. Captain 13 ings at the Nantucketmy groupRestaurant that came in rightciously after invited the Treaty the SFBA turn-over Chapter to getmem “up- thenMesser-Bookman having them simplythinks haul that the shipsome over Crockett alongside on the August wall to4th speed”, with andattitude become bers good and ship their handlers! significant We areothers all forever for a (ridingcadets wouldup probably be very on interested some of that if they super-duper adjustment hard at yellow 1130, followedin your bydebt a busiCapt.- guidedVan! All tour the of best…. their centeragain…thanks on October for high-densitycould do research plastic???). for CAMM That thison various would makeness more meeting sense at any noon. everything Lo and behold,you showed 6th ,and coinciding taught by with example! the chapter’s regu- daysubjects than concerning a few mooring the maritimelines tossed indus down- again,to line we handlers had a chapter on quorum. Captain lar meeting date. Any pictures taken at bitstry. Thisat ridiculously means that high the SFBA angles, Chapter like the of old Ehrling car carriers Carlsen in madethe Emaila motion from to Captaindonate Wilburthe rescue Vantine center 1/6/14 will be forwarded for currentCAMM lockswould during meet ata relay! the CMA cafete- $500 to the Marine MammalI greatly Center enjoyed in readingfuture yourprinting latest. in SidelightsIt is obvious. that it was riaAnyway, every other as you month. can Oursee Capt.chapter Van, seeks I have Sausalito. more than This a isfew money a horrible bequeathed mistake to not to design approach walls and locomo- “reservations”suggestions from about other how CAMM this whole chapters. new locksthe Sansystem Francisco is going Chapter. tives into the new canal locks design. What they are planning to play out (several of the Maersk captains I had some long is not going to work. It will be a disaster. conversations with also had very similar doubts as well). Now In the early nineties there was an event that turned out to we are seeing that the :money: is not going to be enough!? 1.6 be a wasteNew of time Members but could have been useful. There was a BILLION???Dear dollarsCAMM, in cost overruns! Hmmmmm… who is “TriNationalCongratulations! (US, Japan You and now Panama) have all Commission the benefits created of to kiddingLetters who here? I think this project will be VERY lucky if study ways to improveCAMM the membership!Panama Canal. it evenPlease gets share finished your comments,and is open perspectives by 2016, or and even opinions later. I amon At the time, Japan was by far the major user and they had a “hoping for the best” from this crowd; but if I were a ship lot3371-A of money Captain in the bank. James They“Kip” sentLouttit very of Ranchocompetent Palos experts to articles and subjects published in Sidelights by writing a “Letter Verdes, Calif. owner,to the Editor”.I would Email be keeping letters ato very [email protected] close weather-eye on the participate. IMarine had been Exchange “forced” of SoCal, into retirement USCG (Ret.) from the Canal wholeor mail scope to: Sidelights of things Editor, going 4675 on 144in thPanama PL SE, andBellevue, their WA,new a few years earlierSponsored and bywas Captain living Manny in Panama Aschemeyer at the time.#1548-R I was 21st-century98006. If there lock is aproject! particular issue of concern you would like getting3381-R interesting Captain experience Brian O’Hanlon working of Keller, for Petroterminales Texas as to Isee hope addressed you will or have if you a healthy have an and article peaceful for publication New Year, please Capt a part time berthingMaster, Ocean pilot Freedomfor very , largeCrowley tankers on the Alaska Sponsored by Captain Eduardo Sica #2801-R Van!email I to always [email protected]. enjoyed working with and of course learning A Oil Lift. I was available and was appointed to be the “Maritime LOT from you! I still remember vividly some long night tran- Expert”3382-R for theCaptain Commission Logan Phillips with ofthe East principal Islip, New duty York to calcu- — Sidelights Editorial Team Master, M/V Ocean Charger, Crowley sits and how you very patiently worked with me and many in late the canalSponsored capacity byunder Captain the Andrew various Triandafilou plans to be #2025-R proposed. 3383-RPExcept for Captain the Japanese George experts, Quick of someJarrettsville, of the Maryland engineer types INTERNATIONAL ORGANIZATION OF involved wereIOPMMP&P, not at all VPknowledgeable Pilot Membership about Group ship handling and they thoughtUpgrade ships from could Honorary be scheduled Membership five minutes apart MASTERS, MATES & in3384-A the canal Captain and at Kushroothe locks. Fitter They of Huntington did not understand Beach, Calif. the ILOTS basics. SuchMaritime things asConsultant mixing heavily loaded and ballasted P , ILA/AFL-CIO Sponsored by Captain Manny Aschemeyer #1548-R ships in the schedule and the many variables about the capa- 3385-A Captain Vijay Singh of Punjab, India ◊ Professional mariners bilities of theUnivan ships Shipand Management, weather conditions Ltd. were not consid- ◊ State-of-the-art training ered at all inSponsored their ranks. by Captain Manny Aschemeyer #1548-R Congratulations!The two main concepts Members under upgraded consideration to Lifetime were one Status which ◊ A dynamic voice for the merchant marine included digging a new canal at the level of the Caribbean Sea 317-L Captain Douglas R. Smith of Richmond Hill, NY with935-L locks onlyCaptain on theJoe ItsonPacific of Villaend andPark, second Calif. one similar to what2513-L they areCaptain doing now.Arthur The Jensen old canalof Ponte would Vedra, operate Florida normal- ly until the new sea level one was completed. When the switch- Welcome Back, Reinstated Members over occurred, the locomotives from the present canal could 935-R Captain Joe Itson of Villa Park, Calif. be transferred for use at the new Pacific Locks which would be1553-R designed Captainin a layout Petro similar Kurkimillis to the of present Fort Meyers, well-proved Florida one. 2031-R Captain Eddie Barr of St. Petersburg, Florida The capacity of the canal would only be limited by how many locks2201-R were constructedCaptain Joseph and Bridges their ofsize. New More Orleans, could La. be added as2348-R needed. TheCaptain present Paul canalM.Washburn could beof Jacksonville,converted to Florida generate

electricity2871-R andCaptain be a tourist Sherri Hickmanattraction. of NoPasadena, fresh waterTexas would be Proudly serving in peace required3045-R to operateCaptain theMax new Lee Kellylocks. of San Francisco, Calif. and war since 1880 The initial cost of the sea level canal would be great. However, onceTriple done, ourit would Membership never become Drive obsolete. It would Donald J. Marcus Steven E. Werse be cheapSponsor to operate. 3 approved new members and be eligible to International International Theearn Japanese a free year’s experts membership and I favored dues! the Ask sea your level Chapter plan. The President Secretary-Treasurer PanamaPresident participates for more were details. very muchMembership against applicationsit. The United Statesare delegation available onlinedecided at to www.mastermariner.org. support the Panama position. Please The 700 Maritime Boulevard, Suite B Linthicum Heights, MD 21090-1953 officialremember conclusion applicants and explanation, must include to makea copy it of appear their thatcur- the 410-850-8700 www.bridgedeck.org presentrent expansionU.S.C.G. License plan was for the timely overwhelming processing. better financial cont’d on page 17

1410 Sidelights FebruaryOctober 2015 2014 TThehe Council Council of of American American Master Master Mariners, Mariners, Inc. Inc. Maritime Training, IOMM&P union, Westwood Shipping Lines, Crowley, Matson, Puget Sound Pilots and many more. Chapter President Captain RJ Klein has organized and managed this event every year and is helped with vol- unteers from CAMM Seattle and YMTA. Over $50,000 has been raised in the first seven years, with much of that going to provide college scholarship money to students planning a maritime career, u bc leff S such as Alyssa Scott. oug

: D Our September 10th meeting had a hotos P great turnout of 18 to hear chapter mem- At the 8th Annual Bob Magee Charity Golf CAMM - YMTA sholarship recipient Alyssa Scott ber Captain Georg Pedersen talk about Tournament, Captain RJ Klein points the way with parents Jim & Denise Scott and Captain his recently published memoir, My 48 with misty Mt. Si in the background. RJ Klein. Years At Sea: From Deck Boy in Denmark Seattle / PNW YMTA scholarship winners. The winner to Captain in America. Georg described Captain Douglas Subcleff, #2329-R of the 2015 CAMM Seattle Chapter- how he arrived at the decision to write Chapter Secretary sponsored $5,000 scholarship is Alyssa the story of his remarkable maritime The Seattle PNW Chapter’s summer Scott. Alyssa, a graduate of the Ocean career that included working on 62 dif- field trip was held on July 9th aboard Research College Academy, plans to ferent ships visiting 173 ports in 73 Captain Mel Flavel’s vintage 60-foot long attend the University of Washington and countries. He then shared a few of those motor yacht, Capella. Mel and his wife will major in marine sciences. She gave memorable sea stories, keeping every- Ellen graciously hosted the group of 20 a brief presentation about her research one’s attention with riveting and often chapter members, spouses and friends project that included a detailed study of hilarious tales of his adventures on the with a mid-day tour of Lake Union and Snohomish River otter scat. Alyssa and high seas and ports of call. Georg also Lake Washington. Captain Don Moore her parents, Jim and Denise Scott, all brought extra copies of his book to sign and wife Jackie helped out by coordinat- expressed their appreciation to CAMM and sell. His book can be found on the ing box lunches for everyone. This spe- Seattle and YMTA for the educational amazon website. cial voyage also provided the opportu- financial support. Our next meeting will be our annual nity to honor the memory of Honorary On Thursday, September 3rd, the eighth Maritime Person of the Year banquet on Life Member, Richard Berg, who recent- annual charity golf tournament was host- Thursday, October 8th at McCormick ly passed. Captain Don Moore spoke ed by the CAMM Seattle Chapter to raise & Schmick’s Lake Union restaurant. in tribute of his distinguished career, money for the benefit of YMTA. This The 2015 honoree will be Captain John which included General Manager of year a total of 72 golfers participated in Cox, CEO of Black Ball Ferry Line and the Washington State Ferries. Chapter this Bob Magee Memorial event at Mt. Si long-time member of the CAMM Seattle President Captain RJ Klein concluded Golf Course. Many maritime profession- Chapter. ¶ the tribute with a striking of eight bells al organizations are sponsors, including on the yacht Capella’s bell. Captain TOTE Maritime, Foss, Compass Courses Mel, a retired Puget Sound Pilot, then displayed his excellent boat-handling skills with a safe return to the mooring slip on the west shore of Lake Union. Our August 18th Chapter meeting was held at the usual location of McCormick & Schmick’s Lake Union. A total of 18 were in attendance, including Dr. Gary Stauffer, former President of the Youth Maritime Training Association (YMTA). Gary, who has been assisting Puget Photo: Doug Subcleff Sound Maritime with the assimilation CAMM SPNW on the fantail of Captain Mel Flavel’s Capella in the Lake Washington Ship Canal of YMTA into their organization, was at Montlake Cut: Lisa Hunziker, Capt. Bill Bundren, Capt. Don Moore, Capt. RJ Klein, Capt. Cal our meeting to introduce one of the six Hunziker, Capt. Peter Chelemdos, Capt. Georg Pedersen, Nina Pedersen.

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

“Maintaining a Viable American Merchant Marine in the 21st Century”

TLAN OR D P Charting the Course for CAMM’s 2016 Annual General Meeting C A C M 6 D April 20-22, Portland, Oregon M P AGM &

Venue & Registration 2016 Lalonde Marriott Portland City Center, 520 SW Broadway, Portland OR, 97205. Registration will open later this fall. Accommodations Nominations now open! CAMM has blocked space at the Marriott Portland City Captain Tim Brown, Chairman of Center for $165/night, plus taxes and fees, April 17-26 when the Lalonde Committee, is now accept- booked no later than March 23, 2016. Follow the link from ing nominations for the 2016 Lalonde CAMM’s website to book your reservation. Award. Nominations should be mailed or emailed to Captain Tim Brown. The form 2016-2018 Slate of Officers and instructions for submitting same are available on CAMM’s The election committee, which consists of one delegate from website. Nominations must be postmarked or emailed no later each chapter, is now being formed. All National Officers posi- than January 15th, 2016. Now is the time to think about sub- tions will be on the ballot. Nominations for National Officers mitting your nomination for the award— before the holiday should go through chapter delegates or via the nominating seasons overtakes you and the deadline passes! process as set forth in the By-Laws, Article VI, Section 1 (b). Nominations are open to any member in good standing, The nominations committee must submit a slate of vetted can- with all the following attributes: humanitarianism, profession- didates to Secretary/Treasurer Captain Manny Aschemeyer by alism, seamanship, life-time achievements and noteworthy February 1, 2016. accomplishments, along with contributions to the maritime industry and the ‘Spirit of the Seas’ in their everyday lives. Constitution and By-Laws Amendments An eligible nominee may be a member in any category of Proposed Amendments are to be submitted to the the CAMM National Membership. For an application and Constitution and By-Laws Chair Captain Patrick Moloney information concerning mail and email addresses, guidelines ([email protected]) by January 22, 2016. and rules, go to the CAMM website or contact your chapter president or regional vice president. ¶ Sponsorships Available for 2016 CAMM AGM in Portland, Oregon Commodore Level - $2000 Recognition of Sponsors Closing Dinner Table- $750 • 6-ft space for promotional Logos and recognition will be displayed • 4 tickets to closing dinner with table and display at all event promotions to best show logo namecard on centerpiece • 4 tickets to closing dinner the sponsor’s participation. Logo/rec- $500 with dinner name card ognition will be displayed in Sidelights, PDC Evening Social - • Priority logo placements on the CAMM website, event programs, • Logo/Banner display at event any advertising brochures/flyers and at • 2 tickets to event Captain Level - $1000 the sponsored events. Hospitality Suite- $500/night • 6-ft space for promotional Please see website for further details. table and display • Logo/Banner displayed in suite • 2 tickets to closing dinner Welcome Kit Items • Logo Recognitions Any company or individual wishing to • All 3 nights for $1000 Staff Captain Level -$500 donate an item for the welcome kit will Meeting Breaks- $200/break • Logo recognition be given recognition during the event. • Namecard & logo at sponsored set-up Contributor Level - $100 • Name recognition • Name recognition www.mastermariner.org/2016pdc-agm

