Description:
U.S. Coast Guard blog describes today's global marine transportation challenges and the role Coast Guard, recreational boaters, and professional mariners have to protect maritime commerce, the marine environment, and safety of life at sea.
Contents:
Lessons Learned – Fire Aboard a Cruise Ship, Part I
 Excerpt from U.S. Coast Guard “Proceedings of the Marine Safety & Security Council” magazine by Ms. Diana Forbes, managing editor, Proceedings.
Lessons learned from marine casualty reports are regularly featured in Proceedings of the Marine Safety & Security Council magazine. These articles explore marine incidents and the causal factors, outline the subsequent casualty investigations, and describe the lessons learned as a result. We will post a "Lessons Learned" feature on this blog once every two months.
It is important to note that lives were lost in some of the marine casualties we present. Out of respect for the deceased, their families, and surviving crewmembers, we do not mention the name of any person involved.
On March 23, 2006, the passenger ship Star Princess suffered a serious external fire. Even though the ship met the necessary fire protection requirements, a fire broke out on a balcony then spread rapidly from balcony to balcony. As a result, 13 passengers and four crewmembers suffered smoke inhalation, and one passenger died.
The Incident
On the morning of the incident, the sea was calm and visibility was good. At 2:50 a.m., a security patrol smelled something burning. This was reported to the officer of the watch and the area was checked. Nothing was found, but the officer instructed the security patrol to include the area during overnight rounds.
Nineteen minutes later the fire turned from smoldering to fully blown. At that time (3:09 a.m.), the officer of the watch received a call from a passenger. The bridge lookout reported the same fire almost simultaneously. The photo is a still from a video taken two minutes after the first alarm.
 Quick Reaction
Amidst a steady stream of smoke detectors, heat detectors, and alarms going off on multiple decks, the crew’s response also occurred in rapid succession.
The officer of the watch made a broadcast over the public address system and sent the assessment party to the area (3:10 a.m.). The senior first officer saw the scale of the fire and immediately requested the bridge to broadcast the crew alert (3:13 a.m.).
The fire’s location was pinpointed and at 3:14 a.m. the fire screen doors were closed. In the next few minutes, the ventilation was also stopped, and the captain reduced speed to lessen the wind over the deck. During this maneuver, the relative wind shifted and the flames became more vertical.
At 3:20 a.m., the passengers were instructed to go to their muster stations. Lifeboats were prepared, but the port boats waited for protection from fire hoses because the fire was on the ship’s port side.
Firefighting Efforts
The fire started on a port side balcony and spread rapidly to adjacent balconies and up several decks. It also spread into staterooms as heat shattered the balcony doors, but was contained by each stateroom’s fire-smothering system.
As the fire progressed, the balcony partitions and other combustible materials generated dense black smoke which entered staterooms and alleyways and hampered evacuation.
Passenger Rescue Complications
Section leaders attempted to clear every stateroom by using keys to enter and evacuate passengers. However, one section leader didn’t have keys to dozens of staterooms, and had to bang on doors.
Because telephone lines were busy, the section leader couldn’t call his zone commander to request additional master keys, nor could he inform the commander that he was unable to check those locked rooms.
There was much confusion trying to piece together who was safe, especially when passengers went to incorrect muster stations. Initial headcounts and roll calls took hours because they had to be repeated several times, especially in one muster station that did not have a megaphone.
The Cause
The fire was likely started by a discarded cigarette that ignited combustible materials on a balcony, then spread rapidly from balcony to balcony.
But why did the fire burn so quickly and densely? Aren’t regulations in place to fireproof passenger ships?
The material used for the partitions and deck covering was determined by several factors, such as durability in a marine environment, weight, aesthetics, cost, and availability. Combustibility and toxicity when burning, however, were not evaluated.
Previous to this incident, such concerns were only defined in regulations that were applicable to internal spaces, not outdoor balconies. This incident brought to light that the regulation’s purpose to contain a fire in its space of origin was by no means achieved.
In Part II we will detail rescue efforts and lessons learned in the aftermath.
Full article is available at www.uscg.mil/proceedings. Click on “archives” and "2008 Volume 65, Number 2" (Summer 2008).
Subscribe online at http://www.uscg.mil/proceedings/subscribe.asp. Online survey available at: http://www.uscg.mil/proceedings/survey.asp.
Direct requests for print copies of this edition to: HQS-DG-NMCProceedings@uscg.mil.
