SEABGB

The Diesel Quandary

noreply@blogger.com (Unknown) — Wed, 03 Jan 2018 16:29:00 +0000

So I'm looking to re-power Moonfish, which, because it was built before 2000, doesn't fall into the mandatory emission replacement protocols. I'd take another Mack in a heartbeat, but unfortunately, Mack was bought by Volvo, and Volvo had a 6-cylinder 650 hp (650 hp, they claim) marine diesel, and because they didn't want to redesign the motor to meet new emission standards (yeah, right...more like they didn't want the competition from a better, more popular motor, one of the best diesels ever built), Volvo killed the Mack E7M.

I can get another mechanical diesel, rebuilt, remanned, but they are getting harder to find. Not only that, I'd like the exhaust and water pump to be on the starboard side, right side of the motor. Anyway, I've been looking at diesels on Ebay and elsewhere for months, and I've come to realize some stuff.

Government has really screwed the pooch on this. I'm not just talking about emissions, climate change, global warming, or pollution. I'm also talking about the search for more horsepower per pound. While the government is regulating particulates, CO, and NOx out of compression-ignition engines, the military, and even the average consumer or commercial operator, desires the most horsepower out of the smallest package. These two objectives seem to be mutually exclusive.

So how have manufacturers done answering the demands of both goals?

For one thing, to control pollution, all new engines are run by computers that operate on the feedback-loop principle. Basically, it's all about coolant and air temperature, filtration, and engine load. In the old days, if you stepped on the pedal of your tractor hauling 50 tons of frozen hamburger up a hill, the fuel pump would dump roughly the same amount of diesel into the cylinders as if your were riding light. The result: unburnt fuel poured out of the stacks in clouds of black smoke as the fuel pumping into the cylinders failed to fully combust under the heavier than expected load. But today the engine control module senses the load and meters the fuel in precise amounts to only send enough to get the engine accelerating accordingly, all of this to reduce emissions. That's fine. It's great. It's technological advancement, and it's what the human race is about.

But...

New, electronically controlled engines aren't lasting as long as older mechanically controlled engines did. And mechanically controlled engines are being regulated out of existence and destroyed by the government at the same time. Financial incentives to upgrade to Tier 3 and Tier 4 motors are substantial. We're talking forty percent of the cost of the motor including the cost of installation. To give you an example, in my little 37' boat, a 650 hp Tier 3 motor will cost $100,000, including installation. The government will pay 40% of this. Translation: you, the taxpayer, are ponying up $40,000 for my new motor. And I'm just a small time operator.

Now take into account the added cost of maintenance, repair, and downtime on engines, which are much more complex than mechanically controlled engines. When things seem to go wrong in an electronically controlled motor, it tends to be of the catastrophic variety. Yes, we are keeping carcinogens out of the air by turning to newer diesel engines, but at what "net" cost to the environment. Has anyone bothered to analyze this? If an engine is being replaced every 10,000 hours instead of every 50,000 hours, what are we compromising? What it is the environmental cost of replacement manufacturing?

I mentioned that newer engines aren't lasting very long. An example. Thirty years ago it would not have been uncommon to see a 3406 Caterpillar diesel engine with 50,000 hours on it still running strong in a boat. I would like someone to show me one C9 or C10 Cat that hasn't had problems requiring a major at 10,000 hours.

Another example, this one in the automotive industry: The Ford 7.3L diesel, the original Navistar by International, one of the best diesels every built, like my Mack E7. The 7.3 was a slow dog on the entrance ramp but it would go a million miles, literally. Replaced by the 6.0L in 2003 because the 7.3 could not be adapted to meet the new emission standards. The Ford 6.0L was a disaster at rollout. Ford ultimately used the consumer to beta test it. Years of catch-up re-engineering, recalls, and factory remans took place until Ford finally gave up and replaced it with the 6.4L in 2008. This one also had major design issues and I would call it an engineering failure given that it was replaced 2 years later with the 6.7L. The 6.4 was more reliable than the 6.1 but new emission controls made it fuel hungry. The 6.7 is in service 8 years now.The 7.3L had a service life of 9 years but was only taken out of service because of emission regs. The new 6.7L has known issues and went through a Gen2 modification in 2017. It is still a very fussy engine and requires frequent checks and scrupulous attention to its maintenance, as do all late tier on-the-road diesels.

