By Karen Robes Meeks
The first of three 154-foot fast response U.S. Coast Guard cutters to be stationed in Hawaii arrived in Honolulu last week.
Named after Chief Petty Officer Oliver Fuller Berry – who helped develop the helicopter rescue hoist – the Coast Guard Cutter Oliver Berry will mainly serve the main Hawaiian Islands and is expected to be commissioned in an October 31 ceremony.
The new cutters, which will replace the 110-foot Island-class patrol boats, are built for various missions, including search and rescue, fisheries enforcement, and drug and migrant interdiction and should enhance the Coast Guard’s presence on the water. All three cutters will be based in Honolulu by spring 2019.
Showing posts with label U.S. Coast Guard. Show all posts
Showing posts with label U.S. Coast Guard. Show all posts
Friday, September 29, 2017
Tuesday, May 30, 2017
Commercial Fishing Vessel Runs Aground in Southern California
By Mark Edward Nero
A commercial fishing vessel ran aground during the early morning hours of May 28 near Ventura Harbor, about nine miles north of the Port of Hueneme in Southern California, according to the US Coast Guard.
Members of Coast Guard Marine Safety Detachment Santa Barbara and Coast Guard Station Channel Islands Harbor responded to an unnamed 36-foot commercial fishing vessel at about 1 a.m. after it ran aground near the mouth of the Santa Clara River.
The Coast Guard said that personnel with Marine Safety Detachment Santa Barbara led the response and investigation efforts, with the aid of Coast Guard Station Channel Islands Harbor, Coast Guard Sector Los Angeles-Long Beach, Ventura Harbor Patrol, Ventura Fire Department, and the Oxnard Fire Department.
The Coast Guard said that it was working on the safe removal of the vessel and its contents, and that the cause of the incident is still under investigation.
The boat’s fuel was removed Sunday and the vessel was towed back into Ventura Harbor Sunday night at high tide for inspection and damage repair.
No injuries or pollution were reported, according to the USCG.
A commercial fishing vessel ran aground during the early morning hours of May 28 near Ventura Harbor, about nine miles north of the Port of Hueneme in Southern California, according to the US Coast Guard.
Members of Coast Guard Marine Safety Detachment Santa Barbara and Coast Guard Station Channel Islands Harbor responded to an unnamed 36-foot commercial fishing vessel at about 1 a.m. after it ran aground near the mouth of the Santa Clara River.
The Coast Guard said that personnel with Marine Safety Detachment Santa Barbara led the response and investigation efforts, with the aid of Coast Guard Station Channel Islands Harbor, Coast Guard Sector Los Angeles-Long Beach, Ventura Harbor Patrol, Ventura Fire Department, and the Oxnard Fire Department.
The Coast Guard said that it was working on the safe removal of the vessel and its contents, and that the cause of the incident is still under investigation.
The boat’s fuel was removed Sunday and the vessel was towed back into Ventura Harbor Sunday night at high tide for inspection and damage repair.
No injuries or pollution were reported, according to the USCG.
Friday, April 21, 2017
USCG Decommissions 50-Year-Old Hawaii-Based Cutter
By Mark Edward Nero
The US Coast Guard decommissioned its eighth high-endurance cutter on April 18 as part of recapitalization efforts during a ceremony at Coast Guard Base Honolulu.
The Coast Guard cutter Morgenthau, a 378-foot high-endurance cutter, was decommissioned after nearly 50 years of service, including action in the Vietnam War, numerous major drug interdictions and law enforcement cases, and a variety of noteworthy rescues, according to the USCG.
Morgenthau, commissioned March 10, 1969, was the eighth of 12 Hamilton-class high-endurance cutters built by Avondale Shipyards in New Orleans. High-endurance cutters are the largest of their kind, aside from the three major icebreakers and national security cutters, ever built for the Coast Guard. Morgenthau was active in the Vietnam War, conducting underway replenishment, naval gunfire support, and patrol duties off the coast of Vietnam until relieved by a 311-foot cutter in 1971.
In 1977, the USCG says, Morgenthau became the first cutter to have women permanently assigned on board, which paved the way for others to serve aboard Coast Guard cutters nationwide.
In the fall of 1996, Morgenthau was the first US Coast Guard cutter to deploy to the Arabian Gulf. Participating in Operation Vigilant Sentinel, it enforced Iraq’s compliance with United Nations sanctions. Following the terrorist attacks of September 11, 2001, Morgenthau participated in Operation Noble Eagle to safeguard America’s prominent port cities through closer scrutiny of maritime traffic.
“The history of Morgenthau’s operations showcases the Coast Guard’s ability to carry out a diverse and important range of missions vital to the security and prosperity of our nation,” said Vice Adm. Fred Midgette, who leads the service’s Pacific fleet as the commander of Coast Guard Pacific Area in Alameda, California.
The US State Department is coordinating the transfer of Morgenthau through the Foreign Assistance Act. This act allows the transfer of excess defense articles as a grant to friendly, foreign governments.
“This cutter may leave our service, but the legacy of the men and women who served on Morgenthau will live on forever,” Midgette said.
The US Coast Guard decommissioned its eighth high-endurance cutter on April 18 as part of recapitalization efforts during a ceremony at Coast Guard Base Honolulu.
The Coast Guard cutter Morgenthau, a 378-foot high-endurance cutter, was decommissioned after nearly 50 years of service, including action in the Vietnam War, numerous major drug interdictions and law enforcement cases, and a variety of noteworthy rescues, according to the USCG.
Morgenthau, commissioned March 10, 1969, was the eighth of 12 Hamilton-class high-endurance cutters built by Avondale Shipyards in New Orleans. High-endurance cutters are the largest of their kind, aside from the three major icebreakers and national security cutters, ever built for the Coast Guard. Morgenthau was active in the Vietnam War, conducting underway replenishment, naval gunfire support, and patrol duties off the coast of Vietnam until relieved by a 311-foot cutter in 1971.
In 1977, the USCG says, Morgenthau became the first cutter to have women permanently assigned on board, which paved the way for others to serve aboard Coast Guard cutters nationwide.