Fall 2009 Available Online
The current edition of Proceedings (Fall 2009) is available online at http://www.uscg.mil/proceedings/.
The issue examines preparedness through the lens of the Coast Guard’s Marine Environmental Response (MER) program and crosses a broad range of topics, including international and industry partnerships, response tools, past responses, exercises, and lessons learned.
Upcoming in Proceedings
Winter 2009-2010: Grassroots efforts
· What’s the Coast Guard done for me lately?
· Local and regional efforts
Spring 2010: Rulemaking Update
· Rulemaking 101
· Interagency interaction
· Supporting analysis
· Public participation
Your Opinion
· What do you want to read in Proceedings?
· What area under the Coast Guard’s marine safety, security, and environmental protection missions affects you most?
· What do you want to know more about?
Post a comment here or send us an e-mail at HQS-DG-NMCProceedings@uscg.mil.
Subscribe online at http://www.uscg.mil/proceedings/subscribe.asp.
Online survey available at: http://www.uscg.mil/proceedings/survey.asp.
A Day in the Life of a Lead Deckhand
Excerpt from U.S. Coast Guard “Proceedings of the Marine Safety & Security Council” magazine. By Captain Richard L. Ehringer, Consul Energy, General Manager of Mon River Towing.
Up Before Dawn
I start my day at 4:30 a.m., one hour before the start of the watch. This gives me time to grab a cup of coffee and a quick breakfast. I also take the fuel report at this time. At 5:30 a.m. I relieve the leadman on the back watch.
If we are in a landing, my stern deckhand and I will finish any remaining work. After tow is completed, I’ll check every barge for water. I then place the pumps where needed and return back to the pilot house to check the orders and attend a safety meeting.
At Daybreak
At this point it is daylight and I am able to go out to shovel and sweep the barges. While sweeping, I’ll check the safety lines and clean up any busted lines or wires. After this, I usually head back to the boat for a short break.
After my break, I’ll report to the captain for tasks like painting or specific cleaning jobs. After I have completed those, I check the engines and light plants in the engine room. This check is the responsibility of the lead deckhand.
Between 9:30 a.m. and 10:00 a.m., I will start to prepare lunch for my watch and the next watch. At 11:30 a.m., my watch is completed.
Downtime Between Watches
The next six hours are my time to shower, eat, call home, relax, and wind down. This is also where I get to sleep. I usually tend to get about 3 to 4 hours of sleep.
Around 4:30 p.m. I will wake up and start all over again.
I’ll grab a cup of coffee, a quick bite, and relax until 5:30 p.m., when it’s time to relieve the previous watch. I start by checking the barges for water and move pumps if needed. I then report back to the pilothouse for another safety meeting. After the meeting I find out what tasks the captain has for me. I’ll then head to the engine room to check the engines, drain any water, and clean up any oil on the floor.
Miscellaneous Tasks
At this point, I will take a break and get a snack or cold drink. After my break, I will start on any tasks the captain has given to me. After this, I will spend some time on some odds and ends, like putting eyes in lines, checking batteries for water, wiping down walls, and checking the light bulbs around the boat. Some other tasks also include sweeping the gunnels, picking up trash off the decks, and anything else I see that needs to be done.
All of these tasks are completed in between building a tow and guiding the pilot through the locks. Every watch is different, depending on the orders and any situations that could occur. At 11:30 p.m., my watch is over.
And So it Goes …
… pretty much the same, day after day, for 14 days. As the forward lead deckhand, I work from about 6:00 a.m. until noon, and again from 6:00 p.m. until midnight, a total of 12 hours per day.
A lead deckhand’s days vary from one task to another, depending on what our delivery and pick-up orders are. One watch, I may be just riding out the watch between landings. That’s when I catch up on cleaning, chipping, painting, or whatever else needs to be done on the boat. Maintenance and cleaning on the boat is an ongoing process.
Other watches, I’ll find myself in a landing, wiring a tow together for the entire watch. Not too often, but it happens.
My hitch will be over in a couple more days and then I’ll be home for seven days (actually six full days). I’ll have to readjust my sleep patterns with the absence of the engine noises that I got accustomed to for 14 days.
All in all it’s a pretty good life once you adapt. The pay and benefits are decent. I’m saving some for retirement and my co-workers are all pretty good guys. There’s a lot of worse ways to make a living.