And here's another recent twist: The CEO of Volvo recently announced that their latest automotive diesel redesign would be their last. They will not try to meet new European emission control targets with another diesel engine. This applies just to their car engines. Anyway, the reason: It's just too expensive and not cost-effective. I would also argue -- although I have no data to back this up -- that the intended benefit to the environment by establishing stricter and stricter emission control standards in diesel engines has been reduced significantly, and maybe completely nullified, by the additional manufacturing of emission control components, the manufacturing of new power plants needed to replace those that failed to meet original design parameters, and the deliberate destruction and de-commissioning of perfectly good power plants that don't meet newer emission standards.

The short of it is this: As I look for a mechanical replacement for my perfect Mack diesel, I'm struck by the number of engines I see in the same horsepower range with dual turbos on the back and complex serpentine belt arrangements on the front. Why? Why would I want two turbos to worry about blowing a seal. Why would I want to change a serpentine belt in a raging gale at sea.

At one time, I would look at a new marine diesel and ask myself why an engine manufacturer would mount oil filters horizontally. Now I look at them and I see EGRs and DPFs (Diesel Particulate Filters). The DPF collects particulates before they leave the exhaust. When the DPF fills to a certain point, a sensor triggers a feedback signal to the control module. The module changes the metering of fuel to increase engine exhaust temperature so that the particulate matter can be burned away. Does this seem like a good idea to you? Doesn't this type of engineering feel like an afterthought" At what point are we having the engine do almost as much work controlling emissions as we have it actually moving the vehicle?

I'm being facetious with my last statement, but I think the writing is on the wall. Volvo is getting out of the automotive diesel engine business, and other manufacturers are sure to follow. What comes next for other industries?

Free! Promotion Ends Monday!

noreply@blogger.com (Unknown) — Fri, 15 Sep 2017 12:00:00 +0000

CLICK HERE: CALAMITY

Documentation Renewal SCAM ALERT!

noreply@blogger.com (Unknown) — Thu, 31 Aug 2017 16:09:00 +0000

I'm posting this to make mariners out there aware of a scam some companies are running to take your money for renewing your vessel's USCG document.

The renewal of your USCG document costs $26 and you can do it one of two ways. You can go here:

www.dco.uscg.mil

and click on the Renewal button in the menu to the left of the page.

Or you can go here:

www.pay.gov

and do a SEARCH for "Vessel Documentation" and hit the "Continue to Form" button.

Pay.Gov is direct. The USCG web page will link you back to Pay.Gov. Either way, the process is simple and straightforward. Pay with a credit card. The cost is $26.

These private service companies that are offering to do this for you are charging $75, and they are not upfront with who they represent. In fact, they are trying to deceive you into thinking they are officially representing the USCG as a documentation service.

If you get a letter from uscgdocumentation.us or vesseldocumentation.org, throw it in the garbage and follow the instructions above.

Do not be fooled by what these companies are offering. They are stealing your money.

noreply@blogger.com (Unknown) — Fri, 02 Dec 2016 20:58:00 +0000

noreply@blogger.com (Unknown) — Tue, 08 Nov 2016 20:09:00 +0000

A Float Note

noreply@blogger.com (Unknown) — Tue, 01 Nov 2016 23:14:00 +0000

Before attempting to take a stranded vessel in tow, especially one that has been storm-tossed onto hard bottom, it's wise to conduct a thorough survey, make temporary repairs as required, and take every precaution to ensure a safe passage. This means making certain onboard bilge and/or emergency pumps can stay ahead of flooding, and securing against fire and catastrophic loss of stability.