In the fall of 1996, Morgenthau was the first US Coast Guard cutter to deploy to the Arabian Gulf. Participating in Operation Vigilant Sentinel, it enforced Iraq’s compliance with United Nations sanctions. Following the terrorist attacks of September 11, 2001, Morgenthau participated in Operation Noble Eagle to safeguard America’s prominent port cities through closer scrutiny of maritime traffic.
“The history of Morgenthau’s operations showcases the Coast Guard’s ability to carry out a diverse and important range of missions vital to the security and prosperity of our nation,” said Vice Adm. Fred Midgette, who leads the service’s Pacific fleet as the commander of Coast Guard Pacific Area in Alameda, California.
The US State Department is coordinating the transfer of Morgenthau through the Foreign Assistance Act. This act allows the transfer of excess defense articles as a grant to friendly, foreign governments.
“This cutter may leave our service, but the legacy of the men and women who served on Morgenthau will live on forever,” Midgette said.
Tuesday, April 18, 2017
USCG Brings New Fast Response Cutter to Alaska
By Mark Edward Nero
US Coast Guard cutter John McCormick is now the first fast response cutter to be stationed in Alaska after completing a 6,200-mile journey from the shipyards of Louisiana to reach its new home port in Ketchikan, the USCG said April 12.
John McCormick is the first of six FRCs to be stationed in the Coast Guard 17th District and is to perform southeast Alaska missions.
“It will be interesting to explore and define exactly what this FRC is capable of accomplishing in southeast Alaska.” Lt. Jr. Grade Joseph Petry, executive officer aboard the John McCormick said, The new 154-foot FRCs are capable of transiting farther than their 110-foot predecessors before needing to refuel, and have a range of 2,500 nautical miles. Also, their two 20-cylinder turbocharged engines provide propulsion resulting in sustained flank speeds of 28-plus knots. Additionally, FRCs are equipped with a 75-kilowatt bow thruster, which provides for more precise steering in narrow channels and while conducting close-quarters operations.
Weapons systems capabilities on board John McCormick are also increased from those of previous patrol boats. In addition to four M2HB .50-caliber machine guns, the cutter is equipped with a forward-mounted, remotely operated Bushmaster 25-mm chain-fed autocannon capable of firing 225 rounds per minute at a range of up to 6,800 meters.
The stern of John McCormick, like others in its class, is equipped with a hydraulic gate, through which the FRC may launch and recover its 26-foot small boat. This method, according to the USCG, provides a more stable alternative to the crane and davit system used by the older 110-foot patrol boats and enables the FRC crews to operate the small boat and conduct missions in heightened environmental conditions.
“These ships will be critical in providing law enforcement, fisheries regulation, and search and rescue assistance to the maritime communities of Alaska,” Petry said.
US Coast Guard cutter John McCormick is now the first fast response cutter to be stationed in Alaska after completing a 6,200-mile journey from the shipyards of Louisiana to reach its new home port in Ketchikan, the USCG said April 12.
John McCormick is the first of six FRCs to be stationed in the Coast Guard 17th District and is to perform southeast Alaska missions.
“It will be interesting to explore and define exactly what this FRC is capable of accomplishing in southeast Alaska.” Lt. Jr. Grade Joseph Petry, executive officer aboard the John McCormick said, The new 154-foot FRCs are capable of transiting farther than their 110-foot predecessors before needing to refuel, and have a range of 2,500 nautical miles. Also, their two 20-cylinder turbocharged engines provide propulsion resulting in sustained flank speeds of 28-plus knots. Additionally, FRCs are equipped with a 75-kilowatt bow thruster, which provides for more precise steering in narrow channels and while conducting close-quarters operations.
Weapons systems capabilities on board John McCormick are also increased from those of previous patrol boats. In addition to four M2HB .50-caliber machine guns, the cutter is equipped with a forward-mounted, remotely operated Bushmaster 25-mm chain-fed autocannon capable of firing 225 rounds per minute at a range of up to 6,800 meters.
The stern of John McCormick, like others in its class, is equipped with a hydraulic gate, through which the FRC may launch and recover its 26-foot small boat. This method, according to the USCG, provides a more stable alternative to the crane and davit system used by the older 110-foot patrol boats and enables the FRC crews to operate the small boat and conduct missions in heightened environmental conditions.
“These ships will be critical in providing law enforcement, fisheries regulation, and search and rescue assistance to the maritime communities of Alaska,” Petry said.
Tuesday, March 21, 2017
USCG Warns Illegal LA-Long Beach Charter Boats
By Mark Edward Nero
The Coast Guard captain of the port for the Los Angeles-Long Beach region issued a warning on March 16 to vessel operators regarding illegal charter boats in the San Pedro Bay area.
The captain of the port, in an ongoing effort to ensure public safety on local waterways, issued several orders to specific vessel operators to cease operations as commercial vessels carrying more than six passengers, including one passenger for hire, and in some cases to cease operations carrying any passengers for hire.
By definition, a passenger is considered for hire if they “contribute any economic benefit, monetary contribution, or a donation as a condition of carriage, to any person having an interest in the vessel, unless the contribution is from a voluntarily sharing of voyage expenses,” according to the USCG.
Vessels carrying passengers require a Coast Guard licensed or credentialed operator, and if carrying more than six passengers, the vessel must have a valid certificate of inspection issued by the Coast Guard. The certificate is proof that the Coast Guard has verified the vessel meets specific minimum federal safety standards.
When reserving trips, the Coast Guard has said, prospective passengers should ask the operator in advance for proof the vessel’s compliant with Coast Guard requirements. Passengers can also request a vessel’s captain to show his or her valid Coast Guard license.
Vessel operators wanting more information on how to meet federal requirements and passengers wanting to either verify a captain’s license, the inspected status of a commercial passenger vessel, or report an illegal charter operation, can do so by calling Coast Guard Sector Los Angeles-Long Beach Command Center at (310) 521-3801.
The Coast Guard captain of the port for the Los Angeles-Long Beach region issued a warning on March 16 to vessel operators regarding illegal charter boats in the San Pedro Bay area.
The captain of the port, in an ongoing effort to ensure public safety on local waterways, issued several orders to specific vessel operators to cease operations as commercial vessels carrying more than six passengers, including one passenger for hire, and in some cases to cease operations carrying any passengers for hire.