12 Sidelights October 2015 The Council of American Master Mariners, Inc. CAMM booth at

By Captain Manny Aschemeyer, #1548-R ernment agencies (MARAD, DoD, DHS, by to learn about CAMM as an organiza- As reported in the last edition of FBI, CBP and ICE), academia, Marine tion and our objectives and goals. Sidelights, CAMM participated as an Exchange of SoCal, and the military The next Maritime Security event will exhibitor and sponsoring organization (USCG and USN) were represented at be held in Norfolk, Virginia, in March of at the Maritime Security 2015 East held this conference. The keynote speeches, 2016 and CAMM has been asked to con- in Jacksonville, Florida, last March. principal presentations, active on water tinue its role as a sponsoring organiza- CAMM’s presence was profitable as demonstrations, tours and briefings tion. The offer includes favorable booth it resulted in new advertisements for offered by the Port of San Diego. The space and two free passes plus discounts Sidelights and a general interest in and panelists’ discussions were all timely, for CAMM members wishing to attend. recognition for CAMM. pertinent and interesting. We will be able to continue introducing With that successful experience CAMM’s booth was manned by the CAMM and its mission to this segment CAMM agreed to participate and pro- National Secretary/Treasurer, Captain of the maritime industry. ¶ mote the Maritime Security 2015 West Manny Aschemeyer (#1548-R) and in San Diego in August. In return for Captain George N. our role as a sponsoring organization, Zeluff, Jr. (#2530- CAMM was given favorable booth space R), with Captain in the exhibit area and a substantial dis- Kevin McHugh count was offered to CAMM members (#2586-R) also who wanted to attend. in attendance. The event was held at the Paradise CAMM’s display Point Resort overlooking Mission Bay stand was a pop- in San Diego. CAMM enjoyed excellent ular place – we exposure with over 200 attendees and passed out cop- more than 40 exhibitors. Representatives ies of Sidelights, came from around the United States and media kits, mem- overseas, including Turkey, Dubai, and bership applica- Photo: Courtesy Manny Aschemeyer the U.K. Senior port officials, maritime tions, and several CAMM booth space at Maritime Security 2015 West in San Diego. industry executives, law enforcement giveaway items to National Secretary/Treasurer, Captain Manny Aschemeyer (#1548-R), and leaders (sheriff, port police, CHP), gov- those who stopped Captain George N. Zeluff, Jr. (#2530-R).

CAMM Seattle golfer drives a Hole in One for $5,000!

By Captain Doug Subcleff, #2329-R Charles Lund, the official Hole #8 witness, For golfer Jackie Moore, an experience of a watched as Jackie Moore pulled out her driv- lifetime— a Hole in One! For the Bob Magee er and hit her ball. The other members of Memorial Charity Golf Tournament, this her 4-some team: husband Captain Donald was history in the making at the scenic Mt. Moore, and Kaare & Barbara Ogaard, stared Si Golf Course in Snoqualmie, Washington. in disbelief as Jackie’s ball flew, then bounced Not only was this the first Hole in One in and rolled right into the cup. eight years of this tournament, it was made It is very fitting that Jackie Moore was that on Hole #8, the official, promotional Grand lucky, nay skilled, golfer to hit the Hole in Prize $5,000 Hole in One hole, sponsored by One. Not only has she been a regular par- tournament Gold Sponsor, TOTE Maritime. ticipant in this charity event, she has also Before Jackie stepped up to the tee, for her been a tireless volunteer for many CAMM first swing of the day, 455 golfers had tried Seattle PNW Chapter functions. Her hus- to win the grand prize since 2008– with one band, Captain Donald Moore, was recent- good swing Jackie showed how it was done. ly re-elected as Seattle Chapter Treasurer A trio of volunteers from the Youth and previously served as CAMM National Maritime Training Association and Captain Secretary/Treasurer. ¶ Photo: Chuck Lund

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

Can a Sailor be a Saint?

This may sound to some the most oxymoronic phrase of the week. So many folks, because of their prejudices or understanding of whom a seafarer is, would imme- “While they were loading (the Robin addition of three new infants, who were d i a t e l y Grey), the battleship Missouri was off- born on the voyage. respond in shore and blasting away at the mountain Captain LaRue remained the master of the negative. which the Chinese troops were descend- Meredith Victory until she was decom- by Father A major ing from into the city. There were so missioned in 1952. Always being a reli- Sinclair Oubre motivation many Chinese troops that they looked gious man, (editor: Gilbert records that CAMM Chaplain for 19th cen- like a continuous line of ants circling the Captain LaRue went to Mass in California #3220-A tury Christian mountain as they descended.” the morning he began his fateful voyage.) seafarer missions was to save mariners Like the Robin Grey, the Meredith he joined the Benedictine abbey of St. from their sinful lives. The goal of the Victory was one of the final ships in the Paul in Newton, New Jersey in 1954, and port chaplain seemed to be to morally evacuation. However, at this point, there lived the rest of his life as a Benedictine clean up seafarers just enough so that were still more than 14,000 refugees brother until his death in 2001. they would not automatically go to hell. on the beach, with the Chinese forces Continued on next page >>> However, I do believe that we have a pushing at the city lim- U.S. merchant mariner, who truly can be its. Captain LaRue gave held up as a man of great faith, a servant the order to discharge of God, and even possibly, a saint. the military cargo that Some of you may have known, or even he had loaded, and by sailed with Captain Leonard LaRue. In using the ship’s booms 2000, Bill Gilbert chronicled Captain and makeshift elevators, LaRue’s life in the book, Ship of Miracles. he loaded the remain- In 2011, RJ McHatton produced a ing refugees, more than one-hour documentary about Captain 14,000. LaRue, and the Meredith Victory On December 23, (www.shipofmiracles.com) 1950, the Meredith In a nutshell, Captain LaRue was Victory sailed from the master of the Moore-McCormack Hungnam for Pusan. Lines S/S Meredith Victory. He The ship arrived off received orders from the Military Sea Pusan on Christmas Transportation Service to sail for the Day, and then was besieged port of Hungnam in northeast directed to Koje Island, Korea. There, retreating U.S. military where the refugees were forces, their equipment, and 100,000 discharged. Korean refugees hoped for rescue as Over the three- Chinese forces closed in. day voyage, in spite EK Bryan, who was my bosun on of not having food or R. J. McHatton’s Ship of the S/S Cape Chalmers (formerly the water, and facing the Miracles website quotes Captain Leonard LaRue on his Adabelle Lykes), was a young seafarer Korean winter, all those experience of the rescue, on the S/S Robin Grey at Hungnam. He embarked at Hungnam along with a photo. described the situation to me this way: debarked, with the www.shipofmiracles.com

14 Sidelights October 2015 The Council of American Master Mariners, Inc. Captain Richard J. Conti #663-L Captain Conti passed away peacefully at home on as Pilot for the Inland Waters of Alaska. He was commissioned July 15, 2015. He was 89 years of age. He was living an Ensign in the U.S. Naval Reserve and obtained his Unlimited with his daughter in Kenner, La, at the time of his Mates License. Immediately after the war, Paul served as an death. Captain Conti had been a faithful member officer on a variety of commercial vessels that sailed up and of CAMM for nearly 60 years. Captain Conti was down the West Coast as well as a marine cargo surveyor. granted Lifetime member status last April and he In 1948 he studied at the University of California, Berkeley, proudly displayed his new CAMM “Life Member” and received his law degree from the University of California, certificate on the wall for all to see. Hastings School of Law. Paul parlayed his naval experience Richard served in the United States Navy, and was a World and love of the sea into a career as a maritime lawyer in Seattle, War II combat veteran. After his service in the Navy, he where he practiced for over 50 years. He worked at a num- enlisted in the merchant marines where he was a Master mar- ber of law firms and became a founding partner of Madden, iner. He sailed with Lykes Brothers Steamship Company and Poliak, MacDougall and Williamson. retired after 44 years of service. Richard was an avid horseman He will be deeply missed by his family, friends and all who and enjoyed the sport of Thoroughbred racing. His travels were lucky enough to spend any time with him. He is survived throughout the world resulted in a man of vast and uncom- by his beloved wife of 59 years, Joan Poliak, his three children, mon knowledge. His gentleness and love for his family will be two grandchildren and numerous nieces and nephews. greatly missed. Memorial contributions made be made to the Puget Sound In lieu of flowers, donations may be made to the Wounded Maritime Historical Society, PO Box 81142, Seattle, WA 98108. Warrior Project, www.woundedwarriorproject.org. Captain Wilfred “Bill” Grusich. Jr. #2588-RP Captain Paul Martin Poliak #2160-A Captain Bill Grusich, Jr. passed away on Tuesday, July 7, 2015 Captain Poliak passed away peacefully at the age of in Covington, La. He was seated as the youngest pilot of the 95 on September 11, 2015 after a short illness. He Crescent River Port Pilots Association on September 20, 1957 was an active member of the Seattle Chapter and until his retirement in August of 1996. He was a co-founder of well know in the Puget Sound maritime commu- the Maritime Navigation and Safety Association, a member of nity. He was a charter season ticket holder for both the Petroleum Club, The Plimsol Club, the Propeller Club and the Seattle Mariners and Seahawks, raising the flag the Port Safety Council. Bill became a member of the Southern for the Seahawks as the 12th man on 12-12-12 and Yacht Club in 1947, where he reigned as King Neptune at the attending the Super Bowl this year in Phoenix. 2014 Bards of the Bilges Ball. He had been affiliated with the Paul was born in Monaca, Penn., one of seven children and CAMM’s NOLA Chapter for many years. the son of Slovakian immigrants. He graduated from the U.S. Bill is survived by his wife Carol of 33 years, seven children Merchant Marine Academy at Kings Point in 1944. During and 13 grandchildren. In leui of flowers, donations may be World War II, he served on ships that patrolled the waters made in his name to Jesuit High School, www.jesuitnola.org, between Washington and Alaska and earned an endorsement or a charity of your choice. ¶

Oubre >>>Continued from page 14 Koreans, would have his own monastery Apostleship of the Sea - Just before his death, St. Paul Abbey saved by Koreans fifty years later. was in severe decline because of an aging There are some initial discussions tak- United States of America community, and a lack of new vocations. ing place about putting forward Captain In 2000, Archabbot Jeremias Schroeder LaRue’s cause. However, for this effort to The professional association of Catholic Mariners and the official from Germany asked Father Kim, the progress, interviews and the collecting of Organization for Catholic Cruise administrator of Waegwan Abbey in stories from people who knew Captain Ship Priests and Maritime Ministers South Korea, if he would be willing to LaRue, and actively praying for his cause help save St. Paul’s. On October 12, 2001, will be essential. I extend an invitation to Please contact us if two days after Father Kim accepted the my fellow CAMM members who sailed you are interested in mission, Brother Marinus Leonard P. with Captain LaRue, or have knowledge becoming an LaRue died at St. Paul’s, at the age of 87. of him, to drop me a note. AOS-USA member! (www.moore-mccormack.com/Cargo- In the mean time, we can pray for his 1500 Jefferson Drive Liners/Meredith-Victory-1.htm) cause, with the hope, that when we die, Port Arthur, TX 77642 Today, St. Paul Abbey has been rejuve- and stand before the gates of heaven, [email protected] nated with Korean Benedictine monks. Captain LaRue will already be in heav- Voice: 409.985.4545 One cannot help but see God’s grace en, and putting in a good word for us www.aos-usa.org at work, the man who saved so many sailors. ¶

The Council of American Master Mariners, Inc. October 2015 Sidelights 15 In the Industry