noreply@blogger.com (Unknown) — Thu, 17 Jul 2014 20:42:00 +0000

SEAWOLF IN ROCKLAND HARBOR, MAINE

noreply@blogger.com (Unknown) — Thu, 12 Jun 2014 12:48:00 +0000

Shift Change at French Lighthouse: http://youtu.be/64dfpnhsu1g

Sea Rescue (raw footage)

noreply@blogger.com (Unknown) — Sun, 06 Apr 2014 18:30:00 +0000

"Sick baby rescued in Pacific Ocean" - http://www.reuters.com/news/video?videoId=304492385

Will Loran Make a Comeback?

noreply@blogger.com (Unknown) — Sun, 02 Mar 2014 16:42:00 +0000

The short answer is: It already has in Northern Europe and elsewhere.

Enhanced-Loran (eLoran) is the upgraded version of Loran-C. Although President Obama cut funding for the USCG's oversight and manning of Loran stations in the US in 2009, contributing to the complete phasing out of Loran-C transmissions in North America in 2010, government and other studies have provided convincing evidence that the land-based radio-navigation system is the only available back-up, as well as the most viable navigational adjunct, to the GPS satellite network currently serving as the world's primary signal delivery system. Furthermore the Loran signal is a more robust signal than that which comes from the Global Navigation Satellite System (GNSS), which makes it less vulnerable to interference or jamming.

The Department for Transport in the UK approved eLoran and provided the necessary funds to make the system fully operational by the summer of 2014. And the Independent Assessment Team (IAT) of the Institute for Defense Analysis has shown that the cost of dismantling and phasing out of Loran in the U.S. will actually exceed the cost of upgrading to eLoran.

Enhanced-Loran has become even more important as a result of the Obama administration's retirement of the Space Shuttle Program and its cutting back on funding to NASA. According to the GAO, the GPS upgrade program is about three years behind schedule.

Tell this administration through your congressmen that it should approve funding for programs that directly impact this country's strength and security. If they think it's critical for mariners and others in the UK and Northern Europe, this administration should think it's equally important for us here in America.

Working on the Water

noreply@blogger.com (Unknown) — Thu, 14 Nov 2013 21:55:00 +0000

Upcoming Working on the Water Gathering.

Carnival Cruise Lines

noreply@blogger.com (Unknown) — Fri, 15 Mar 2013 15:43:00 +0000

People have been asking: What's going on with Carnival Cruise Lines? I mean , how many toilets have to overflow before someone takes a long, hard look at the fleet. If these were airplanes, they'd be grounded indefinitely. So, is it an intake problem? Are the generators just getting old? Do they need to be rebuilt? Are there wiring issues? Is it a breaker problem? Are the ships being sabotaged? Lots of questions and very few answers. All said, this has got to cut into business. At the very least, somebody is going to lose their job. Make that last line plural, because no way one person can be held solely responsible. Maybe the entire engineering management staff need to be replaced. Or maybe the bean counters.

MS CAROLINE - Vessel Stats

noreply@blogger.com (Unknown) — Mon, 25 Jun 2012 15:21:00 +0000

Asleep at the Helm. Vessel Stats: Vessel Information: Vessel Particulars: Vessel Name: MS CAROLINE VIN: 1199076 Hull Number: 1750 Vessel Flag: UNITED STATES Vessel Call Sign: WDD7349 Build Year: 2007 Service: Passenger (Inspected) Length: 156.4 ft Breadth: 31.0 ft Depth: 13.4 ft Alternate VINs: CG8613701199076, IMO Number: Service Information: Tonnage Information: Service: In Service Out Of Service Date: N/A Last Removed From Service By: N/A Deadweight: Gross Tonnage(GRT): 96 Net Tonnage(NRT): 66 Gross Tonnage(GT ITC): 409 Cargo Authority: Vessel Documents and Certifications Document Agency Date Issued Expiration Date CERTIFICATE OF DOCUMENTATION USCG April 24, 2012 May 31, 2013 Certificate of Inspection - Amended USCG May 16, 2007 May 16, 2012 Certificate of Inspection USCG May 16, 2007 May 16, 2012 Stability Letter ABS May 15, 2007

Marty Visits the Nina and Pinta

noreply@blogger.com (Unknown) — Mon, 25 Jun 2012 15:14:00 +0000

Replicas Visit the Hudson River. Thanks for the photos, Marty.