By definition, a passenger is considered for hire if they “contribute any economic benefit, monetary contribution, or a donation as a condition of carriage, to any person having an interest in the vessel, unless the contribution is from a voluntarily sharing of voyage expenses,” according to the USCG.
Vessels carrying passengers require a Coast Guard licensed or credentialed operator, and if carrying more than six passengers, the vessel must have a valid certificate of inspection issued by the Coast Guard. The certificate is proof that the Coast Guard has verified the vessel meets specific minimum federal safety standards.
When reserving trips, the Coast Guard has said, prospective passengers should ask the operator in advance for proof the vessel’s compliant with Coast Guard requirements. Passengers can also request a vessel’s captain to show his or her valid Coast Guard license.
Vessel operators wanting more information on how to meet federal requirements and passengers wanting to either verify a captain’s license, the inspected status of a commercial passenger vessel, or report an illegal charter operation, can do so by calling Coast Guard Sector Los Angeles-Long Beach Command Center at (310) 521-3801.
Friday, February 24, 2017
Bulk Carrier Detained in Longview, Washington
By Mark Edward Nero
Substandard safety issues onboard the bulk carrier Iolcos Commander has resulted in the vessel being detained by the US Coast Guard in Longview, Wash.
On the evening of Feb. 12, the Coast Guard received notification from the captain of Iolcos Commander of an engine malfunction while getting underway from berth in Longview. The vessel attempted to start their engine to transit to Vancouver, Wash., but the crew couldn’t start the main engine and had to receive tug assistance back to their berth.
Upon notification of the marine casualty, the Coast Guard’s captain of the port issued an order requiring the vessel to remain at berth until repairs were conducted and approved.
The following morning, inspectors from the Coast Guard Marine Safety Unit Portland went onboard to assess damages. After inspectors identified several safety discrepancies they expanded the scope of the damage assessment, leading them to conduct a full safety and security exam.
Inspectors found fuel and cooling water leaking from the main engine, posing a potential fire hazard to the crew. The inspectors also found the fixed fire extinguishing system was improperly installed, causing excessive chaffing on several discharge hoses rendering the system unsafe to operate.
Crewmembers on board Iolcos Commander are currently rectifying the deficiencies.
The vessel, a 714-foot, Malta-flagged ship, is expected to remain in the Coast Guard Sector Columbia River captain of the port zone until the violations are corrected.
Substandard safety issues onboard the bulk carrier Iolcos Commander has resulted in the vessel being detained by the US Coast Guard in Longview, Wash.
On the evening of Feb. 12, the Coast Guard received notification from the captain of Iolcos Commander of an engine malfunction while getting underway from berth in Longview. The vessel attempted to start their engine to transit to Vancouver, Wash., but the crew couldn’t start the main engine and had to receive tug assistance back to their berth.
Upon notification of the marine casualty, the Coast Guard’s captain of the port issued an order requiring the vessel to remain at berth until repairs were conducted and approved.
The following morning, inspectors from the Coast Guard Marine Safety Unit Portland went onboard to assess damages. After inspectors identified several safety discrepancies they expanded the scope of the damage assessment, leading them to conduct a full safety and security exam.
Inspectors found fuel and cooling water leaking from the main engine, posing a potential fire hazard to the crew. The inspectors also found the fixed fire extinguishing system was improperly installed, causing excessive chaffing on several discharge hoses rendering the system unsafe to operate.
Crewmembers on board Iolcos Commander are currently rectifying the deficiencies.
The vessel, a 714-foot, Malta-flagged ship, is expected to remain in the Coast Guard Sector Columbia River captain of the port zone until the violations are corrected.
Friday, February 10, 2017
USCG Responds to Increase of Illegal Hawaii Charters
By Mark Edward Nero
The US Coast Guard said Feb. 8 that it is ramping up enforcement on Hawaii’s big island in response to a perceived increase in illegal charters operating in the area.
The Coast Guard said it has identified two tour boats operating illegally out of Pohoiki Boat Ramp to view lava streaming into the ocean from Hawaii’s Kilauea volcano.
Commercial tour boat and charter operators must possess the appropriate merchant mariner credential to operate. Masters of commercial charters operating in state waters are also required by the State of Hawaii to have a permit from the Department of Land and Natural Resources and to keep that permit on the vessel.
“Safety is always our top priority,” said Capt. David McClellan, chief of prevention for Coast Guard 14th District. “For boat operators, it is important to maintain situational awareness and not unnecessarily put yourself, your passengers or your boat in danger. For visitors, it’s important they check that their hired boat operators are licensed ensuring they possess the experience and training required to get them to the viewing area and back safely.”
For vessels carrying six or fewer passengers for hire, the operator must possess a Coast Guard-issued operator of uninspected passenger vessel license and operate on near coastal waters not more than 100 miles offshore, as defined in 46 U.S.C. 2101 (42)(B).
For vessels carrying seven or more passengers for hire on vessels less than 100 gross tons (not including auxiliary sail), the operator must possess a Coast Guard-issued master of self-propelled vessel license to operate on near coastal waters. The vessel must also have a Coast Guard-issued certificate of inspection posted in a visible location.
More on information regarding licensing for charter boat captains can be found at https://www.uscg.mil/nmc/credentials/charter_boat_capt/default.asp.
The US Coast Guard said Feb. 8 that it is ramping up enforcement on Hawaii’s big island in response to a perceived increase in illegal charters operating in the area.
The Coast Guard said it has identified two tour boats operating illegally out of Pohoiki Boat Ramp to view lava streaming into the ocean from Hawaii’s Kilauea volcano.
Commercial tour boat and charter operators must possess the appropriate merchant mariner credential to operate. Masters of commercial charters operating in state waters are also required by the State of Hawaii to have a permit from the Department of Land and Natural Resources and to keep that permit on the vessel.
“Safety is always our top priority,” said Capt. David McClellan, chief of prevention for Coast Guard 14th District. “For boat operators, it is important to maintain situational awareness and not unnecessarily put yourself, your passengers or your boat in danger. For visitors, it’s important they check that their hired boat operators are licensed ensuring they possess the experience and training required to get them to the viewing area and back safely.”