Schoolship Training

There has long been a debate over the merits of dedicated schoolship training against a cadetship onboard commercial vessels. Captain Sam Pecota looks at the strengths and weaknesses of both sides by Captain There is an competency assessments from experi- Advantages of commercial Samuel R. Pecota, ongoing enced instructors or carefully selected training #3204-R debate in the adjuncts hired on a temporary basis for Before I joined the Cal Maritime fac- This article first m a r i t i m e the duration of the training cruise. On ulty in 2001, I believed that my own sea appeared in Seaways, education Cal Maritime’s Golden Bear, instruc- training as a Kings Point midshipman October 2014 and train- tors administer a very detailed, com- in the late 1970s was unquestionably ing community over the effectiveness prehensive training program that has far superior to what was offered aboard of undergraduate cadet training aboard been painstakingly developed over many the schoolships of the state academies. dedicated schoolships. Advocates of such years by senior members of the Cal How could their 180 days on a single a training regime argue that the intensive Maritime Marine Transportation (MT) schoolship compare with my 300+ actual and highly structured instruction deliv- and Marine Engineering Technology sea days on four different large commer- ered aboard these vessels is superior (MET) departments. For the deck cial vessels? There were only two KP to the haphazard and uneven learning cadets there are two rotations through cadets assigned to each commercial ship environment that cadets can experience the five training modules of watch- when placed aboard actual commercial standing, daywork, practical train- Completing my whole allotment vessels. Those on the other side of the ing, professional training and simu- argument point out that the very limit- lation training. (The Golden Bear of sea days aboard four separate ed amount of bridge and engine room is the only schoolship in the world vessels with vastly different watchstanding opportunities available to have a Transas full-mission sim- to cadets aboard training ships (some ulator installed aboard the vessel in equipment and operating methods carrying 600-700 students at any one addition to ten part-task radar and was invaluable to my maritime time) is patently inadequate. As some- ECDIS simulators and a Kongsberg one who was a product of a solely com- Diesel Simulator for the engineer- education. mercial cadet shipping program (Kings ing students.) The two 60-day long Point) and who has, over the last 13 training cruises that every MT and MET verses the hundreds of state academy years, served as instructor, watch officer cadet must pass successfully are an inte- cadets packed aboard each schoolship. and Master of the California Maritime gral part of their four-year maritime It seemed obvious to me that with so Academy’s Training Ship Golden Bear, education. Many STCW assessments many students on each ship, the oppor- I feel (immodestly perhaps) that I am are completed during these cruises. All tunities to learn by doing or even by uniquely qualified to weigh in on the cadets are kept busy every day at sea observing must have been very limited. schoolship debate. learning, performing and demonstrating But I had no idea then that the school- competence in almost all the tasks that ship training system was actually much Advantages of schoolships their seagoing profession demands. The more efficient than my sea training due In general, cadets shipped on school- schoolship experience at Cal Maritime to the highly structured nature of the ships, whether those vessels are pur- is about much more than merely the training aboard the state academy ves- pose built as in Japan and Korea or collection of seatime required to receive sels. I needed those extra days at sea to converted from another vessel type a marine license. hone the required navigational and deck as in the USA, receive training and skills because I was essentially in charge

16 Sidelights October 2015 The Council of American Master Mariners, Inc. of my own learning. I had great mentors Because there are so few chances to of training cadets aboard commercial in the many fine officers I served under assess competency in some areas (such ships. A written sea project for the cadet on those four ships, but they were not as watchstanding), some will not have to complete and turn in for a grade at professional instructors. Nevertheless, I their deficiencies exposed until it is too the end of Sea Year is certainly a helpful feel that completing my whole allot- late to remedy. Others choose not to form of guidance, but it cannot replace ment of sea days aboard four separate engage in their training and spend the real-time instruction from a MET pro- vessels with vastly different equipment entire cruise figuring out how to avoid fessional. Even the U.S. Coast Guard has and operating methods was invaluable to work. (On commercial ships with a crew tacitly recognized this fact; the National my maritime education. If nothing else, of around 20 and only two cadets, hiding Maritime Center grants a day and a the nearly one thousand hours spent is much more difficult!) Still others have half seatime credit for each day a cadet watchstanding on those four bridges as a the idea that their short time allowed spends aboard a schoolship during sea midshipman must have had an impact. It ashore on liberty should be spent engag- training. Time spent aboard a commer- would have been almost impossible not ing in one frenzied bacchanal. At best, cial ship is only counted on a day for day to learn something useful during that they return to the ship so inebriated that basis. During my own sea training days amount of time. they cannot report for duty in the morn- over 35 years ago, I know that I learned ing and forfeit liberty for the remainder much on some ships, less on others. My Disadvantages of of cruise; at worst, they get into trouble training opportunities were not consis- schoolships with the law and the captain has to bail tent primarily because the officers and The biggest weakness of schoolships them out of jail and send them home. crew aboard the vessels had different has already been identified – the sheer (Yes, it happens.) ideas about how or even if they should number of students crammed aboard interact with the cadets. This problem is each vessel. Even with the best, most Disadvantages of commercial just as prevalent today. sophisticated training program, it is pos- training I still get reports back from some of sible, even probable, that there will be The lack of structure and inconsis- my students to the effect that ‘…if being some students who will fall through the tent training opportunities from ship to a ship’s officer consists only of cleaning cracks. ship are the two most problematic areas Continued on next page >>> Affordable Luxury When You’re Anchored in Boston.

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11 North Square Boston, MA 0 2113 617-227-3979 www.marinershouse.org

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

Schoolships >>>Continued from page 17 the end of our cruise to South America. piloting the vessel inbound from the toilets, chipping rust, and greasing wire We were heading north off the Mexican San Francisco Sea Buoy 45 miles up the rope, then I am more than ready’. That coast some 90 miles offshore. I asked the Bay to Cal Maritime. In that instance sort of training disaster is not to be cadet on watch with me to fix our posi- the pilot gave the student some advice found aboard the properly run school- tion without GPS (in fact the captain had as we approached the San Rafael Bridge ship. switched it off a few days earlier) using but only took over when we were a mile We need both. So which form of cadet radar alone as we approached the coast. from the dock. It was another amaz- training is the best? Overall, both seem The cadet had been a student in my ing performance from a cadet with no to produce reasonably competent indi- radar course the previous year. Without shiphandling experience. I have to con- viduals to man our merchant fleets. my prompting, he used the radar range clude that as an training institution, we No system is perfect however; rogues formula and chart inspection to identify must be doing something right! and scoundrels continue to slip through several volcanic mountains 70-80 miles and cause problems for the industry. But away. I had taught him to do that as part Commercial Ship Success is that the fault of the training system of the radar navigation section of my Stories in question? I think not. Each training class and he had remembered. First hand accounts of outstanding Cal regime has its strengths and weakness- His calculated position was within 0.3 Maritime cadets on commercial ships are es as described above. The weaknesses mi of our actual position. (I had another not available, of course, since there are can and should be mitigated whenever GPS receiver hidden in the chartroom.) no instructors aboard. However, during possible. For example, as the number of It was a great moment for me as an my tenure as Marine Transportation cadets shipped aboard the Golden Bear instructor. Department Chair, I received many continued to rise through the 1990s On a later cruise, the ship was transit- glowing reports from commercial ship and into this century, Cal Maritime first ing up the Sacramento River and Deep captains and chief mates praising the added another cruise period during each Water Ship Channel for an overnight knowledge, attitude and abilities of our summer, thus doubling the capacity of stay at the Port of Sacramento. The pilot cadets. To be sure, there was the occa- cadets we could accommo- sional negative comment date. When the number of as well, but they were rare. students continued to rise, I still remember a par- the training program was ticularly proud moment vastly modified, adding two from my cadet days. more modules and a $3 mil- While approaching Cape lion training bridge with full Flattery from sea, I nailed mission simulator. For com- a meridian altitude (0.1 mercial ship training pro- mile error) and the third grams, those types of fixes mate rewarded me by are not possible. letting me pilot the 600’ Indeed, with the continued breakbulker right up to decline of the U.S. deep-wa- the Port Angeles pilot sta- ter commercial fleet, any tion while he stood on sort of improvement in cadet the bridgewing and chat- training on U.S. commer- ted with some passengers. cial vessels looks doubtful. (Completely eclipsed by Perhaps the answer will be Cal Maritime’s Training Ship Golden Bear. the Cal Maritime cadets’ a compromise program involving equal (a former Cal Maritime cadet himself) piloting described above, much to my amounts of training for every cadet on allowed the cadet on watch to pilot the chagrin!) I imagine that many similar both schoolships and commercial ships. vessel entirely by himself for four hours performances are still happening out Then the debate will end. Both sea train- with never a word of advice. It was as there today, mostly unheralded. ¶ ing systems will continue to be used for fine an example of shiphandling as I had every cadet well into the future because seen by such an inexperienced mariner Captain Sam Pecota has been on faculty there will be no other choice. up to that point. That cadet too was a at Cal Maritime since 2001. He currently former student of mine. I thought per- serves as the Interim Academic Dean, Schoolship Success Stories haps it was somewhat of a fluke until Director of Simulation, and Relief Master In August 2003, I was serving as watch this year’s cruise when another student of the Training Ship Golden Bear. officer aboard the Golden Bear nearing accomplished a similar feat, this time

18 Sidelights October 2015 The Council of American Master Mariners, Inc. Check Lists: Just Who is Checking?

The Confidential Hazardous Incident Reporting Programme (CHIRP) has received three reports of hazardous fault first occurred after the liquid in the a ‘tick box’ approach to safety checks Maritime Executive occurrences magnetic compass was replaced. The carries a high risk to the safety of all on September 2, 2014 each of these alarm sounded at all times and was rou- board the ship. It is suggested that a for- Reprinted with would have tinely canceled by each OOW; nobody mal system of recorded follow up to any permission been avoided read the instruction manual to find out identified issues from pre sailing checks if the bridge team had completed their how to correct the fault. The incoming is put in place. In addition, a comprehen- own onboard checklists in a vigilant master read the manual and soon iden- sive cross check of all bridge equipment manner and not adopted a ‘tick box’ tified the fault; the sensor light had been should be carried out on a regular basis, mentality to their own inspection rou- fitted 180 degrees out of line. by another officer to those carrying out tines. pre sailing checks, to provide for a level 1. The ship’s bell had been missing for CHIRP Comment of backup to avoid complacency. several months but it was only noticed The danger of not identifying the One avenue for reporting or near when the ship was preparing for a tanker cause of equipment malfunctions and misses that is open to all seafarers, vetting inspection. Without the ship’s therefore unwilling to fix the problem, wherever there are in the world, is bell the vessel is unable to comply with or not making good damaged or missing the Confidential Hazardous Incident International Regulations for Preventing navigation equipment, cannot be under- Reporting Programme (CHIRP). The Collision at Sea 1972 (COLREGS) Rule organization’s role is to investigate haz- 33 Sound Signals in Restricted visibility. ardous occurrences, seek out root causes, The hand over between second offi- identify lessons learned and to consider cers did not include a comprehensive how best this information can be used to check of all equipment required by the prevent re-occurrence elsewhere in the COLREGs, similarly pre sailing checks maritime industry. CHIRP does not seek and internal bridge audits failed to iden- to apportion blame to any company or tify the missing equipment. The bell was individual(s). The term ‘whistle-blow- later found, but only after a crewmember ing’ is not one used in CHIRP as that is admitted to hiding the bell, with the often used to cast blame on an organiza- intention of removing it from the ship. tion or an individual. 2. An incoming Captain’s inspection A report can be generated either found the navigation shape for a ‘vessel online (through a secure website), as a Photo: U.S. Navy Mass Communication Specialist 3rd Jonathan Snyder not under command’ was incorrectly A U.S. Navy Seaman lowers day shapes: Ball, written report (via post/Freepost), or made. The two black balls had a verti- Diamond, Ball signaling the end of restricted by telephone to the Charitable Trust’s cal distance apart of 0.40m and not at maneuvering. office in Farnborough, England. Reports least 1.5m as required by the COLREGS stated. Pre-sailing checks of the bridge come from professional and amateur Annex 1.6. equipment and the internal bridge safety participants in the maritime sector and 3. The off course alarm used when audits are put in place for very valid upon receipt, all reports are validated by steering with the automatic pilot had reasons. Captain John Rose, director (maritime). been switched off for nine months. The Seafarers should be aware; adopting ¶

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

Not Your Typical Bloom: Monitoring a Unique Event

On June 1st, 2015 the California Department of Public Health (CDPH) issued a health advisory warning customers in Monterey and Santa Cruz Counties death in humans. entation, erratic behavior, and death (for by Aric Bickel not to eat Pseudo-nitzschia blooms are not more information visit marinemammal- Program Manager recreation- uncommon, but the extent and per- center.org). Central and Northern al harvest- sistence of this event makes it unique. How are researchers and state regu- California Ocean ed mussels This is the first time the toxin has been lators tracking these blooms and their Observing System and clams or detected nearly simultaneously from toxins? Through the support of many (CeNCOOS) commercial Santa Barbara to Alaska. These blooms organizations, including the California or recreational caught anchovies and will often dissipate within a month or ocean observing systems (CeNCOOS sardines due to high toxin levels. CDPH two, but this event began in late April and SCCOOS), a coordinated alert has since extended this warning to Santa and early May 2015 and is ongoing at network has been established (called Barbara, Humboldt, and Del Norte the time of this article (September 2015). CalHABMAP) to augment the testing Counties and expanded it to include While bloom researchers cannot yet say and monitoring done by CDPH. Weekly all commercial and recreational caught conclusively what has caused the unusu- phytoplankton sampling, toxin analy- crabs (in Central California) and scallop al characteristics of this event, it does sis, and increased monitoring during viscera (in Northern California). These seem to be associated with the warm- bloom events help to give regulators the warnings have led to the early closing er waters (the “blob”) and decreased information they need to protect sea- of economically important fisheries and upwelling (the flux of deep have caused the death or stranding of water to the surface along the many marine birds and mammals. These coast) we have recorded since effects highlight the value of toxin moni- mid-2014. toring and prediction in the region. The bloom has caused the While this event is unique, the condi- early closures of Dungeness tions contributing to these closures are crab and Razor clam fisheries common and occur naturally. The toxin along the west coast, and has responsible for the health advisories, put shellfish farmers on alert. domoic acid, is secreted by marine algae However, most fisherman have in the genus Pseudo-nitzschia. When been able to successfully tran- Pseudo-nitzschia reach high popula- sition to other species for the tion densities (often termed a “bloom”), remainder of the season, and domoic acid begins to accumulate in the shellfish sold by certified har- tissues of plankton eating animals (shell- vesters and dealers are subject fish, anchovies, sardines, etc.). Humans, to frequent mandatory test- sea lions, seals, and other organisms ing to monitor for toxins. The that eat plankton-feeding animals can largest impacts from the event further accumulate the toxin in their have been to marine mam- own organs. Although no fatalities have mals. When these animals are occurred in California, domoic acid poi- exposed to the toxin, which soning, also known as Amnesic Shellfish many sea lions, seals, and some A modeled Pseduo-nitzschia probability forecast in the Poisoning (ASP), can cause illness or whales have, it can cause disori- CeNCOOS Data Portal..