Dumb Boaters

noreply@blogger.com (Unknown) — Wed, 30 May 2012 14:52:00 +0000

Steam Ship Keewatin Retires

noreply@blogger.com (Unknown) — Tue, 29 May 2012 13:07:00 +0000

Saugatuck, Douglas community says farewell to Keewatin

Ed's Fish Story

noreply@blogger.com (Unknown) — Thu, 03 May 2012 15:23:00 +0000

SAILORS OF FORTUNE By Ed Schneider

She’d pulled it out many times over the years: the photo of her at 18 on the deck of a fishing vessel. In it she’s surrounded by other schoolgirls with their hair in rollers, who marvel at a 250-pound blue marlin laid out across the stern of boat. My wife, at that time no bigger than its dorsal fin, had landed this monster in a seven-hour ordeal. She looked proud and exhausted. The other women looked envious. Everything I know about fishing, I learned from this picture.

At an hour even laughing gulls don’t find funny, four self-proclaimed sea sirens and I stowed our gear -- chips and Diet-Cokes, mostly -- in the cabin of the 50-foot charter boat Dollar Bill. Our mission: to catch a 600-pound tuna and sell it to the Japanese for $30,000 like some guy we’d read about in the newspaper.

As we settled in -- a matter of choosing our own piece of gunwale -- the Bill roared to life and before you could say “Dramamine,” we pulled out of Ocean City at 24 knots through what Captain Cale Layton called “medium chop.” This, I found, is a nautical euphemism for “hurl-inducing turbulence” featuring waves as high as an elephant’s eye -- and sometimes higher.

I can report that taking notes in “medium chop” causes mild queasiness... Make that extreme nausea. Excuse me...

Okay, I’m back. Doesn’t look like I missed much either. The Bill, bounding due East, has yet to reach the Hot Dog Lumps, an area 40 miles out where, we were told, schools of tuna, marlin and dolphin eagerly waited to jump on our hooks.

I can report that it takes nearly two hours to reach the Lumps and once you’re out there... well, there you are. No dogs, no lumps and for a long time, no fish.

After we watched first mate Scott Waltmeyer bait and cast eight lines, there was little to do except wait and wait and wait until the tuna noticed.

I found you have two options during this period: You can hold the pole or you can let the boat hold the pole. I’d recommend the boat.

Sandy, a fitness executive, insisted on holding her pole. Thereafter, however, her day was spent “feeding the fishes,” after which, she’d sleep for an hour, then stagger back on deck to flirt with the captain, throw up again and start the process all over.

Sekita, the next to succumb, grappled more actively with her mal de mer. Like a triumphant diva, she’d bow over the side and, with a gesture she refined as the day wore on, whip off her sunglasses and regally thrust them back into our waiting hands.

After watching these two perform, I can report that seasick sea sirens really do turn green.

Meanwhile, the hale among us whiled away the time planning how we’d spend our 30 grand. Tax-free munibonds seemed tempting until Joan, a practical publicist, argued persuasively for a new Lexus. As we debated color selection, a pole came alive and Scott scrambled into action. He whipped the rod from its mounting and cranked the reel like crazy.

“Shouldn’t we have some kind of orientation?” cried Joan as Scott handed her the pole. Never mind, we didn’t need it, for our quarry (a 600-pounder, for sure) broke free.