About the author:
Captain Ehringer started with J&L Steel Corporation as a deckhand in March of 1963 and soon earned his first mate, master, and first class pilot licenses for inland river steam and motor vessels (all gross tonnage). Since 1983, he has managed various aspects of customer service and operations for the Mon Valley Transportation Division, Ingram Barge Company, and Mon River Towing, where he now serves as general manager. He has also held several leadership positions for the Waterways Association of Pittsburgh, the Port of Pittsburgh Commission, and both the Pittsburgh Maritime and Propeller Clubs.
For more information:
Full article and “U.S. Coast Guard Western Rivers Sectors” edition of USCG Proceedings is available at www.uscg.mil/proceedings. Click on “archives” and then “2007-08 Vol. 64, Number 4” (Winter 2007-08).
Subscribe online at http://www.uscg.mil/proceedings/subscribe.asp.
Online survey available at: http://www.uscg.mil/proceedings/survey.asp.
Direct requests for print copies of this edition to: HQS-DG-NMCProceedings@uscg.mil.
Rivermen’s Lingo
Excerpt from U.S. Coast Guard “Proceedings of the Marine Safety & Security Council” magazine. By LT Mark Sawyer, U.S. Coast Guard.
One can quickly identify a riverman by his nomenclature. Rivermen have developed a vocabulary unique to the river industry. For example, calling a riverman’s vessel a “tugboat” will make him cringe. This simple slip identifies you as a “blue water” person with little knowledge of the rivers.
TOWBOATS vs. TUGS
In the May 2007 issue of "Workboat," an article entitled “Tug or Towboat: Which Is It?” helps to clarify the difference. The author explains “a towboat is flat on the front, not a V-bow, and has push knees or toe knees to ‘face up’ to the end of a barge or barges.” In other words, tugs are used primarily on the coast to assist vessels coming into/out of port, while towboats are used to push barges. Towboats are used mainly on the inland rivers; therefore, a riverman’s vessel is called a towboat.
PILOTHOUSE vs. BRIDGE
A “pilothouse” is the common navigational bridge of a towboat. It is the location where the master or pilot navigates the vessel. If one uses the term “bridge” on the rivers, the rivermen will be looking for a structure that spans a waterway, such as a highway or railway bridge.
HITCH vs. CONTRACT
When one asks a riverman how much longer he has on the towboat, he will give the days left on the “hitch.” A hitch varies depending on the company; typically they are 20 to 30 days. A “contract” is usually reserved for deep-draft vessels, when a mariner signs a contract to serve on a vessel for a specified period of time.
TOWBOAT PILOT vs. BAR or HARBOR PILOT
A “towboat pilot” is a member of the towboat’s crew and is the officer in command on the after watch (12 a.m. - 6 p.m.). A towboat pilot holds a Coast Guard license as a mate (pilot) of towing vessels, whereas a bar or harbor pilot holds a first-class pilot license. Furthermore, a bar or harbor pilot is assigned to a vessel temporarily to help the crew aboard navigate a particularly hazardous area. The bar or harbor pilot has an intimate knowledge of the area in which the vessel is operating, moreso than the crew aboard the vessel. Bar or harbor pilots are often used to bring deep-draft vessels into and out of a coastal port.
WHEEL vs. PROPELLER
On a towing vessel operated on the rivers, the term “wheel” is used to describe the propeller, the steering wheel, or a paddlewheel. On the coast, mariners do not use the term wheel, unless occasionally referring to the helm. Coastal mariners call the fan-like devices that move the vessel along by lift created when the angled blades turn in the water as the “propellers” or “screws.” Very seldom will you hear rivermen call the propellers anything but wheels. This term originated from paddlewheels, which were used as the main source of propulsion on the rivers long before propellers.
Unique Terms Used by Rivermen
Acorn Float - A wooden float, shaped like an acorn, measuring about eight inches in diameter by a foot long, used as a life preserver on the old steamboats before personal flotation devices and work vests were invented.
After Watch/Forward Watch - The “after watch” is the working shift on towboats from 12 a.m. – 6 p.m. The “forward watch” is the working shift on towboats from 6 a.m. – 12 p.m.
Backwater - Water that backs up into a tributary when the river rises.
Bull Roaster - A towboat cook.
Chasin’ Frogs - Running aground.
Choke a Stump - Moor to a tree on the bank.
Clorox Bottle Raise - Sudden increase in flow after a dry spell that brings out a lot of drift.