20 Sidelights October 2015 The Council of American Master Mariners, Inc. President Obama Announces New Investments to Enhance Safety and Security in the Changing Arctic

Accelerating the acquisition of new Coast 2020. In response, National Oceanic and Guard icebreakers Atmospheric Administration (NOAA) After World develop and maintain capacity for year- and the USCG will take action to pro- War II, the round access to greater expanses within mote safe marine operations and trans- United States polar regions. portation in the Arctic through map- Coast Guard The Administration will propose to ping and charting efforts in the Bering, had seven accelerate acquisition of a replacement Chukchi, and Beaufort Seas, regions with White House icebreakers in heavy icebreaker to 2020 from 2022, newly open waters for which existing Fact Sheet its fleet – four begin planning for construction of addi- maps and charts are nonexistent or out- September 1, 2015 under the U.S. tional icebreakers, and call on Congress dated. This will include a joint NOAA/ Navy and three under the U.S. Coast to work with the Administration to pro- USCG survey of a transit route through Guard. Today, the United States tech- vide sufficient resources to fund these the Aleutians and Bering Strait, as well as nically has three icebreakers in its fleet critical investments. These heavy ice- a joint effort among NOAA, USGS, and – all under the command of the USCG. breakers will ensure that the U.S. can the State of Alaska to use satellite data However, when age and reliability are meet our national interests, protect for shoreline and near-shoreline coastal taken into account, the fleet is down to and manage our natural resources, and mapping, critical to observing climate the equivalent of two fully functional strengthen our international, state, local, change in action. icebreakers and only one heavy-duty and tribal relationships. Additionally, north of Dutch Harbor, icebreaker. Russia, on the other hand, located on the Aleutian Chain, there are has forty icebreakers and another eleven Enabling safe marine no deep-water harbors in the U.S. Arctic planned or under construction. operations and capable of providing shelter to vessels The growth of human activity in the transportation in the Arctic operating in, or transiting through, the Arctic region will require highly engaged One consequence of the warming U.S. Arctic region. In February 2015, stewardship to maintain the open seas Arctic is the opening of Arctic Ocean the U.S. Army Corps of Engineers began necessary for global commerce and sci- transportation and the dramatic increase a process to evaluate the feasibility of entific research, allow for search and expected in oceangoing sea traffic. Even deepening and extend Nome’s harbor rescue activities, and provide for region- today, cruise ships are venturing far- capabilities. Such a project could poten- al peace and stability. Accordingly, meet- ther north, with routine Arctic marine tially enhance the region’s ability to shel- ing these challenges requires the U.S. to transit anticipated by approximately ter ships from the Arctic weather and serve as a safe standby location for ves- IOOS >>>Continued from page 20 is showing promise. Researchers expect sels involved in operations farther north. food consumers and muster resources that within the next two years regula- In the near future, NOAA will modern- to respond to marine mammal strand- tors will be able to use the model to get ize and install additional instrumentation ings. Additionally, with NASA funding, a head start on responding to bloom on the Arctic coast to monitor effects of UCSC researchers and CeNCOOS have events, particularly for offshore and climate change and enable safe marine been working to implement a predic- coastal waters where traditional sam- operations and transportation, includ- tive model for the region. This model pling is difficult. ing a permanent National Water Level provides a three-day forecast of Pseudo- For more information about the Observing Network station to monitor nitzschia populations and domoic acid bloom and current health advisories, sea-level rise and up to six temporary probabilities along the California coast. visit cdph.ca.gov. To read more about water-level stations. In 2015, NOAA will The model is distributed publicly in an bloom monitoring and prediction, visit announce a new operational Arctic sea- experimental capacity, but early analysis cencoos.org.¶ ice thickness satellite product. ¶

The Council of American Master Mariners, Inc. October 2015 Sidelights 21 In the Membership

The Council Lays its Keel Founding Members Chart a New Course

At the end of June, I received an email from Tom Leback, son of former CAMM National President Captain Warren Leback. He stated that while helping his father move to a new apartment, addresses. Many are company addresses, a few examples: they came across a binder which contained what appeared to be the original records of CAMM meet- by ings from 1936 to 1950. Tom cor- Captain R.J. Klein rectly assumed that CAMM would #1751-R like to have these records and gra- ciously sent the binder. In our email exchange I asked Tom about his father and was informed that Captain Leback had turned 91 in March. Tom said that his Dad was not doing well physically but his mind and memory are sharp. Captain Leback is one of the U.S. Maritime Industry’s most distinguished leaders. A 1944 graduate of the United States Merchant Marine Academy he sailed in all deck officer ratings including Master then worked ashore as Port Captain for Grace Lines. He was VP of Operations with Sea-Land during the SL-7 construction and was instrumental in bringing the El Paso LNG ships on line. He most recently served as President of First American Bulk Carrier Corporation. He served as the U.S. Maritime Administrator from 1989 to 1993 and was the recipient of the Admiral of the Ocean Sea (AOTOS) Award in 1991. Captain Leback served as CAMM National President from 1996 to 1999 and received the Lalonde Award in 2004. On the cover of the binder received from Tom Leback is a label that reads: Record of Meetings Nov. 1936 to October 1950. As one might expect, the seventy-nine-year-old binder is in fragile condition. The first page of the binder is a sample letter to be sent to all “prospects”. The letter states the Preamble of CAMM’s Constitution. “An adequate, efficient, prosperous MERCHANT MARINE is necessary for the naval and mil- itary safety, and economic well being, of the United States.” This statement continues to be the first sentence in the Preamble of CAMM’s constitution. The second page is The Council of American Master Mariners Mailing List. The list has twenty-nine names and is hand written. No zip codes were needed Letter to prospective and there are very few numbered street CAMM members.

22 Sidelights October 2015 The Council of American Master Mariners, Inc. OMM Co., Pier 62, N.R., N.Y.C. (N.R. Mariner Society (was) needed.” At the after Black Tuesday. According to their would be North River); Grace Line, Pier second meeting, 4 December 1936, “it website, the hotel was “Built during the 60, N.Y.C; Am South African Lines, appeared that the best name would height of the Great Depression, it opened Beaver St, N.Y.C.; two from N.Y. State be: THE COUNCIL OF AMERICAN its doors to great fanfare as one of the Merchant Marine Accad, Ft. Schuyler, MASTER MARINERS and that the city’s premier residential hotels where Bronx, NY. Captain Thomas Sheridan, said COUNCIL should be composed the elite and wealthy New York society the Secretary/ Treasurer (who appears to of experienced AMERICAN MASTER lived in luxurious suites.” To this day, the be one of the main drivers of creating the MARINERS with a few exceptional Essex House remains a prominent New Council of American Master Mariners) members.” York City landmark. listed his address as N.Y.A.C., Central During the third meeting Captain The next meeting (and all subsequent Park South and the President’s (Captain Sheridan was delegated to draw up a meetings, at least until October 1950) Paul Grening) address was simply Essex Constitution and By-Laws and dues were were held at the New York Athletic Club House – NY. set at $5.00. At the fourth meeting the (NYAC). Captain Thomas Sheridan con- The next two Constitution and By-Laws were approved tinued as CAMM’s Secretary/Treasurer pages are typed in principle. It was noted during this until at least October 1950. He died in minutes of the meeting that Captain Schuyler Cumings 1964 and his obituary is worth read- first four meetings could not be present “as he was docking ing. It mentions that he “was many of CAMM. At the a ship”. years secretary-treasurer of the Council first meeting 16 The first three meetings were held at of American Master Mariner and also November 1936, the Essex House in New York City which explains CAMM’s meetings being held it was “agreed that Captain Grening listed as his address. at the NYAC as it states that Captain an Am. Master The Essex House was a residential Sheridan “had been a governor of the Binder Cover of CAMM hotel that opened in 1931. Construction New York Athletic Club and chairman records started on October 29, 1929 one day Continued on next page >>>

CAMM mailing list. Minutes of first CAMM meetings, held at Essex House, New York City.

The Council of American Master Mariners, Inc. October 2015 Sidelights 23 In the Membership

History >>>Cont’d from page 23 representation of the Council of its boxing committee.” It notes in pertinent matters concerning that he once boxed with prize- the Merchant Marine. The pres- fighter Luis Angel Firpo. Captain ident announced that he would Sheridan must have been a pretty call a meeting of the Executive decent boxer as Luis Angel Firpo Committee as soon as practica- was 32 and 6 as a professional ble to “draft a suitable letter to boxer - 26 of the wins by KO. In the MARITIME COMMISSION 1923, Firpo fought Jack Dempsey requesting recognition and rep- for the heavyweight champion- resentation in the conferences ship in what is regarded as one on merchant marine policies, of the greatest fights in boxing regulations and undertakings.” history. Our founding fathers recog- Officers were elected in May of nized early the need for expertise 1937 as follows: in forming government policy. • President Captain Paul C. We expect that the meeting min- Grening utes will reveal more details of • 1st Vice President Captain exactly what issues were import- William Bruce Oakley ant during the Great Depression • 2nd Vice President Captain and the years during and after Harry Manning WWII. To that end we will be • Secretary/treasure Captain publishing selected excerpts and Thomas Sheridan. highlights as a regular feature In September of that year in Sidelights. Our sincere thanks the Council moved to have the to Tom Leback for thinking of Executive Committee com- us and making these documents municate with the Maritime available to CAMM. ¶ Commission and arrange for

24 Sidelights October 2015 The Council of American Master Mariners, Inc. In the Membership

Peter, the Odyssey of a Merchant Mariner Chapter 28: Mohawk to Hawaii October - December 1960

against a mud bank at the bend of the picayunish, and they showed very little river and towed them to Astoria to make sense of humor. When they called upon repairs. me, I looked around at all the serious After making the repairs to the tow countenances and retold the story I had wires and loading some more lumber heard concerning a fiftieth anniversary on deck, we headed across the bar and banquet of a private utility company by Captain I left set a southwesterly course for Honolulu. back in the early thirties: Peter Chelemedos PuttyStik, Inc. The northwest wind and beam sea gave “At the fiftieth anniversary banquet, #1671-R in October us a pretty good roll to start off with. the speeches were long and, as usual, 1960 to resume a career at sea in order Since my bunk was ‘thwart ship, I found tended to be a bit repetitious and wea- to get extra money toward Peter Steven’s it expedient to brace myself in with life- rying. The president spent twenty-five future in college. Toward this end, I jackets head and foot. minutes telling of how his company applied at the Master Mates & Pilots The morning light gave us a view had grown by servicing their customers Union to reactivate my membership. of one of the barges down a bit by the over the last fifty years. The auditor When Kay received the call from head and listing to one side. Sheets of demonstrated with charts and graphs Merle Adlum of the Local 6 Masters plywood were being blown off the deck how much the company had grown by Mates & Pilots asking if I would be load. Examining it with binoculars, we servicing their customers over the last interested in a berth as Second Mate on noted a couple of the chain lashings had fifty years, and by the time a third speak- a seagoing tug towing lumber barges broken. Since it was too rough to pick up er, the retiring plant manager, had spent to Honolulu, she replied, “That’s just the chain and tow wire to go alongside, a half hour recounting how the company what he wants.” I returned the call and we changed course and entered Coos had serviced its customers over the past was soon on my way to Portland to Bay for further examination and repairs. fifty years, they called on the featured join the Mohawk, formerly the Eugenia While we were picking up the tow wire speaker of the evening. Moran, a 133-foot tug built at Orange, in the shallow river water, the tide set us “This was a well-known Hollywood Texas, for convoy rescue work during the back and we managed to get a bight of personality and humorist. He stood, Second World War. the tow wire into the propeller. We spent looked at the weary faces and the dead We picked up two converted LST an hour or two getting that cleared, then cigar butts floating in the melted ice barges being loaded at Portland with proceeded around to North Bend where cream dishes and began: ‘Ladies and lumber and plywood, and started down we could dock at the city wharf. gentlemen. With the rest of you good the Columbia River for Astoria. As we We had to unload part of the deck load people, I have listened to these gentle- progressed down the river, I suddenly to examine the deck area and re-weld a men tell of how they have watched their noticed that the barges were getting far seam that was allowing water to enter company grow by servicing their cus- behind us. Investigating, I found the one of the upper wing compartments. tomers over the past fifty years. tow wire dragging bottom, and we were Then a couple of days to reload. “ ‘At first I was rather puzzled, but anchored by it. The barges had broken While there, I learned the local then I got to thinking about the time I loose at the mounts, which had been Toastmasters group was having its was fourteen years old and visiting my welded on the deck to hold the chain scheduled meeting, so I went to visit. I uncle’s farm down in Oklahoma. Uncle bridle for towing. We picked up the tow found a group of “professors” from the told me to take our cow, Betsy, down to wire and found the two mounts still local high school, a very erudite and the neighbor’s place for a while. I did, shackled it to the chain. We retrieved the pedantic group. While I enjoyed their and the neighbor put our Betsy into a barges from where they had shouldered talks, I felt their critiques were a bit Continued on next page >>>