For the rest of the morning, we saw only two kinds of fish: One was the 9-inch Ballyhoo Scott used for bait (about which Sandy, in one of her lucid moments, exclaimed, “I thought that’s what we’d be catching!”) and the other was gold, came in a box and was made by Pepperidge Farm. These soon proved beneficial because Sekita, having once again demonstrated her patented maneuver, decided to eat a few to settle her stomach. “I never thought I’d be eating these for medicinal purposes,” she said. Within minutes she was fine.

Meanwhile, Scott, who fishes 365 days a year and loves every spine-tingling second of it, got antsy for action and began flipping pocket change into the Atlantic -- an old sailor’s superstition called “paying for the fish.” We chipped in six dollars, figuring it would be tax-deductible after our $30,000 payoff, but still got no nibbles.

Then, a brainstorm: a goldfish sacrifice! We began throwing handfuls of the little buggers into the wake and almost immediately got a strike. Scott was pretty relieved because the sirens had begun comparing his favorite sport unfavorably to golf. He gratefully snapped up the pole and set the hook as Sekita climbed into in the “fighting chair” -- a gynecological-looking contraption bolted to the center of the deck. “Women see a chair like that, and we get in, no question.” Joan said. “We know it’s made for us.” She dubbed it the “Throne of the Goddess,” because, “You sit in it and men bring you stuff.”

And, indeed, Scott brought Sekita the fishing rod, then secured it in the gimbal between her legs. “What do I do?” she shouted over the engine’s roar. “Pull up, crank down,” he hollered, “pull up, crank down, pull up, crank down...”

After 10 minutes of pulling and cranking, Sekita, though fit and still game, was struggling to hold on. With each exertion she began to moan and suddenly, fishing sounded sexy. “Am I’m missing something good?” the captain queried from his post on the flying bridge.

“Pull up, crank down,” Scott urged. “Pull up, crank down!” we chanted and slowly, triumphantly, Sekita won the tug-of-war with her valiant prey -- a 30-pound yellowfin tuna. Although it was 570 pounds shy of our meal ticket, we were still excited as it flopped on the deck -- no one more so than Sekita who, proud as a new mother, squealed, “He’s beautiful!”

Scott much prefers fishing with “lady anglers,” he says, “because women listen.” He delights in watching groups of big, blustery men stuff themselves with hoagies and beer, only to lose their lunches and beg for mercy before the day is out. “Even when women are seasick,” he says, “they’re still in there fighting.”

He told us about one woman who would barf in a bucket, fish like crazy, then throw up again and fish some more. “She caught a ton of fish and when she got off, she said, ‘You boys are nice, but the only Dollar Bill I ever want to see again is in my wallet!’” As for me, well, I still hadn’t touched a pole, but as they say at sea: women and children first. So Joan took the Throne, Rita blessed the goldfish and we made another sacrifice.

Moments later, Bingo! Joan had a bite and in ten minutes, another 30-pound yellowfin lay flapping at our feet. Of course there were the ones that got away, like the brightly colored dolphin (mahi-mahi, not Flipper -- don’t write in) who escaped as we attempted to haul it onto the boat.

When my turn finally came, I studied the horizon, contemplated my goal and became one with the ocean. Forty minutes later, when I woke from my nap, the sirens caucused and decided I had dissed the fish with my body-language (slumped) and my attitude (condescending). I’d have to atone for my sins, they declared, before the fish would bite again.

So I said my mea culpas, saluted the horizon, chanted holy words in the secret Atlantean language and bowed to Mother Ocean, but she was not appeased.

We tried more “voodoo goldfish,” as Scott called them, but but half an hour later, still nothing -- and it was about time to turn back. I had one last hope: trickery. I hid behind the Throne while Rita occupied it, pretending it was her watch. Two minutes later, I saw a telltale twitch in one of the rods and all hell broke loose. Fishing line spewed from the reel like there was no tomorrow. In a dandy doe-see-doe, Scott set the hook, Rita vacated the chair and I took my rightful place in the center of the universe. When Scott passed me the scepter, for one brief moment I was Neptune.