For vessels carrying six or fewer passengers for hire, the operator must possess a Coast Guard-issued operator of uninspected passenger vessel license and operate on near coastal waters not more than 100 miles offshore, as defined in 46 U.S.C. 2101 (42)(B).
For vessels carrying seven or more passengers for hire on vessels less than 100 gross tons (not including auxiliary sail), the operator must possess a Coast Guard-issued master of self-propelled vessel license to operate on near coastal waters. The vessel must also have a Coast Guard-issued certificate of inspection posted in a visible location.
More on information regarding licensing for charter boat captains can be found at https://www.uscg.mil/nmc/credentials/charter_boat_capt/default.asp.
Thursday, November 10, 2016
Drydock Sinks While Being Towed from Seattle to Mexico
By Mark Edward Nero
A 528-foot dry dock sank offshore late last month, about 40 miles west of San Francisco, while being towed from Seattle to Mexico.
Personnel aboard Ocean Ranger, a 117-foot tug owned and operated by Seattle-based Western Towboat Co., initially contacted Coast Guard Sector San Francisco watch standers the afternoon of Oct. 25, reporting that the dry dock it was towing was taking on water while in transit.
US Coast Guard watch standers began an hourly communication schedule with the Ocean Ranger crew to monitor the status of the tow and dispatched a Coast Guard Air Station San Francisco helicopter to visually assess the situation. The air crew confirmed the dry dock was listing.
Ocean Ranger’s crew proceeded west but eventually had to detach from the dry dock, which reportedly sank about 40 miles offshore around 2 a.m. Oct. 26 in about 3,000 feet of water.
A Coast Guard overflight by a Dolphin helicopter crew was unable to locate the dry dock later that morning.
There were no injuries reported, and fuels and hazardous materials were removed from the dry dock prior to its departure from Seattle, the Coast Guard has said.
The circumstances surrounding the dry-dock sinking, according to the Coast Guard, remain under investigation.
A 528-foot dry dock sank offshore late last month, about 40 miles west of San Francisco, while being towed from Seattle to Mexico.
Personnel aboard Ocean Ranger, a 117-foot tug owned and operated by Seattle-based Western Towboat Co., initially contacted Coast Guard Sector San Francisco watch standers the afternoon of Oct. 25, reporting that the dry dock it was towing was taking on water while in transit.
US Coast Guard watch standers began an hourly communication schedule with the Ocean Ranger crew to monitor the status of the tow and dispatched a Coast Guard Air Station San Francisco helicopter to visually assess the situation. The air crew confirmed the dry dock was listing.
Ocean Ranger’s crew proceeded west but eventually had to detach from the dry dock, which reportedly sank about 40 miles offshore around 2 a.m. Oct. 26 in about 3,000 feet of water.
A Coast Guard overflight by a Dolphin helicopter crew was unable to locate the dry dock later that morning.
There were no injuries reported, and fuels and hazardous materials were removed from the dry dock prior to its departure from Seattle, the Coast Guard has said.
The circumstances surrounding the dry-dock sinking, according to the Coast Guard, remain under investigation.
Tuesday, July 26, 2016
8 Rescued from Commercial Vessel Fire
By Mark Edward Nero
On July 21, the US Coast Guard helped rescue eight crewmembers from a burning US-flagged commercial fishing vessel two miles offshore of the Hawaiian island of Oahu.
All eight people are safe after a rescue and assist team from US Coast Guard Cutter Galveston Island (WPB-1349) fought and extinguished an engine room fire aboard fishing vessel Lady Anna two miles south of Honolulu Harbor. “We were in the right place at the right time,” Galveston Island Commanding Officer Lt. Ryan Ball said.
The rescue was a combined effort between the Galveston Island crew, watch standers at Sector Honolulu and rescue boat crews from Station Honolulu and Honolulu Fire Department.
“I’m happy that we were able to help and I’m proud of my crew for their quick and effective response in putting out the fire,” Ball added. “The reason why we do training is to ensure that in an emergency situation such as this, we can perform safely and effectively.”
The USCG response to the incident came after watch standers at Sector Honolulu Command Center overheard a transmission at 4:30 p.m. regarding a fire aboard the 78-foot fishing vessel. Watch standers established communication with the vessel, directed the launch of a 45-foot Response Boat-Medium crew from Station Honolulu and diverted the nearby Galveston Island crew to assist.
Once on scene, the Galveston Island crew reported black smoke billowing from the engine room. The RB-M crew arrived on scene and safely disembarked the crew from the fishing vessel. The cutter’s rescue and assist team then boarded the Lady Anna to investigate the smoke. When approaching the engine room, the team identified flames coming from the generator and successfully extinguished the fire.
The international crewmembers from the fishing vessel were transferred to the commercial fishing vessel Sapphire III due to lack of clearance. Two US crewmembers were safely transferred to Pier 38. No injuries were reported. The Lady Anna, which is homeported in Honolulu, was towed to Pier 17 by a water taxi after a marine surveyor deemed the vessel seaworthy and not in danger of taking on water or having a fire re-flash.
Coast Guard Sector Honolulu personnel are investigating the cause of the fire.
On July 21, the US Coast Guard helped rescue eight crewmembers from a burning US-flagged commercial fishing vessel two miles offshore of the Hawaiian island of Oahu.
All eight people are safe after a rescue and assist team from US Coast Guard Cutter Galveston Island (WPB-1349) fought and extinguished an engine room fire aboard fishing vessel Lady Anna two miles south of Honolulu Harbor. “We were in the right place at the right time,” Galveston Island Commanding Officer Lt. Ryan Ball said.
The rescue was a combined effort between the Galveston Island crew, watch standers at Sector Honolulu and rescue boat crews from Station Honolulu and Honolulu Fire Department.
“I’m happy that we were able to help and I’m proud of my crew for their quick and effective response in putting out the fire,” Ball added. “The reason why we do training is to ensure that in an emergency situation such as this, we can perform safely and effectively.”
The USCG response to the incident came after watch standers at Sector Honolulu Command Center overheard a transmission at 4:30 p.m. regarding a fire aboard the 78-foot fishing vessel. Watch standers established communication with the vessel, directed the launch of a 45-foot Response Boat-Medium crew from Station Honolulu and diverted the nearby Galveston Island crew to assist.