The Council of American Master Mariners, Inc. October 2015 Sidelights 25 In the Membership

Odyssey >>>Continued from page 25 pasture with a dirty, mean old bull. Now, if what that dirty, mean, wicked old bull did to Betsy is what they call service, I can understand what your customers must have been going through these past fifty years.’” As I finished, I watched the faces of my audience. At first they just sat there looking at each other out of the comers of their eyes, as though each was afraid to be the first to laugh. Finally, one of them started to chuckle and, as if on cue, the rest joined in. We sailed for Honolulu and made it with no more untow- ard incidents. After discharging the lumber, we returned to Portland and then were sent to Olympia, Washington, to tow a pair of Liberty ships from the reserve fleet to Japan for scrapping. ¶ Back to Hawaii, Tug Mohawk, 1960. Chapter 29: Mohawk to Japan December 1960 - April 1961 December 16, 1960, was gray and cool (New Guinea), Brisbane, back to The crew lists included a man eighty as we departed Tacoma, Washington, Manila, and up to that rainy morning in years old who signed on as messman with two Liberty ships from the Olympia December 1945 when she arrived at San (Z#- 1283). And on the last voyage, the reserve fleet in tow for scrapping in Francisco with the remnants of the 841st second and third mates were twenty Japan. The two ships were the SS Joseph Engineering Battalion from whence they years old, and there were several seven- Jefferson (about which I could learn ended their war. Then the ship made her teen- and eighteen-year- olds in the crew nothing at this time) and the SS Will last passage to the laid-up fleet. Other as Able Seamen and radio operator. R. Wood, whose files tell her story. The files hold letters indicative of the trials The radio files hold copies of messages story is complete beginning with the of those days: A letter from the mate to relating to the storm warnings and the sunny day in October 1943 at Houston, the home office complaining that the hazards to navigation such as floating Texas, where Captain E. Anderson padlocks he was issued for his stores wreckage, drifting mines, life rafts, etc. accepted delivery from the builders in were of the same series as those issued to and also two which record history: the name of American Export Lines the Armed Guard. Consequently, master “MAY 8, 1400GMT (1945) for the War Shipping Administration, keys in possession of the Armed Guard OPERATIONAL PRIORITY FROM and took her into the war-torn North gave them access to his equipment and COMMANDER IN CHIEF. Atlantic. stores (a constant cancer on the thin skin “THE GERMAN HIGH COMMAND The log books tell of slow convoys of amity between the merchant crew and HAS BEEN DIRECTED TO GIVE THE on the submarine- and aircraft-infested the Armed Guard). Another of the mate’s FOLLOWING SURRENDER ORDERS seas. “Keep a sharp lookout for the other letters outlines the quantity of stores that TO UBOATS: steamers in the convoy. If the seas get had been checked off a truck alongside TO REMAIN ON THE SURFACE, rough again, call me. We don’t want to the ship but were missing when the sup- FLYING A LARGE BLACK OR BLUE lose any more lifeboats if we can help it,” plies were stowed aboard. FLAG BY DAY AND BURNING are words from the captain’s Night Order Another file holds a listing of personal NAVIGATION LIGHTS AT NIGHT. book testifying to nominal hazards of effects of a fireman, no reason given. TO REPORT POSITIONS IN PLAIN the day (November 22, 1943). (The only time we made such lists was LANGUAGE ON 500 KCYS EVERY The logs tell of air raids and cargo in cases of death, desertion or removal EIGHT HOURS, AND TO MAKE FOR operations and mention names such as due to illness.) Later on, in the engine SPECIFIED PORTS UNDER ALLIED Anzio Beachhead, Naples, Oran, Algiers, room log, I found a notation that this CONTROL. U-BOATS COMPLYING Sicily and Marseilles. man had been in a fight with the cook, WITH THESE INSTRUCTIONS Then the books tally long sunny days and the radio files hold a request for ARE NOT TO BE ATTACKED BUT in the Pacific in 1945. They mention such an ambulance to remove a patient with SHOULD BE GIVEN A WIDE BERTH.” places as Tacloban, Manila, Finschaven knife wounds. And: “SEPT 8, 080411 FROM PORT

26 Sidelights October 2015 The Council of American Master Mariners, Inc. MORSBY RADIO: “EFFECTIVE The hours I spent reviewing those back across the Pacific. Old, rusty, peel- IMMEDIATELY ALL SHIPS files, sitting in the chartroom of the ing gray paint, still mounting gun-tubs WHETHER SAILING IN CONVOY ghostly empty ship, proudly brought and other relics of their days of unsung OR INDEPENDENTLY ARE NOT back memories of my own days in those glory. We will deliver them into the TO ZIGZAG. GUNS NEED NOT BE ships and those years. As I walked the hands of those against whom they waged MANNED. NAVIGATION LIGHTS TO decks of these silent ships, the many war ... for the cutting torches of the BE BURNED AT FULL BRILLIANCY. memories from the war years sailing on junkyard. BLACKOUT REGULATIONS ARE this type of vessel ran through my mind. They went reluctantly. They kept pull- CANCELED’’ etc. I have tried to put some of my thoughts ing sideways toward the shore as if they And the lights came on again in the into words [in the poem bleow]. knew what was in store for them at the world. And now we were hauling these ships end of the journey. ¶

THE SHIP to hold the ship together The crew’s mess-room They say a ship is a thing, ‘til the ship could be towed in echoed the voices of Glen and Dave, an inanimate piece of floating machinery, to the cold, unfriendly Russian port of Frenchy and ‘’Half-hitch,” a manmade vessel to carry commerce of Archangel the young ordinary from Boston across the oceans of the world. to deliver her cargo and be repaired who had joined the group from far inland Maybe so. to sail again the stormy seas. Missouri to enter the Merchant Marine But they’re wrong. together to help fight the war. I know a ship is a live being, Hermann’s ghost was has a soul, has a heart, in the chief engineer’s cabin, Hebb’s ghost stopped me on the foredeck who cares for her crew. pouring coffee into mugs to show where he was at work I know. on the handmade table tightening lashings on the deck load My last ship told me so. where the officers gathered around each when the stray sea came over the rail day. and smashed him into the hard, steel She whispered to me bitts. in her creaks and groans Even the dog, Juno, was there, as she rolled down the northwest swell lying under the table And on the forepeak, of the Pacific on her way wagging her tail occasionally stowed under the gun-tub, to the breakers yards of far off Japan. to tell us she was awake and listening the Throne of King Neptune to the yams we were spinning. lay where it was stashed She whispered to me as I walked after the ceremonies crossing the Equator across the boat deck. Back aft, in the carpenter shop, the last time, so long ago. The ghost of Dave Stockton young Jim Brady proudly the young Second Mate stopped me showed me his new tool kit. Down in the Shaft Alley, to show me how he died. He had put it together while aft of the now-silent engine room, Murdered while preparing the lifeboats on his way to join the ship, I could hear the water passing while the ship was being strafed his first trip to sea. outside the hull whisper to me. by an enemy aircraft in a world at war. He didn’t know the machine gun bullet As if the ghosts of seamen that cut him down consigned to the deep In the radio shack, would have his name on it. over the years were gathering the ghost of Sparks told me again to bid farewell to another how he had to re-mount the big radio set Even the pans and pots hanging in the of the ships which sailed the sea. which had broken loose from the bulkhead galley when the torpedo struck talked as they swayed back and forth Yes, the ship is a live being and the ship started to break in two. with the roll of the ship, who knew the hands that cared for her Voicing stories of the past: and guided her over the sea. Boatswain Jacek’s ghost was on the The cook who couldn’t cook. I know. foredeck. The fire that wouldn’t burn. She whispered the story to me He told me of how the young chief mate The steward who was slow to learn his as I walked her decks and he worked to run winch lines trade. for one last time. across the crack in the deck

The Council of American Master Mariners, Inc. October 2015 Sidelights 27 In the Membership

Book Releases

Maritime Casualties: Causes and Consequences By Captain Tuuli Messer-Bookman #3293-S Since the Titanic decades, and how, over time, focus has marine officer. A graduate of the U.S. disaster of 1912, shifted from equipment failures to peo- Merchant Marine Academy, she earned the horrors of ple and their behaviors as the primary her law degree at the University of San major mari- cause of maritime casualties. Timely and Francisco School of Law. She is currently time casualties thorough, it also explores the alarming a tenured full professor in the Marine have prompted increase in the criminalization of mar- Transportation Department of the international itime accidents, especially the relatively California Maritime Academy. She teach- conventions and domestic recent reclassification of pollution inci- es all aspects of navigation and is the lead legislation, but the link between events dents as “environmental crimes.” This instructor for U.S. Coast Guard license and outcomes (which are often separated book offers broad insight to the histo- exam preparation. She has worked as a by many years) is rarely understood by ry, laws, and conventions that regulate maritime consultant and expert witness those working in the maritime indus- worldwide commercial maritime activ- since 1995. She has written for various try. This book, the only comprehen- ity. ¶ maritime publications and is the author sive guide to this link, sets forth the of “The Master’s Handbook on Ship’s major casualties of the last hundred Captain Tuuli Messer-Bookman (#3293-S) Business” (3rd ed.) and “Close Quarters: A years and explains resulting regulatory has worked as a ship’s officer aboard Woman’s Guide to Living and Working in changes. Taking a macro-level view, it commercial cargo ships, and has sailed Masculine Environments” (both Schiffer). describes the trends and reactions across over 300,000 sea miles as a merchant

My 48 Years At Sea: From Deck Boy in Denmark to Captain in America By Captain Georg Pedersen #2573-R

My 48 Years At Georg had been invited to speak about taxi ride away from home. I learned at Sea is a remark- his book at Seattle’s Swedish Club, where an early age to respect different people able recollection he was declared a “modern day Viking”. and their cultures, and I witnessed their of maritime At both events, Captain Pedersen gra- struggles first hand. memories of CAMM ciously signed copies (now available on Being a merchant seaman is not for member Captain Georg Pedersen. He Amazon). everybody but once it’s in your blood was inspired to write his story after On the back cover of the book is you don’t want to do anything else. I joining a writers’ group in Palm Springs. Georg’s own description of his work: always felt I had one of the best and What started as only eight copies, four of We all have a story to tell: Mine is a sea most exciting jobs, from Deck Boy to which were sent to relatives in Denmark, story that started in 1948 when I turn 14 Captain, on 62 different ships visiting later became a regular feature in the and no further education was available 173 ports in 73 countries, some many leading Danish maritime news magazine to me. My father gave me two choices, times over. When I began the world was Sofart. ‘Stay Home Fishing, or Ship Out.’ busy rebuilding after WWII; a great time At the CAMM Seattle PNW Chapter’s For the next 48 years I sailed on Seven to be young, single, and adventurous. It regular monthly luncheon meeting on Seas carrying cargo from one country was a time than can never be repeated. September 10th, 2015, Captain Georg to another. The ships became my home ¶ Pedersen spoke about his recently pub- and floating workplace. Going ashore in lished autobiography. The month before, foreign ports, I was never more than a