I had watched the women struggle valiantly -- pulling up, cranking down. I knew what had to be done. I was a man and I knew I could do it. I gripped the rod with my left hand and positioned my right on the reel, then jerked that pole back with a mighty stroke and started cranking, but...

“You jerked too hard,” Scott said matter-of-factly. I had dislodged the hook and now my chance at fishing history was, well... history. “You’ve got to ease the pole back, like the ladies,” Scott advised.

“You gotta use finesse,” Sekita said.

“You gotta fish like a girlie-man,” Joan cracked.

So, finally, I can report that in the battle of man against the sea, it’s the women who win. And though our group may not have landed the big-money tuna, we know how to get him next time.

We’ll bring more goldfish.

2011 Trap Day - PEI

noreply@blogger.com (Unknown) — Wed, 18 Apr 2012 19:34:00 +0000

Balmoral Specifications

noreply@blogger.com (Unknown) — Sun, 15 Apr 2012 18:43:00 +0000

Vessel Information: Vessel Particulars:
Vessel Name: BALMORAL
VIN: 8506294
Hull Number: 616
Vessel Flag: BAHAMAS, THE
Vessel Call Sign: C6II4
Build Year: 1988 Service: Passenger (Inspected)
Length: 715.4 ft
Breadth: 95.5 ft
Depth: 30.2 ft
Alternate VINs:
IMO Number: 8506294
Vessel Information: Vessel Particulars:
Service: In Service
Out Of Service Date: N/A
Last Removed From Service By: N/A Deadweight: 4916
Gross Tonnage(GRT): 43537
Net Tonnage(NRT): 19985
Gross Tonnage(GT ITC): 43537

Balmoral in Rough Seas

noreply@blogger.com (Unknown) — Sun, 15 Apr 2012 18:40:00 +0000

Photo taken in 2009. Vessel transiting the Bay of Biscay.

The Hindu : News / International : Poignant moments on Titanic memorial cruise

noreply@blogger.com (Unknown) — Sun, 15 Apr 2012 18:33:00 +0000

The Hindu : News / International : Poignant moments on Titanic memorial cruise

Memorial cruise runs into bad luck retracing Titanic's course

noreply@blogger.com (Unknown) — Sun, 15 Apr 2012 18:32:00 +0000

Memorial cruise runs into bad luck retracing Titanic's course

Merchant Marine License Renewals

noreply@blogger.com (Unknown) — Sat, 24 Mar 2012 18:06:00 +0000

Last June. on my birthday, I made a commitment to steer clear of opinionated posts, because I figured readers of the blog would be more entertained by lighthearted stories of boats and ships or posts that dealt strictly with facts and figures. Whether that's true or not has yet to be determined. Meanwhile, something has recently come to my attention that requires me to break my promise. That something is what is currently happening with the U.S. Coast Guard's Merchant Marine License Renewal Process.

Several of my friends are now in the throws of renewing their MMD's and Captains and Mates licenses. Without exception, they are frustrated, angry, and at wits' end.

One guy had to suffer through three days of stress tests because a few years earlier he had gone to a doctor for an arrhythmia. The guy was put on medication for a brief period, but the issue basically resolved itself after the guy cut out half his coffee. The "arrhythmia" was, however, still in his chart. Oops! This same guy also went to a sleep clinic to see about his snoring. Apparently, HUGE mistake, because he ended-up with the words "potential sleep apnea" in his chart. Guess what? The C.G. told him he had to go back to the sleep clinic for three days of testing to get a doctor to sign off on the potential sleep apnea. Incidentally, this guy works for the state, so the cost for these six days and nights of testing were paid for by the insurance company, i.e. the taxpayer.

Two other friends discovered their STCW certifications on their MMDs were going to lapse and not be renewed. Why? Because, even though both of these guys are full time professional mariners who work on tugs and ferries, they work inshore (inland) routes as designated by the COLREGs demarcation lines, which, as we all know, are geopolitical boundaries that have almost no practical relationship to weather, wind or sea state.