Once on scene, the Galveston Island crew reported black smoke billowing from the engine room. The RB-M crew arrived on scene and safely disembarked the crew from the fishing vessel. The cutter’s rescue and assist team then boarded the Lady Anna to investigate the smoke. When approaching the engine room, the team identified flames coming from the generator and successfully extinguished the fire.
The international crewmembers from the fishing vessel were transferred to the commercial fishing vessel Sapphire III due to lack of clearance. Two US crewmembers were safely transferred to Pier 38. No injuries were reported. The Lady Anna, which is homeported in Honolulu, was towed to Pier 17 by a water taxi after a marine surveyor deemed the vessel seaworthy and not in danger of taking on water or having a fire re-flash.
Coast Guard Sector Honolulu personnel are investigating the cause of the fire.
Tuesday, June 28, 2016
Tanker Runs Aground in Alaska
By Mark Edward Nero
The 599-foot Norway flagged chemical tanker Champion Ebony ran aground near Nunivak Island, Alaska on June 24, prompting a response by the US Coast Guard.
Coast Guard Sector Anchorage watchstanders received a report from the National Response Center at 9:24 a.m. that the vessel ran aground carrying about 14.2 million gallons of various fuel products.
However, according to the USCG, the crew of Champion Ebony was able to refloat the vessel and make way under its own power to deeper water at about 9:28 a.m.
An Air Station Kodiak C-130 Hercules airplane crew conducted an over-flight of the tanker and reported no signs of pollution in the tanker’s vicinity. The weather on scene was reported as calm winds, overcast with three-foot seas.
The tanker is currently anchored to assess for damages.
“Our primary concern is to protect the environment,” said USCG Petty Officer 2nd Class Lindsey Green, a Sector Anchorage watch stander. “We are conducting an investigation to determine the cause of the incident.”
The Champion Ebony, built in 2004, is operated by Norway-based Champion Tankers. It is a double-hulled chemical/oil products tanker with 600 feet (183 meters) in overall length, a beam of 105 feet (32 meters) and a gross weight of 27,547 tons.
There were 24 crewmembers aboard at the time of the incident, according to the USCG, but no injuries were reported.
Friday, June 24, 2016
Shippers, Engineers Convicted in Pollution Case
By Mark Edward Nero
Two companies that own and operate a Greek shipping vessel and two engineers from the ship were convicted June 20 in US District Court in Seattle of 12 felony counts related to their dumping of oily waste at sea.
Ship operator Angelakos Hellas S.A., ship owner Gallia Graeca Shipping, chief engineer Konstantinos Chrysovergis and second engineer Tryfon Angelou were found guilty of violating the Act to Prevent Pollution from Ships, the falsification of records in a federal investigation and engaging in a scheme to defraud the United States.
The jury deliberated for three days following an eight-day jury trial.
According to records filed in the case and testimony at trial, a pollution-control device known as an oil water separator was inoperable on the cargo ship Gallia Graeca during its voyage from China to Seattle last October. On Oct. 16, 26 and 27, 2015, the defendants bypassed safeguards that prevent the discharge of oily water and discharged about 5,000 gallons of oily bilge water overboard, according to the US Coast Guard, and the defendants concealed the incidents by making false statements to inspectors to Coast Guard inspectors, and making false statements and omissions in the ship’s oil record book.
When Coast Guard inspectors asked the engineers to operate the oil water separator during the inspection, the engineers did so in such a way that the equipment appeared to be working properly even though it was not. However, when Coast Guard inspectors examined the oil water separator they found its filters were clogged with oil and found oil residue in the overboard discharge piping.
Records indicated the oil water separator had not been serviced for months.
According to the official oil record book presented to the Coast Guard, bilge water had not been discharged during the voyage to Seattle, but the Coast Guard investigation discovered evidence that oily water had been discharged into the sea three times during the voyage from China.
Prosecutors argued that the engineers tried to hide the pollution from the Coast Guard to keep the Gallia Graeca on schedule and avoid having the ship detained in Seattle, and that shipping company executives had been in contact with the engineers about how they should present the logbook for the Coast Guard inspection.
Falsification of records in a federal investigation is punishable by up to 20 years in prison, while violating the Act to Prevent Pollution from Ships is punishable by up to six years imprisonment.
Scheming to defraud the United States is punishable by up to five years in prison, and each count of conviction is also punishable by a $500,000 fine against each corporation and $250,000 against each individual defendant.
Sentencing is scheduled for Sept. 16.
Tuesday, June 21, 2016
USCG Announces New Towing Vessel Regulations
By Mark Edward Nero
New regulations that establish requirements for the design,
construction, operation and onboard equipment of towing vessels were released
by the US Coast Guard on June 20.
With certain exceptions, the regulations apply to US-flag
towing vessels 26 feet or more in length and those less than 26 feet moving
barges carrying oil or hazardous material in bulk.
The rule lays out new compliance options as well as new
equipment, construction and operational requirements for towing vessels.
The rule, which includes provisions covering specific
electrical and machinery requirements for new and existing towing vessels, the
use and approval of third-party organizations and procedures for obtaining
inspection certificates, becomes effective July 20.
However, some regulations are being phased-in over time, and
existing towing vessels will have an additional two years before having to
comply with most of the requirements.
Vessel operators will have the choice of two inspection
regimes. Under the Towing Safety Management System (TSMS) option, routine
inspections of towing vessels will primarily be performed by third-party
organizations (TPOs), including certain classification societies, and this rule
creates a framework for oversight and audits of such TPOs by the Coast Guard.
The TSMS will provide those operators with the flexibility
to tailor their safety management system to their own needs, while still
ensuring an overall level of safety acceptable to the Coast Guard.
Alternatively, under the Coast Guard inspection option,
routine inspections would be conducted by the Coast Guard, providing an option
for those operators who choose not to develop and implement their own TSMS.
The new rule is expected to affect about 5,500 US flag
towing vessels engaged in pushing, pulling, or hauling alongside, as well as
the nearly 1,100 companies that own or operate them.
The complete final rule can be read on the Federal Register
website: https://www.federalregister.gov/articles/2016/06/20/2016-12857/inspection-of-towing-vessels
Friday, May 27, 2016
USCG Clears Grounded Bulk Grain Carrier
By Mark Edward Nero
The Sparna, a 623-foot bulk grain carrier that suffered major damage when it briefly ran aground near Cathlamet on the Columbia River two months ago, was cleared this week to leave its mooring after undergoing temporary repairs.