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

IFSMA ExCo Report

June of 2015 saw the beginnings of change at IFSMA. Captain John Dickie, Secretary General of IFSMA, announced IFSMA was on schedule for expenses and sharpen the whole transport chain his resigna- versus budget for the year and that poli- by making real-time information avail- tion effective cies concerning expenditures were being able to all interested and authorized par- August 31, followed. ties. It is called Sea Traffic Management 2015. The During the Secretary General’s report, (STM) and it will change the maritime by Executive a request from the Nautical Institute that world”. The Secretary General will also Captain Cal Hunziker Committee IFSMA endorse NI’s attempt to formu- attend the FAROS conference in London IFSMA Vice President (ExCo) met late and control international standards concerning the human factor in risk CAMM representative electronically and certification of tug/towing mas- based design methodology. A further #2457-R and decided ters was discussed. IFSMA declined the conference of the International Harbor to temporarily replace Captain Dickie endorsement and has sent a letter to the Masters Association will take place in with Assistant Secretary General Captain International Towing Association con- Vancouver BC May 30 – June 2, 2016 Paul Owen, effective September 1, 2015. firming IFSMA’s action. Additionally, a and the Secretary will be asking the affil- Captain Owen has been with IFSMA letter received from IFSMA’s Australian iates from Canada and the USA to attend as ASG since 2010 and is very familiar associate asked for assistance with “rid- in his stead, as the Annual General with IFSMA operations and dealings ing gangs”. Specifically on vessels that Assembly of IFSMA will be in Istanbul with the International Maritime Turkey May 24 – 27, 2016. Organization (IMO) and its sur- The ExCo also discussed the rounding Non-Governmental problem of associated members Organizations (NGO) and that were grossly understating Working Groups (WG). During their seagoing membership and the electronic meeting, it was also how to obtain a more accurate decided to expand the ExCo fall count, and payment, from those meeting from one day to three, countries. If IFSMA is to go to a in order to discuss details for the full time position for the Secretary search of a new Secretary General General, and hold the current and whether or not to seek a full ISFMA Executive Council (ExCo) in London, September 2015. subscription fee, more accurate time position or to continue with reporting will be essential. a half time as we had done with both did not have proper accommodations, Day two and three concentrated on Captains Dickie and Owen. As this was and where the “gangs” were carried as IFSMA operations and structure. In the to be a major revamping of IFSMA, it “non-crewmembers”, what were the mas- past, Captain Dickie would attend the was decided that I should attend in per- ter’s responsibilities and liabilities, both IMO meetings and then would attend son and not via Skype as I have done in foreign and domestic? The ExCo and those NGO and WG meetings that he the past on the non-AGA meetings. Sec. General are researching the matter had time for. It was decided that going The expanded ExCo meeting was and will reply to Australia by mid-No- forward, especially if IFSMA decides on scheduled from noon on September 8 vember. a full time Secretary General, it would through afternoon on the 10th. I arrived The Secretary General also laid out a attend all IMO, NGO, and WG meetings. early morning on the 8th and immedi- list of meetings to be attended by him- In the short term, with Captain Owen ately went to 202 Lambeth Road, IFSMA self and interested parties of IFSMA’s being on half time, with help of some of headquarters, for the noon start. Over affiliates. They included the MonaLisa the European ExCo members attending the course of the next two and a half days Project 2.0 in November. The stated goal those meeting that Captain Owen is the ExCo surveyed the books to insure of the project: “The vision is to shake up Continued on page 31 >>>

The Council of American Master Mariners, Inc. October 2015 Sidelights 29 UNITY FORSAFETY AT SEA IFSMA CAMM’s voice in the IMO

IFSMA Newsletter

FOR SAFETY UNITY AT SEA IFSMA August 2014

IFSMA Newsletter 001 thanks IACS for their detailed submission and - This is the last Newsletter to be written by Secretary- IMPA for their thoughtful Paper. This is a safety criti Secretary General‘s Report cal issue for which the Master has responsibility. It INTRODUCTION is not acceptable to push the safety envelope further. IFSMA therefore Welcome to all members and associations of the IFSMA family. This is the first of a new format for Newslettersunreservedly supports the position of IMPA. to be circulated to the membership every 2 months to Thank you Chair.” keep them up to date of what IFSMA is doing and for members to make comment. III 1 – 14 July – 18 July

The annual cycle for the editions will be August; Oc- Attended by: x 1 tober; December; February; April; June. It is hoped Secretariat General Captain John Dickie and was released after that each edition will be released during the first week Nautilus International x 2 of the month quoted. But this will depend on other SRI x 2 (This was requested by SRI under ITF) commitments. - Interventions Future editions of the Newsletter will also contain ar (1) Agenda Item 5 – Casualty Analysis & Statistics ticles submitted by the membership on topical issues. Depending on the volume of articles received will make “Thank you Chair. IFSMA, representing ship masters it necessary to choose which articles that will appear. thanks the UK for submitting Paper 1/5 on behalf of the Correspondence Group. IFSMA notes that atten- Captain Paul Owen the Assistant Secretary General is tion is drawn in Section 15 to the ‘Danny FII’ where controlling the formatting and editing of the materials - he left IFSMA. means that assistance is too late. While and so it will become necessary for the the Master, an IFSMA Member, went down with his to ensure that whenever possible this Newsletter will - ship. In particular, the analysis noted the lack of in remain within a 4 page spread. ternationally accepted Rules, Standards and Guide Captain John Dickie the Secretary General will lines that address design issues specific to the safety contribute the majority of the core materials for the of livestock carrier operations. Since it is not within Newsletter based on the work that IFSMA is doing at the gift of an NGO to progress this issue, IFSMA asks the time. what action Flag States intend to take to correct this His final day working with charities that assist in this maritime industry to take the initiative serious situation? At the IMO The Annex to the Paper contains information on The following shows the committees or sub-committees lessons learnt for ‘Presentation to Seafarers’ but is attended. The format will show who attended and the absent in lessons learnt for ‘Presentations to other interventions made. A full list of the documents used Parties’. The focus of attention on ‘proximate cause’ for the each of these meetings can be found by going and then go to IMODOCS following the while necessary, fails to address deep seated issues to www.imo.org beyond the control of the Master. IFSMA requests in office as field, it soon becomes apparent that the on what course of action is best to be instructions given to see all of the documents for each that this intervention be recorded in the Report of this meeting. This can vary from about 65 to 200 depending Sub-Committee. on the agenda and interest in any given topic. Thank you Chair.” - NCSR 1 – 30 June – 4 July (2) Agenda Item 5 – Casualty Analysis and Statis Attended by x 1 Secretariat tics Secretary scale of legal costs is more than any one taken. Nautilus International x 2 “Thank you Chair. IFSMA, representing ship masters NMOA x 3 (note: 1 as an intern) thanks the Secretariat for submitting Paper 1/5/2. IFSMA wish to express grave concern over access to Interventions documents posted on the Global Integrated Shipping 1 Agenda Item 1/24/2 “Thank you Chair. IFSMA representing shipmasters International Federation of Shipmasters’ Associations 1 General was charity or organization can cope with. With these possible changes being 202 Lambeth Road • London SE1 7JY • United Kingdom

Phone: +44 20 7261 0450 • Fax: +44 20 3468 2134 • Email: [email protected] • Website: www.ifsma.org IFSMA Newsletter 001 M o n d a y That is why proper insurance is needed discussed there is one factor that will Compiled from 31st August and made available at a reasonable price. return no matter what is done and that IFSMANewsletter 006 2015. Captain is the position of the Shipmaster. Where www.ifsma.org Paul Owen, Piracy does it leave him/ her and what safe- the Assistant Secretary General will Piracy is shifting, and the models guards will be put in place to protect the assume the position of Interim Secretary used are developing according to cer- Shipmaster under such circumstances? General while the process of finding a tain regional needs. This is becoming What can be assured is that piracy has new Secretary General is completed. a global problem and not just regional. not gone away and those areas where Captain Dickie is sure all of you will give This raises the question of how do ships it has abated, it is waiting to pounce Paul the support needed at this time. protect themselves. Will it require armed again or if the safeguards are reduced or The Executive Council are working hard security guards being carried through- removed, such as in the Gulf of Aden, to find a replacement and looking at out the time a vessel is in certain regions where both Somalia and Yemen are the strategy to take matters forward for of the world and the costs involved failed states. IFSMA in the future. for such protection. Over the last year or more there has been a reduction in Human Trafficking Criminalization of the the number of organizations offering Human trafficking by sea is spreading Shipmaster armed security guards to ships. This has and being reported in a number of areas This is going to be an increasing prob- been brought about by the reduction in in the world. This leaves the Shipmaster lem for the Shipmaster. With the increase reported cases and the IMO implemen- exposed and requires intelligence led in legislation and the exposure of the tation of an ISO standard for such orga- reporting to ensure that any ship is aware Shipmaster and crew to prosecution on nizations. This has cleared away many of of coming across migrant ships at sea. a number of fronts it is taking the need the “cowboys” and left the professionals While the Mediterranean has been the for professional indemnity insurance to to get on with the work. focus of media attention there are other new levels. The future may see the changes where areas where this is spreading. IFSMA has been working towards merchant ships carry an armory and While everyone sympathizes with the introducing a new product that will the crew are trained in weapons. This plight of the people being trafficked it be discussed at the Executive Council is controversial, as it would probably must be assured that there is no succour Meeting and hopefully this will lead take a change in the legislation to allow from the traffickers. Each person is a to the final development of cover that ships to do so. Some argue that if the number with a price tag and since they will be for all officers and not just ships become armed then it will cause an must pay before they board for the voy- Shipmasters and the protection needed escalation in the weapons that the pirates age, once the money is paid there is no will be available. use. That remains to be seen. need to ensure that the cargo reaches its The problem that exists now is that In a perfect world it would be possible destination. many cases are not reported and only to have war ships patrolling and protect- Merchant ships are not built to cope come out later on when the case has been ing the merchant ships but can this be with such situations and the number progressed to a trial and conviction. This sustained? The answer is probably not, of people involved. It is only a matter

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

of time before a ship is hijacked by for the future and this is not meant to Laboratory (DSTL) at Porton Down. “A the persons that it has rescued. This is depress anyone reading this document quantum accelerometer will reduce that not a planned act of piracy but an act but more so to make them aware of the to just 1 metre.” of desperation by people who want to changes coming to the maritime indus- There are challenges – for example, reach the safety and security of a haven try that is not cargo and operational the accelerometer can’t distinguish compared to what they have left behind. safety. between tiny gravitational effects and In saying this it will still leave the crew accelerations caused by a vessel’s move- traumatized by the events. The media When GPS Fails – The Future ment. If a submarine passes an under- is reporting that there is an influx of Al Lost without your GPS? Accelerometers water mountain whose gravity attracts Qaeda and Islamic State terrorists in the based on supercooled atoms could keep it to the west, that feels exactly like an mass of people. This mass migration is a track of your position with stunning acceleration to the east, says Edward perfect cover for them and of course it precision. If successful a system, known Hinds at the Centre for Cold Matter at will be the resulting terrorist act that will as quantum positioning, could be min- Imperial College London, who is devel- be traced back to boat people that will iaturise for use in ships, aircraft, trains, oping the accelerometer for the DSTL. change attitudes. cars and even cellphones. This would “This means that very good gravity maps The answer is complex and does any- provide a backup navigation tool where will be required to navigate correctly.” one really have a solution? The answer is a loss of GPS signal can be dangerous. Future generations of the technology no and as this situation escalates so does “Today, if a submarine goes a day are likely to make their way into every- the exposure to Shipmasters and their without a GPS fix we’ll have a navigation thing from cars to our smartphones. crews who are not trained to deal with drift of the order of a kilometre when iFSMA editor’s comment – most ships such events. it surfaces,” says Neil Stansfield at the do not need a 1 metre accuracy, but if It is a prediction of doom and gloom UK Defence Science and Technology your smartphone has this system includ- ed in the future, does it matter if the GPS IFSMA VP >>>Continued from page 30 ual countries. A request was received fails? Navigation chart systems will need unable to attend. It was also decided that from the International Maritime Health to improve their accuracy to match these a full schedule of IMO, NGO, and WG Organization to support their efforts new technologies. meetings and the subjects of those meet- to promote and set standards for med- ings would be distributed to the associat- ical personnel on cruise ships. It was Turn Your Smartphone into a ed members, CAMM, etc. with a request noted that the next meeting of the Satphone to attend a meeting with the Secretary International Labor Organization will Globalstar has recently launched its General, if there was a subject being take place February 16, 2016, and that satellite Wi-Fi hot spot in Europe, Sat-Fi. discussed that impacted their member- IFSMA will attend. The nifty little device turns a smart- ship. Time was spent reviewing IFSMA’s The ExCo’s final order of business was phone into a satellite phone allowing a resolutions and determining which res- a presentation on criminal insurance for crew to keep in touch when out of the olutions had been completed and which masters. The insurers are offering group range of mobile phone signal using their still required action to complete. The rates to associations to provide legal own devices. ExCo also determined who would be assistance to masters criminally arrested Up to eight individuals at a time can responsible to see that those action items anywhere in the world, including bail, get online with their own laptops, tab- were followed up and completed. The legal defense, and wage continuation. lets or smartphones, using their existing ExCo appointed Captains Hunziker Although the amount of 75 pounds per phone numbers to keep in touch over (USA) and Wittig (Germany) to the member for five million pounds cover- Globalstar’s satellite network. Whether resolutions review committee. Captains age was mentioned during the presenta- drilling on an oil rig in the North Sea or Sande (Norway), Ganzhorn (Denmark), tion, there were no definitive figures at conducting maintenance on a refinery in and Perrot (France) were appointed to this time as to final costs and coverage. North Africa, there’s now an easy way to the Secretary General search committee. I’ll report more as info comes in. communicate. Under other business, it was noted Both the IFSMA website and the Members of a crew simply install an that IMO is appointing Maritime IFSMA Facebook pages are up and run- app on their preferred Wi-Fi enabled Ambassadors to promote the maritime ning. The Facebook page is populated device to make calls, go online, use mes- industry as viable careers to young peo- with up-to-date information and inter- saging apps and send and receive email ple. IFSMA is encouraging its affili- esting articles and has received 13,000 SMS capability will be added shortly. ates to apply for one of the Maritime likes since May. Check them out. Sat-Fi provides the fastest, most afford- Ambassador positions for their individ- Continued on page 37 >>>

The Council of American Master Mariners, Inc. October 2015 Sidelights 31 Company of Master Mariners of Canada

The Company of Master Mariners of Canada is a professional association for those qualified to command. It was established to encourage and maintain high and honourable standards within the nautical profession, further the efficiency of the Sea Service, and uphold the status, dignity and prestige of Master Mariners.