Drift - (1) To float with the current, (2) motion of a vessel caused by current or wind, (3) floating debris in the river, (4) distance between the hook block and boom sheaves of a crane.
Face Up - To bring the head of the boat up against the stern of the tow and secure it with the face wires.
Face Wires - Steel cables from the head winches or capstans used to connect the tow boat to the barges.
Lower Gauge - Water level gauge on the downstream side of a lock.
Mule Train - Maneuver sometimes used in ice, where the barges are pulled single-file behind the towboat.
Splitting on the Head - Facing up with the boat straddling two barges.
Trip Pilot - A pilot employed on a single trip, rather than employed on a regular basis.
Upper Gauge - Water level gauge on the upstream side of a lock.
Yawl - Small dingy or tender carried aboard towboats.
About the author:
LT Mark Sawyer has served as chief of prevention at USCG Marine Safety Unit Huntington. He is a graduate of Officer Candidate School and holds a Master of Science in occupational safety and health and a Master of Business Administration.
For more information:
Full article and “U.S. Coast Guard Western Rivers Sectors” edition of USCG Proceedings is available at www.uscg.mil/proceedings. Click on “archives” and then “2007-08 Vol. 64, Number 4” (Winter 2007-08).
Subscribe online at http://www.uscg.mil/proceedings/subscribe.asp.
Online survey available at: http://www.uscg.mil/proceedings/survey.asp.
Direct requests for print copies of this edition to: HQS-DG-NMCProceedings@uscg.mil.
Baseball in the Heartland
Excerpt from U.S. Coast Guard “Proceedings of the Marine Safety & Security Council” magazine. By LT Michael Anderson and Mr. Todd Epperson, U.S. Coast Guard; and Mr. James Holman, City of Pittsburgh Emergency Medical Services/River Rescue Division.
What do Pittsburgh’s PNC Park, Cincinnati’s Great American Ballpark, and St. Louis’s Busch Stadium have in common? The answer is not that they all serve $5 draft beers and foot-long hot dogs. Although that may be true, the answer is that they are all located on the banks of the Western Rivers system.
The Mississippi, Ohio, Missouri, and other tributary rivers that form this river system play host to many other professional sports on their shores, but perhaps none more prominent than the great American pastime—baseball. Because many of these real-life fields of dreams are in such close proximity to the waterways, they pose unique safety and security concerns for the Coast Guard units that serve those communities.
Baseball, Major and Minor
The shorelines of the Western Rivers are peppered with professional baseball stadiums—some big, some small. Minor league baseball stadiums such as John O’Donnell Stadium and Riverview Stadium are both located on the banks of the Mississippi River.
When the Majors Come to Town
Major league baseball is not only extraordinarily popular, it’s also big business. With big business comes high-profile events like the World Series and All-Star games.
Both of these events have occurred at venues located on the Western Rivers system—Busch Stadium and PNC Park, respectively. Both of these events created significant operational, tactical, and logistic challenges.
In hosting the MLB All-Star game and related events, the City of Pittsburgh Police Bureau and PNC Park officials took the lead in developing the overall security plan. Coast Guard Marine Safety Unit Pittsburgh and the City of Pittsburgh River Rescue Unit coordinated closely to provide maritime safety and security for the five-day event, and co-chaired the maritime operations working group.
 Coast Guard forces, working closely with Pittsburgh River rescue resources, conducted more than 300 security sweeps and security spot-checks of passenger and recreational vessels and dozens of dive sorties on commercial vessel hulls and sea walls. They also executed over 35 passenger vessel physical security escorts.
The photo depicts Coast Guard 25-foot defender-class boats operating during the All-Star game home run derby competition, as kayakers attempt to retrieve balls hit out of PNC Park and into the Allegheny River.
All-Star AMSTEP
To prepare, Coast Guard forces and federal, state, and local law enforcement agencies participated in an area maritime security training and exercise program (AMSTEP) tabletop exercise (TTX) sponsored by the Coast Guard and hosted by MSU Pittsburgh. The exercise took place three months prior to the All-Star game and was a key element in enhancing strong partnerships across a broad spectrum of stakeholders.
The objectives of the All-Star game AMSTEP TTX were consistent with many of those emphasized in the overall Pittsburgh area maritime security committee plan and included becoming aware of vulnerabilities, developing strategies to reduce risk, implementing procedures to manage consequences if needed, improving communication, and conducting training to increase responder/personnel preparedness.
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