On May 23, the Captain of the Port for Oregon & southern Washington canceled an order on the motor vessel, thus allowing the Sparna to leave its mooring at Kalama, Washington.
“We have inspected the Sparna and have approved the temporary repairs to make the vessel seaworthy,” Lt. Cmdr. Ben Russell, chief inspections department, Coast Guard Marine Safety Unit Portland, said this week. “Our inspection team has monitored the planning and implementation of the repairs over the last two months. We are comfortable with the outcome and wish the crew of the Sparna a safe voyage across the Pacific Ocean.”
The original Captain of the Port order was put in place immediately after the grounding incident and required that the ship undergo emergency repairs to the hull before departing to a foreign shipyard for permanent repair. At the time of the incident, the Sparna was bound for Japan and fully loaded with grain as well as laden with 218,380 gallons of high sulfur fuel and 39,380 gallons of marine diesel, and was outbound.
It was heading west in the Columbia River with a river pilot still onboard when it ran into trouble around 12:15 a.m.
A boulder that was lodged inside the hull of the vessel during the incident was incased in steel and concrete and is still aboard the Sparna.
All repair work was completed to the satisfaction of the Coast Guard and the vessel’s flag state of Panama, according to the USCG.
The Sparna, a 623-foot bulk grain carrier that suffered major damage when it briefly ran aground near Cathlamet on the Columbia River two months ago, was cleared this week to leave its mooring after undergoing temporary repairs.
On May 23, the Captain of the Port for Oregon & southern Washington canceled an order on the motor vessel, thus allowing the Sparna to leave its mooring at Kalama, Washington.
“We have inspected the Sparna and have approved the temporary repairs to make the vessel seaworthy,” Lt. Cmdr. Ben Russell, chief inspections department, Coast Guard Marine Safety Unit Portland, said this week. “Our inspection team has monitored the planning and implementation of the repairs over the last two months. We are comfortable with the outcome and wish the crew of the Sparna a safe voyage across the Pacific Ocean.”
The original Captain of the Port order was put in place immediately after the grounding incident and required that the ship undergo emergency repairs to the hull before departing to a foreign shipyard for permanent repair. At the time of the incident, the Sparna was bound for Japan and fully loaded with grain as well as laden with 218,380 gallons of high sulfur fuel and 39,380 gallons of marine diesel, and was outbound.
It was heading west in the Columbia River with a river pilot still onboard when it ran into trouble around 12:15 a.m.
A boulder that was lodged inside the hull of the vessel during the incident was incased in steel and concrete and is still aboard the Sparna.
All repair work was completed to the satisfaction of the Coast Guard and the vessel’s flag state of Panama, according to the USCG.
USCG Seeks Columbia River Analysis Input
By Mark Edward Nero
US Coast Guard officials said May 23 that they’re seeking public comment while conducting a waterways analysis and management system review of the upper Columbia River from Vancouver, Washington, to the Bonneville Pools in the vicinity of Hood River.
Officials are seeking information from local mariners to validate the adequacy of the existing aids to navigation system, gain a better understanding of the uses of the waterway and general safety issues in the area before the comment deadline of Aug. 31.
Information collected from this survey is to be used to see what can be done to enhance safe navigation of the waterway and to anticipate and plan for future budgeting requirements.
The survey is available on the Coast Guard 13th District’s Waterways Analysis Management Study website at http://www.uscg.mil/d13/dpw/wams.asp.
Surveys can be mailed to: Commander, Marine Safety Unit Portland, ATTN: Chief Petty Officer Brian Berryhill, 6767 N. Basin Ave., Portland, Ore. 97217.
Surveys can also be faxed to (503) 240-2586, or they can also be scanned and e-mailed to d13-smb-MSUPortland FAC@uscg.mil.
For more information about the waterways management process, contact Chief Petty Officer Brian Berryhill at (503) 240-9305 or by email at brian.k.berryhill@uscg.mil.
US Coast Guard officials said May 23 that they’re seeking public comment while conducting a waterways analysis and management system review of the upper Columbia River from Vancouver, Washington, to the Bonneville Pools in the vicinity of Hood River.
Officials are seeking information from local mariners to validate the adequacy of the existing aids to navigation system, gain a better understanding of the uses of the waterway and general safety issues in the area before the comment deadline of Aug. 31.
Information collected from this survey is to be used to see what can be done to enhance safe navigation of the waterway and to anticipate and plan for future budgeting requirements.
The survey is available on the Coast Guard 13th District’s Waterways Analysis Management Study website at http://www.uscg.mil/d13/dpw/wams.asp.
Surveys can be mailed to: Commander, Marine Safety Unit Portland, ATTN: Chief Petty Officer Brian Berryhill, 6767 N. Basin Ave., Portland, Ore. 97217.
Surveys can also be faxed to (503) 240-2586, or they can also be scanned and e-mailed to d13-smb-MSUPortland FAC@uscg.mil.
For more information about the waterways management process, contact Chief Petty Officer Brian Berryhill at (503) 240-9305 or by email at brian.k.berryhill@uscg.mil.
Tuesday, May 24, 2016
Bulk Carrier Loses Propulsion in SF Bay
By Mark Edward Nero
The US Coast Guard on May 20 helped assist a bulk carrier vessel after the ship experienced a loss of propulsion at 10:20 a.m., about five miles offshore from Daly City, California.
The Singapore-flagged bulk carrier Ultra Lascar lost propulsion while operating offshore inbound for the San Francisco Bay. For a time, the vessel was anchored about three miles offshore from Daly City where it awaited the arrival of two assist tugs, which then met a third tug prior to proceeding to an anchorage in San Francisco Bay.
With the Coast Guard, National Oceanic and Atmospheric Administration, National Parks Service, and several state and local response agencies monitoring the situation, the carrier was eventually able to make its way from San Francisco to the nearby Port of Stockton on the afternoon of May 22, and was still moored there as of May 23.
The vessel was carrying a cargo of salt, bound for delivery to the Port of Stockton, plus about 161,000 gallons of fuel oil onboard, which is used as fuel for the engine.