From the Bridge

I hope your places of refuge for Canada in October Honourable Steven Blaney, Minister summer has in Montreal. of Public Safety and Emergency been going In early June, Captain Paterson, NL Preparedness, Tim Meisner, Director well and you Division suggested that CMMC should General, Transport Canada, Safety have been able make a public comment on the USCG’s and Security and the Canadian to catch up request for comment on ‘Position on Transportation Agency on “Dynamic on family and Seafarers Right of Access to Shore Positioning (DP) Operator Positions of friends and Facilities’. Captain Amanda Slade of Foreign Flag Vessels”. The Newfoundland by relax from the Capital Division offered to write up Division raised the concern in reference Captain Patrick Gates stress of work. a paper on the subject. The National particularly to the lack of DP opera- CMMC National On May 28th Council accepted Captain Slade’s posi- tor positions being made available to Master I made a visit tion paper (below) and I forwarded it to Canadian certified DP operators on for- to the Montreal Division at the request the USCG on June 13th. Since the 9/11 eign flag vessels working in the East of some of the members. Unfortunately, attacks in the U.S., a lot of shore facilities Coast offshore oil fields. not very many members took the time to have chosen to take the easy way and The foreign vessels are required to come to the lunchtime meeting down at block all shore access to seafarers, as it make some positions available to local the Mariners House. The Division is in is cheaper than having to provide safe, seafarers when they are operating with need of some stimulus to get interest in secure access. This problem also occurs a Coasting License. The positions are Master mariners affairs and other issues here at home at some terminals. important to help acquire valuable qual- that are of concern to all mariners. It was On June 19th the Maritimes Division ifying experience (sea time) in DP oper- disappointing to learn that this was the held their last function for the season ations. first meeting called for in a number of with a reception for members and guests The 48th AGM will be held in St. years! Captain Lantz explained the pro- on board HMCS Sackville, which is John’s, NL October 3rd this year. All posed professional development plan, moored during the summer near the members are welcome to attend. Details which should be of professional interest Maritime Museum of the Atlantic. were in the special AGM edition of From to all of us. We also discussed a proposal On June 26th the National Council the Bridge issued earlier this month. to have a one day seminar on a SOREP/ approved to send a letter to The

Company Of Master Mariners Of Canada Comment To Notice Of Proposed Rulemaking Seafarers’ Access To Maritime Facilities CFR 33 Parts 101-105 Docket USCG-2013-1087

by Captain Amanda Slade and or as pilots, surveyors, practicing law and chant ships, to encourage a high stan- Captain Patrick Gates teaching in nautical schools. Our pro- dard of practical proficiency and profes- The Company of Master Mariners of fessional association has neither union sional conduct and to offer experience, Canada (The Company) is a nautical affiliations, commercial intentions, nor expertise as well as be available for con- professional association with members political connections. sultation on all matters affecting com- serving in command at sea as well as Our principal objectives are to provide mercial shipping and the nautical pro- members serving in management posi- a representative, professional body for fession. The Company actively supports tions ashore in private and public sectors Canadians qualified to command mer- the International Maritime Organization

32 Sidelights October 2015 The Council of American Master Mariners, Inc. (IMO) in its many initiatives, in par- additional comment below (a, b, c, d): funds are limited this ticular those related to the Guidelines 1) Implement a system for provid- could persuade a Master for the Fair Treatment of Seafarers, and ing seafarers and other individ- to prioritize shore leave expenses furthermore recognizes that the issue of uals with access between vessels second to those needed for safe- Seafarer’s Access to Maritime Facilities is moored at the facility and the ty or maintenance. Clarifying all a global one, relevant to industry effort facility gate; issues surrounding affordability to retain qualified, career-minded sea- 2) Implement above system within 1 of access will dissuade facilities farers. year after publication of the final from levying excessive fees as an The Company recognizes policy gov- rule; avoidance tactic. erning access to maritime facilities, such 3) Provides access in a timely man- b) Encourages a requirement to har- as the ISPS Code and applicable parts of ner, at no cost to the individual; monize access procedures where 33 CFR have not always worked in the 4) Ensure the Facility Security Plan multiple terminal operators share best interest of the seafarer or the indus- (FSP) includes a section describ- a single open dock. Masters cite try. In the last decade, Port Operators ing the system for seafarer access examples of having to use extreme have at times overlooked the human based on the following six (6) berthing maneuvers in order to element in the drive to comply with proposed methods: load/unload and set a gangway regulations. Unfounded denial of shore 1) Regularly scheduled escort where security boundaries lack leave can result in distress to a seafarer between the vessel and the logical application. and is counter to the intention of the facility gate that conforms to Concerning members sailing as Master ISPS Code. the vessel’s watch schedule as or Crew, the Company: The Company wishes to commend the agreed upon between the ves- c) Encourages further definition, United States Coast Guard for opening sel and facility; clarification and stronger imple- NPRM # USCG-2013-1087 for com- 2) An on-call escort between the mentation of “… access in a time- ment. The United States of America vessel and the facility gate; ly manner”. Currently the rule has a leadership role in the global ship- 3) Arrangements with taxi ser- states coordination of leave to ping industry and any improvement vices ensuring that any costs be arranged in advance of the to this rule is likely to have positive for providing the access, vessels, therefore a Master should outcomes for international policy and beyond the standard meter have confidence in opening a procedure. This opportunity to com- fees charged to all taxi custom- gangway promptly after berthing ment on the Notice of Proposed Rule ers, are not charged to the indi- and clearing the ship. Terminal Making demonstrates a welcome spirit vidual to whom such access is Operators should provide details of continuous improvement, sharing of provided; of access procedures to Masters best practices and a positive intent to 4) Arrangements with seafarers’ as part of pre-arrival communi- strengthen relationships with the global welfare organizations to facili- cations giving time to familiarize seafaring community while at the same tate the access; thus reducing the risk of non- time balancing the vital need to maintain 5) Monitored pedestrian access compliance, delays or forfeiture of port security. routes between the vessel and shore leave. The Company supports 33 CFR facility gate; Concerning members sailing as Master 105.200(b)(9) which in general require 6) A method, other than those or Crew, the Company: each facility owner or operator to described above, approved d) Encourages further definition and “Ensure coordination of shore leave for by the Captain of the Port clarification of “Shore Leave” and vessel personnel or crew change-out, (COTP). “Access”. The term “Shore Leave” as well as access through the facility Concerning members sailing in the role is typically understood to mean for visitors to the vessel (including rep- of Masters, the Company: the ability to exit a facility bound- resentatives of seafarers’ welfare and a) Encourages further definition ary with subsequent free access labour organisations), with vessel oper- and clarification of “… no cost to to a town or surrounding envi- ators in advance of a vessel’s arrival. In the individual”. This is a positive ronment. “Access” may include a coordinating such leave, facility owners principle, however the econom- simple walk down a gangway to or operators may refer to treaties of ic likelihood is that any cost of hand documents to an agent, a friendship, commerce and navigation shore access will be transferred to walk down a dock wall to check between the U.S. and other nations”. The the ship operator then ultimately mooring lines, crossing a dock to Company further supports the following becoming a decision making bur- make a phone call, and/or ulti- four requirements, however with the den passed onto Masters. Where Continued on page 37 >>>

The Council of American Master Mariners, Inc. October 2015 Sidelights 33 From the International Perspective

Master As Captain, Manager And Scapegoat

In olden days, a marine craft was a ship only if she was square-rigged on a minimum of three masts and had a bowsprit. Today, laws that define a ship vary from country brain, she functions through her Master, ations. to country. who is her alter ego. The master, as a Under rules of the U.N. High Article 91 of qualified seafarer, with his name on the Commission for Refugees (UNHCR) the United certificate of registry of a merchant ship, 1983, if a master rescues Vietnam ref- by N a t i o n s is accountable for the safety of the ship, ugees, governments of U.N. member Captain A.K. Bansal Convention crew and passengers. His orders commit countries are to cooperate to disembark Company of Master on Law her to a collision for which she is liable. them at his port of destination with as Mariners of India of the Sea His signatures on her behalf commit her little loss of time to the ship as possible. (UNCLOS) 1982 requires every state to a debt which she must pay if owners UNHCR may reimburse owners some to grant its nationality and right to fly don’t. amounts so that financial considerations its flag to ships registered in that state. do not influence a master’s decision to Therefore, a marine craft is a ship under Masters’ Obligations rescue. If it is a different port than the UNCLOS registered in that country A master’s signatures on a bill of lad- one his ship was originally bound for, under its rules. ing make her liable if she does not that country is not obliged to take on A ship’s register evidences her nation- deliver cargo to its port of destination. this responsibility. Under these rules a ality, port of registry and mortgages, if A master can also exert rights of his master cannot deviate to the nearest port any. Once registered she acquires a legal ship such as to exercise lien on cargo she unless safety of life on board forces him personality in rem, i.e the res as ‘a ship as carried for unpaid freight earned by her. to do so. a thing of value’ and also in personam. He is also obliged to do every thing in his In a 1987 case, charterers argued in i.e. a ship as a person like us. She can power for the safety of his ship without arbitration that their vessel was off hire do wrong and incur liabilities. Collision endangering lives on board. Of course during the time port authorities refused is a typical example where she herself is when choices have to be made, a master to allow her into port with 290 refugees not only responsible in law but is also can legally throw cargo overboard or on board, and for time taken to disem- to make reparations. She can be held order ‘abandon ship,’ to save lives which bark them. Arbitrators found that the liable for causing pollution, in addition take priority against his ship and cargo. ship was “efficient in herself and capable to other remedies available to those who Next comes his duty to save life at sea to perform the services required of her.” suffer from it. A ship can have contrac- without endangering his own ship or life Therefore she was not off hire. Appeal tual obligations independent of her own- on board. It may be lives on a distressed courts also held that a charterer takes a ers. For example, a supplier or repairer ship, a man adrift at sea, or refugees in vessel with all her obligations under her has a right directly against the ship if he boats. A master may be carrying perish- national and international laws, and this is not paid for supply of essentials such able cargo or rushing to make a charter is one of her legal obligations consistent as stores/bunkers or for carrying out party canceling date. Apart from a delay with a charterer’s use of the ship, given necessary repairs to her. at sea to pick up person(s) in distress, he the Master’s overriding duty to save life A salver has a right, directly against may get into problems with immigration at sea under Maritime Conventions Act the ship, for salvage services rendered authorities at his next port. This may 1911, and Article 98 of UNCLOS. to her. Owners usually discharge such tempt him to turn a Nelson’s eye and sail In some countries, only nationals can liabilities, but if these are not discharged, by! But Article 98 of UNCLOS does not command their ships. Until 1995, when she can be made to meet her obligations allow him and Chapter V rule 10-A of the British Merchant Shipping Act was and liabilities, limited to her own value. SOLAS does not allow any interference amended, the master, chief officer and Since a ship has no eyes, ears, hands or in this duty by commercial consider- chief engineer of British ships must be

34 Sidelights October 2015 The Council of American Master Mariners, Inc. British. Today numerous masters sail Quite obviously, a merchant ship is Indian coast. Under the Indian Merchant the high seas in command of foreign operated by owners for profit. The mas- Shipping Act, the Indian government flag vessels. Articles 91, 92 and 94 of ter is their agent and chief executive on can grant a certificate of competency, UNCLOS stipulate that ships shall sail board and is answerable to them for her but only courts can cancel it. Mercantile under the flag of one State only and successful commercial operation subject Marine Department filed a complaint in be subject to its exclusive jurisdiction to laws applicable to him and his ship. In court under Section 363 of the Indian and control on the high seas. A master the past, shipmasters sailed their ships Merchant Shipping Act 1958, charging commands a ship in accordance with the under an aura of authority, social respect the Indian master with incompetence laws of the flag state, regardless of his and economic professionalism. Today and misconduct, and calling for can- own nationality or nationalities of his coastal states apply their laws to ships cellation of his Indian Certificate under officers, crew and passengers. He must in port more stringently. Since owner’s Part XII of the Act. The master coun- ensure compliance of safety, manning offices have shifted to their bedsides tered that Indian courts had no juris- plus maritime, civil and criminal matters electronically, the master has become diction. The fact that he was an Indian on the high seas in accordance with such more of a floating office manager. This national and also held an Indian Master’s laws. tends to take away his authority without Certificate had no relevance. He com- exonerating him of his responsibility. A manded a Panama flag ship by virtue of Jurisdictions master is custodian and bailee of cargo, holding an Independent Master’s cer- In a recent case, two Filipino seamen subject to bills of lading issued by his tificate issued by the Panamanian gov- killed a 2nd officer on a Panama flag ship under his signatures or under his ernment. The ship sank in International VLCC on voyage to Japan. The 2nd offi- authority. The increasing complexity of waters. Therefore the Indian Merchant cer was Japanese and the ship was owned management and handling of ships and Shipping Act 1958 did not apply. by a Japanese company. She arrived cargo, coupled with rapid developments The Supreme Court of India accepted in Japan immediately after the crime, in national and international laws make that the government of India had no and the Filipino seamen were deport- ever increasing demands on him. jurisdiction and that since the master ed to Panama for criminal prosecution He must understand the techno-legal of this ship commanded her by vir- because the murder was committed in issues involved in specific situations and tue of holding a Panama Certificate of International waters and only the flag know how to avoid pitfalls to make her Competency, only the Panama govern- state had jurisdiction over such a crime. a good commercial unit for owners. ment could hold an inquiry as to his Under Articles 2 and 3 of UNCLOS, He must learn how to sift out pulls and competency to hold that certificate. sovereignty of a coastal state extends pushes of commercial interests to ensure This judgment of the Highest Court to a 12-mile belt of the sea along her that no untoward commercial or legal in India endorses accepted Indian and coast, known as territorial waters. All liability attaches to his ship. He must International laws. Since then, STCW ships within territorial waters are subject know the why, how and consequences convention has made certain changes. to jurisdiction and laws of the coastal of his orders and actions. He can always In time it may be no more possible state. A merchant ship flies the flag of seek expert advice from owners and for a seafarer to hold two independent the coastal state on her foremast when his P & I club, readily available to him certificates of competency. Panama in its territorial waters not only to show through modern communication sys- authorities are already endorsing their courtesy, but also to proclaim that she tems. But he must know when to seek certificates with a statement that it is and all on board submit to its laws. In a such advice. issued because the holder has an Indian recent case, a seaman was caught fishing In some countries, only those who Master’s Certificate. But all this may from stern of his ship anchored in U.S. hold their own state certificates can change further. territorial waters. The seaman was a for- command their ships even if they are A master may delegate his authority, eign national fishing from the deck of his non-nationals. Laws of Panama require but not his responsibility or account- foreign Flag vessel. Both the Master and Panama flag ships to be commanded ability. Under most jurisdictions, a mas- the seaman were arrested for contraven- by holders of Panama Certificate of ter is exposed to civil, disciplinary, and ing U.S. laws which require a person to Competency regardless of their nation- criminal sanctions of the flag state in have a license to fish. It is common for ality. In such cases a master may hold International waters. He can be guilty seamen to throw their fishing lines over another Master’s certificate issued in his of an offense when his ship is found in the side in their leisure time in all waters, own country. Even so, he is accountable a dangerously unsafe condition. He may all over the world. But U.S. law applied to the state which issued the certificate find himself convicted for something of and it is a master’s duty as manager to by which he commanded a ship at that which he was totally unaware. A master ensure that crew working under him do time. On August 12, 1986, a Panama flag may be under a personal liability to any not break laws of foreign countries. vessel sank 232 nautical miles off the Continued on next page >>>

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

Scapegoats >>>Continued from page 35 A master is given authority by the flag released under heavy international pres- person who has a cause of action against state to maintain reasonable safety and sure. The Erica had passed her annual him in accordance with general princi- pollution prevention standards, increas- survey just 18 days before she sank. Her ples of Law of Tort, under which, each of ingly influenced by U.N. and IMO Safety Construction, Load line, Safety us has a duty of care not to cause harm Conventions. Coastal states prosecute Equipment Certificates, ISM Code, DOC or injury to anyone through our actions masters for even minor infringements and SMC were all valid until August and inactions. This includes a master’s of local laws. With most varied legisla- 2003. Since she was fully certified and in duty of care to anyone who is on board tion in many countries, consequences of CLASS, RINA Italia, and International his ship bona fide which is not based on errors, omissions or negligence of crews, Association of Classification Societies any contract or agreement. For exam- causing pollution, deficiency in seawor- (IACS) were severely criticized by ple, if a shore laborer is injured while thiness and cargo-worthiness of the ship International media for gross dereliction working on board because a manhole may lead to ship arrest and criminaliza- of duty by their surveyors. That did not was left open in a dark tween deck, unlit tion of the master as manager of the ship. help alleviate the master’s responsibility, and unguarded, those responsible can be Owners can rarely be made accountable which made him a scapegoat. held liable for negligence. That includes even for causing pollution as they may The sinking of the 1976-built tank- the master, as he is in command, and is be miles away in different jurisdictions. er Prestige on November 19, 2002, therefore responsible for acts of all those The ship has caused an offense or pollu- because shipside plates fell down in bad on board working under him. tion, hence she and her master are liable, weather, is another case. The master not the owner. was jailed in Spain and released after 83 Scapegoats The maximum an owner can do is to days on an exorbitant bail of €3M even Adler v. Dickson is a cardinal case pay fines imposed on her or abandon though he could have done nothing to concerning duty of care and the master’s his ship in the hands of those who have prevent shipside plates from falling and liability. Decided in 1955 by the Court suffered loss or damage. This does not no case could be made against him war- of Appeals in England, this was a case of absolve the master, as he is accountable ranting arrest. Yet he was made a scape- personal injury suffered by a lady pas- as her alter ego. Today, if there is a pol- goat. No Master is above the law and he senger on the P&O liner Himalaya in lution incident, marine accident, breach must be accountable. Laws must be fair Genoa, who was injured while climbing of port regulations, a collision or strand- to support good practices and impose the ship’s gangway because its lashings ing, local authorities usually detain the penalties for infringements. Criminal broke. She sued P&O and claimed med- master to start with. He may have lost liability for pollution emanating from ical expenses and damages. P&O denied his ship through no fault of his, and may vessels must be equally applied to ship liability because clauses printed on her have been one of the few survivors from owners, ship builders, repairers, ship ticket absolved them for any harm or an appalling tragedy. He is thrown in jail surveyors, classification societies, and injury she may suffer while on board. and is subjected to interrogation through port state control inspectors, depend- She then sued the master and bosun of days and nights. Of late, there have ing on who is at fault. To hold a person the ship in tort and claimed that because been many cases of unjust treatment and criminally liable there has to be criminal she had a right to be on the ship by vir- detention of shipmasters without trial intent or criminal negligence and not tue of her ticket, she was entitled to safe even when they were generally innocent. just an ‘Act of God’ or negligence of access to and from the ship. As profes- The 25-year-old, 37,238 DWT, Malta others. But most coastal states ignore sionals responsible for safe running of flag, M.T. Erica, en route from Dunkirk International law, conventions and tra- the ship, the master and bosun owed her to Livorno, loaded with 31,000 tonnes ditions when it suits them. Generally, a duty of care to ensure that the gang- of oil, broke into two and sank in Bay anything which gets the ship or owners way was safe for her use. It was further of Biscay at 0820 hrs on December 12, into trouble is attributed to the master argued on her behalf that the shipping 1999, in poor visibility, gale force winds and credit for anything which the master company could not contract out of this and up to six meters swell. does for benefit of the ship or owners personal obligation of the master and Media and the international maritime is attributed to owners. This makes the bosun through clauses on her ticket as community dubbed the ship as an ‘old master a scapegoat. it was outside the contract of carriage. rust bucket,’ praised the master for his Masters, especially those serving on The U.K. Court of Appeal upheld this seamanship which ensured rescue of all substandard ships of flags of conve- argument and awarded heavy damages 26 crew members by helicopters from nience, need support from the interna- against the master and bosun in person the sinking stern section and ship’s life tional maritime industry to stand up to for not discharging their duty of care. rafts. The master was arrested in France their owners and managers and protect Fortunately P&O paid these fines on and was not allowed to go home to their legitimate rights for maritime safe- their behalf. India until February 2000 when he was ty and environmental protection against

36 Sidelights October 2015 The Council of American Master Mariners, Inc. unacceptable commercial pressures Canada >>>Continued from page 33 tials they should be accorded free which compromise their professional- mately exiting a facility boundary. passage in a respectful manner by ism. ¶ To reduce the risk of membership facility personnel. non-compliance with Customs & To conclude, The Company supports Captain A.K. Bansal is a member of the Immigration and/or Union rules, all provisions made in USCG-2013-1087, Company of Master Mariners of India, it is suggested that FSPs clarify with the additional comment made in teaches Master revalidation courses and requirements and restrictions for the points above. Our membership is though qualified as a Bar-at-Law in India all variations of access, for both grateful for this opportunity to contrib- and the U.K., does not actively practice ship operations and personal rea- ute to a process with the potential for law. sons. Where seafarers are fully more effective yet compassionate poli- documented, cleared and hold- cies concerning seafarers’ access to shore ing the required access creden- and maritime facilities. IFSMA News >>>Cont’d from page 36 able, mobile satellite data speeds and the clearest voice communications in the industry. Sat-Fi features include: • Data speeds four times faster than the competition • Easy initial setup - Sat-Fi can be operational within minutes to make calls and send emails • Affordable airtime plans • Best voice quality in the industry • Simple 10-digit dialling and access to contacts • Connect up to eight users simulta- neously Globalstar is in satellite messaging and emergency notification technologies. It operates the world’s only complete sec- ond generation mobile satellite network which delivers crystal-clear voice qual- ity combined with the industry’s lowest airtime prices starting at just €0.15 per minute for up to 2,000 minutes. ‘Although we live in a connected world, there are still many thousands of people in the oil industry who work in remote locations lacking reliable and affordable voice and data communications. With Sat-Fi, they now have the ability to use their own device to stay connected,’ said Gavan Murphy, Director of Marketing EMEA, at Globalstar. ‘This innovative product opens up new opportunities for commercial fishing crew to maintain reliable connectivity and peace of mind using their own devices even when out at sea.’ Sat-Fi is available now for €995 (excl. VAT). eu.globalstar.com.

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

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

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

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

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

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

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I NC 63 ORP D 19 Master Mariners ORATE With vessels that are ever larger and more complex, the ability of the Shipmaster Dedicated to to control his/her destiny has seriously eroded. The modern Shipmaster and/or supporting and Pilot can fi nd their views and expertise ignored and in the fast-moving stream strengthening of “progress” the voice of a single Master is easily overwhelmed by the tide of the position of change. CAMM off ers a channel to be heard. American Master Mariner CAMM’s issues are your issues CAMM is active on issues that are of concern to masters and those working in the maritime industry. CAMM currently has 22 positions of support or opposition to major issues eff ecting mariners. Some current positions focus on the Criminalization of Shipmasters, Ports of Refuge, Watch Stander’s Fatigue & Task-based Manning, and Regulatory Burden on Ship Masters. A CAMM Position is a statement which has been voted on by the membership at CAMM’s Annual General Meeting and expresses the majority opinion of the membership.

Captain Cal Hunziker, CAMM Past CAMM advances the professional profi le of our industry President and IFSMA VP, at the CAMM is dedicated to improving maritime and nautical science by promoting the IFSMA AGA in Chile, 2015. exchange of information and the sharing of experience among professional ship masters and members of allied professions. CAMM builds partnerships CAMM is devoted to fostering a spirit of common purpose among all organizations whose members believe in the importance of a strong U.S.-Flag Merchant Marine. CAMM works with professional maritime organizations around the world to protect the rights of seamen from all nations. Captain R.J. Klein, right, with Captain Don Marcus (IOMM&P President) and Mr. Marshall Ainley (MEBA President) Representation at IMO through IFSMA at the Maritime Industry Sail-in to Congress, 2015. CAMM is a member of the International Federation of Ship Masters Associations (IFSMA), which has consultant status at the International Maritime Organization (IMO) of the United Nations. CAMM’s actively sailing masters are automatically enrolled as members of IFSMA. CAMM is on your side CAMM is dedicated to promoting an effi cient, prosperous American Merchant Marine. The expertise of CAMM members is recognized throughout the world maritime community. There are frequent requests to provide expert witness testimony in Captain Jeff Cowan (above) and Captain Michael Murphy (below) maritime legal cases and opinions on maritime regulations. participate in Positions discussions at CAMM’s 2015 AGM. CAMM supports maritime education CAMM supports maritime education through maritime high schools, Sea Scouts, and the support of cadets at maritime academies. Local CAMM chapters lead the eff ort in educating the public about the Merchant Marine.

Apply at www.mastermariner.org/membership Law offices of Tabak, MeLLusi & shisha LLP admiralty and Maritime Law Offices

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