The Ultra Lascar, which was built in 2015, has an overall length of 79 meters (259 feet), a beam of 30 meters (98 feet), and a gross tonnage of 22,600.
The cause of the power loss is under investigation.
The US Coast Guard on May 20 helped assist a bulk carrier vessel after the ship experienced a loss of propulsion at 10:20 a.m., about five miles offshore from Daly City, California.
The Singapore-flagged bulk carrier Ultra Lascar lost propulsion while operating offshore inbound for the San Francisco Bay. For a time, the vessel was anchored about three miles offshore from Daly City where it awaited the arrival of two assist tugs, which then met a third tug prior to proceeding to an anchorage in San Francisco Bay.
With the Coast Guard, National Oceanic and Atmospheric Administration, National Parks Service, and several state and local response agencies monitoring the situation, the carrier was eventually able to make its way from San Francisco to the nearby Port of Stockton on the afternoon of May 22, and was still moored there as of May 23.
The vessel was carrying a cargo of salt, bound for delivery to the Port of Stockton, plus about 161,000 gallons of fuel oil onboard, which is used as fuel for the engine.
The Ultra Lascar, which was built in 2015, has an overall length of 79 meters (259 feet), a beam of 30 meters (98 feet), and a gross tonnage of 22,600.
The cause of the power loss is under investigation.
MarAd Looking to Expedite Mariner Certifications
By Mark Edward Nero
The US Maritime Administration says it’s working with the Coast Guard to certify sea service veterans as credentialed merchant mariners in an attempt to address a personnel shortfall that Maritime Administrator Paul Jaenichen has called a top priority.
This “military to mariner” program is a Coast Guard certification program that takes Coast Guard, Navy and Military Sealift Command veterans with watch-standing experience and helps pave the way for a merchant mariner career. Given their extensive training and at-sea experience, veterans should get credit for the standards and certifications in watchkeeping which the Coast Guard tests you to in order to be able to get your credential,” Jaenichen said May 16 at the Navy League’s annual Sea-Air-Space Exposition 2016.
“We’re moving in a direction where we could combine the training that you get in the military so that once you are out as a veteran, if you decide not to stay, you have an opportunity to get a merchant mariner credential and be able to help us on the mariner side,” he said.
This expedited credentialing process would be a boon for MarAd, which says it would be barely able to meet Defense Department surge needs today and may not be able to meet those needs in the near future.
“I would say that the sealift fleet is at a tipping point. The United States’ presence in the maritime domain is currently at the lowest level in our history,” Jaenichen said, noting there are only 79 US-flagged ships participating in international trade – a 25 percent drop from just three years ago.
The decline of the US fleet meant a loss of jobs – 2,300 jobs out of a 12,000-job industry, Jaenichen said.
The US Maritime Administration says it’s working with the Coast Guard to certify sea service veterans as credentialed merchant mariners in an attempt to address a personnel shortfall that Maritime Administrator Paul Jaenichen has called a top priority.
This “military to mariner” program is a Coast Guard certification program that takes Coast Guard, Navy and Military Sealift Command veterans with watch-standing experience and helps pave the way for a merchant mariner career. Given their extensive training and at-sea experience, veterans should get credit for the standards and certifications in watchkeeping which the Coast Guard tests you to in order to be able to get your credential,” Jaenichen said May 16 at the Navy League’s annual Sea-Air-Space Exposition 2016.
“We’re moving in a direction where we could combine the training that you get in the military so that once you are out as a veteran, if you decide not to stay, you have an opportunity to get a merchant mariner credential and be able to help us on the mariner side,” he said.
This expedited credentialing process would be a boon for MarAd, which says it would be barely able to meet Defense Department surge needs today and may not be able to meet those needs in the near future.
“I would say that the sealift fleet is at a tipping point. The United States’ presence in the maritime domain is currently at the lowest level in our history,” Jaenichen said, noting there are only 79 US-flagged ships participating in international trade – a 25 percent drop from just three years ago.
The decline of the US fleet meant a loss of jobs – 2,300 jobs out of a 12,000-job industry, Jaenichen said.
Tuesday, March 29, 2016
USCG Warns of Vessel Electrical Deficiencies
By Mark Edward Nero
An increase in reported electrical deficiencies on commercial vessels has led the US Coast Guard to warn commercial vessel owners to inspect their vessels’ wiring before getting underway this spring.
The Coast Guard says its marine inspectors have discovered that a number of vessels have significant electrical deficiencies that can pose safety hazards and cause marine-engine causalities, and inspectors will spend additional time during inspections examining electrical systems as a result.
Some examples of common discrepancies include dead-ended wiring, compromised watertight integrity, wire chafing and deteriorated wiring.
Dead-ended wiring is when equipment is changed or removed and new wiring is installed. Sometimes the old wiring is not removed or properly put in a junction box, which poses a shock hazard if the wiring is still energized.
Compromised watertight integrity can occur when wiring that penetrates a watertight bulkhead is replaced. The penetration must be made watertight, or the watertight integrity and fire boundary of the space becomes compromised.
Wire chafing is when wire runs that are susceptible to vibrations and movements aren’t adequately protected where pinch points and rub hazards exist. Excessive wear can compromise the sheathing and insulator, and can cause a circuit short or fault and in some cases result in a component failure or fire.
Deteriorated wiring is when wiring is exposed to water, which compromises the integrity of the sheathing and insulator. This can cause a circuit short or fault and in some cases result in a component failure or fire.
Ultimately, says the Coast Guard, vessel masters are responsible for vessel safety, and routine inspections of vessels’ electrical systems should be conducted by trained personnel and in accordance with applicable regulations and standards.
“It shouldn’t be assumed that all discrepancies are identified during fit-out exams,” the USCG said in a statement. “Some items require attention and troubleshooting beyond the scope of an annual exam.”
Tuesday, March 22, 2016
USCG Shuts Down LB Passenger Vessel
By Mark Edward Nero
Investigators at the US Coast Guard’s Los Angeles-Long Beach sector said they have identified and ordered the cessation of activities on what they say is an illegal passenger vessel operating in Long Beach.
The vessel Orion, operated by the Angel’s Ashes charter company, is suspected of taking passengers for hire while operating out of Long Beach Harbor. Coast Guard Los Angeles-Long Beach sector commanding officer Capt. Jennifer Williams has issued a captain of the port order to the vessel’s owner to immediately cease operations as a commercial passenger vessel.
The Angel’s Ashes is a Long Beach-based company providing burials at sea. The Orion is a 40-foot twin diesel, aft cabin motor yacht used by the company in the course of its business.
In a notice posted on the Angel’s Ashes website after the Coast Guard action, the company announced that it is currently undergoing a “restructuring,” and is currently only performing unattended burials at sea.
Under the law, vessels carrying at least one passenger for hire, but no more than six passengers, require at a minimum a Coast Guard credentialed operator who holds a valid passenger vessel operator license.
Vessels carrying more than six passengers with at least one passenger for hire require a Coast Guard licensed master. The vessel must also be inspected by the Coast Guard, with the vessel’s certificate of inspection posted in a location visible to passengers.
Operating an illegal passenger vessel can potentially result in civil penalties in excess of $35,000 depending on the severity and violation, according to the Coast Guard.
Tuesday, March 15, 2016
Seattle Grand Jury Indicts Shipping Companies
By Mark Edward Nero
A grand jury in Seattle has indicted two shipping companies and two engineers for alleged crimes related to the illegal discharge of oily wastewater from a Cyprus-flagged cargo ship.
The vessel is a 15-year-old bulk carrier known as the M/V Gallia Graeca, according to US Attorney Annette L. Hayes, who revealed the indictment on March 10.
The ship’s operator, Angelakos S.A., its owner, Gallia Greaca Shipping, and two engineers are scheduled to be arraigned on the indictment on March 24. Angelakos is a Panama company, while Gallia Greaca Shipping is based in Cyprus.
According to the indictment, the M/V Gallia Graeca travelled from China to Seattle in October 2015, and during the voyage, a pollution-control device known as an oil water separator was inoperable, resulting in the accumulation of untreated oily water.
The defendants operated the equipment in a way that bypassed safeguards that prevent the discharge of oily water, resulting in the discharge of more than 5,000 gallons of contaminated water on Oct. 16, 26 and 27, 2015, the indictment claims.
The indictment also alleges that the defendants concealed the incidents from the US Coast Guard by making false statements to inspectors, and making false statements and omissions in the ship’s record book.
When Coast Guard inspectors asked the engineers to operate the oil water separator during the inspection, the engineers did so in such a way that the equipment appeared to be working properly even though it was not, according to the US Attorney.
The two engineers and the two companies operating the ship are charged with falsification of records, which is punishable by up to 20 years in prison, with concealment of material information, which is punishable by up to 10 years in prison, and with violating the Act to Prevent Pollution from Ships, which is punishable by up to five years of imprisonment.
Each count of conviction is also punishable by a $500,000 fine.
The case is being investigated by the US Coast Guard and the Criminal Investigation Division of the Environmental Protection Agency.
The full indictment can be seen and downloaded at https://www.justice.gov/usao-wdwa/file/831881/download
Tuesday, December 15, 2015
Storms Close 9 Pacific Northwest Ports
By Mark Edward Nero
On Dec. 11, two US Coast Guard captains of the port temporarily closed nine maritime entrances in the Pacific Northwest – seven in Oregon, two in Washington – due to severe sea conditions and large amounts of debris in the water caused by a string of storms.
The entrances are expected to remain closed during the duration of the inclement weather, which began December 7 and includes heavy rain and snow.
In Washington, the port of Grays Harbor in Westport; and Quillayute River in LaPush were closed; in Oregon, the ports of Chetco River in Brookings; Coos Bay; Umpqua River in Winchester Bay; Siuslaw River in Florence; Yaquina Bay in Newport; Depoe Bay; Tillamook Bay in Girabaldi were all closed.
The Columbia River was also closed to all maritime traffic.
The action was taken after several storms carrying strong winds and heavy rainfall crossed the Pacific Northwest last week and caused flooding and landslides in parts of Oregon and Washington. Flood waters and landslides caused large amounts of debris to flow in the river systems causing potential problems with maritime traffic.
“My job as a captain of the port is to ensure safety throughout the maritime infrastructure and part of that is to sometimes close the lanes of traffic that mariners use,” said Capt. Dan Travers, commander Sector Columbia River and captain of the port for all ports in Oregon and southwest Washington. “The storms that we all experienced over the last several days have made it dangerous for mariners to transit in and out of our many rivers due to severe sea conditions and debris.”
As of Dec. 14, the maritime entrances were still closed to all recreational and uninspected passenger vessels, according to the Portland branch of the National Oceanic & Atmospheric Administration.
On Dec. 11, two US Coast Guard captains of the port temporarily closed nine maritime entrances in the Pacific Northwest – seven in Oregon, two in Washington – due to severe sea conditions and large amounts of debris in the water caused by a string of storms.
The entrances are expected to remain closed during the duration of the inclement weather, which began December 7 and includes heavy rain and snow.
In Washington, the port of Grays Harbor in Westport; and Quillayute River in LaPush were closed; in Oregon, the ports of Chetco River in Brookings; Coos Bay; Umpqua River in Winchester Bay; Siuslaw River in Florence; Yaquina Bay in Newport; Depoe Bay; Tillamook Bay in Girabaldi were all closed.
The Columbia River was also closed to all maritime traffic.
The action was taken after several storms carrying strong winds and heavy rainfall crossed the Pacific Northwest last week and caused flooding and landslides in parts of Oregon and Washington. Flood waters and landslides caused large amounts of debris to flow in the river systems causing potential problems with maritime traffic.
“My job as a captain of the port is to ensure safety throughout the maritime infrastructure and part of that is to sometimes close the lanes of traffic that mariners use,” said Capt. Dan Travers, commander Sector Columbia River and captain of the port for all ports in Oregon and southwest Washington. “The storms that we all experienced over the last several days have made it dangerous for mariners to transit in and out of our many rivers due to severe sea conditions and debris.”
As of Dec. 14, the maritime entrances were still closed to all recreational and uninspected passenger vessels, according to the Portland branch of the National Oceanic & Atmospheric Administration.