The U.S. has one of the most heavily regulated Merchant Navies in the world, and yet we're being asked to comply with international laws so that other countries professional mariners can be brought up to higher standard. And because we can't get the IMO to acknowledge that the same drills and training used by ships at sea are used (and have been used for years) by U.S. vessels operating in inland waters, experienced and knowledgeable merchant mariners in the U.S. are losing their ratings and certifications.

Slowly but surely, the IMO (the International Maritime Organization), is whittling away at the Merchant Marine Corp of the Unites States of America. And with congressional approval, too. Trust me, if the liberals and globalists in our government get their way, and they shave the teeth off the Jones Act, it won't be long before foreigners start manning the decks, wheelhouses and bridges of our inshore fleets. U.S. mariners will be pushed out of the way by out-of-control regulation, incomprehensible renewal instructions, ham-fisted bureaucrats and knee-jerk legislation.

My MMD and Master License doesn't expire for two years, but I'm heeding the warning and I think you should, too. Here's my advice:

1) If your life depends on your job, don't go to the doctor. There's not much point in having the doctor give you blood pressure meds or some other drugs and then have the Coast Guard come back in two years and say, "Oh, sorry, we can't give you your license back. You might have a heart attack at the helm." But, of course, it's OK to drive your car on some highways at 80 mph, or fly your Cessna across country. And it's OK if we give your job to a twenty-three year old who just got his captain's license and has almost no real experience.

2) Before sending in the paperwork for your renewal, make sure you have everything there. To get your STCW you'll need about one year out of five years of documented sea time in Near Coastal Waters. Inshore/Inland waters won't suffice, even though we both know -- from an STCW perspective -- there is no difference between working and training inside of the three mile limit and working and training outside of the three mile limit. Think about it, STCW - Basic Safety Training: Elementary First Aid, Fire Prevention/Fire Fighting, Personal Survival Techniques, and my all time favorite, Personal Safety and Social Responsibilities (e.g. how to wash your hands with soap and water while singing the Happy Birthday song, and how not stare at the first mate's tits when you're talking to her) . . . Come on! These things are exactly the same inshore as they are offshore.

Oh, and how well is the IMO's STCW plan working? Let's see. There's the Costa Concordia. And the other Costa ship, the one that went adrift after an engine room fire. How many ferries in the far east have capsized and sunk lately?

3) If you have an endorsement or a second rating, such as a Master of Auxiliary Sail or a Master of Towing, but you no longer work on a sailing vessel or a towboat and haven't for five years, then you won't have the sea time to renew those licenses. The best thing to do, if you want to keep those licenses, is place them In Continuity. This means they can stay in your file and if need be you can re-acquire them. I'm not sure how you would do this. You may have to retest, or re-aquire the sea time. Whichever, you need to fill out another application that requests that the C.G. Examiner place these ratings or certificates into Continuity.

4) If you want to hold onto a master of towing license or endorsement, and you can't supply the Coast Guard with a letter from a company stating clearly that you have been working for five years in this capacity, have participated in all drills and training and have accumulated 360 days of sea time in the last five years, you're screwed. Because if you can't get this letter, you'll need an Approved Designated Examiner to sign a statement confirming you are competent to perform all the duties required of you in the given rating. What is an Approved Designated Examiner? I don't know. Neither, apparently, does Peggy at the U.S. Coast Guard's National Maritime Center. I asked her yesterday and she said the Coast Guard does not have a list of Approved Designated Examiners. This is interesting, because the Coast Guard sent my friend a letter stating they were giving him 90 days to find one of these examiners and complete the renewal application process.

I suppose some of this makes sense to somebody. Clearly, you want a person at the helm of a tug and fuel barge who knows what he or she is doing. But what does In Continuity mean? If you need a job with a tug company, can you use it to get the job and then re-establish your certificate? I don't see how. Having the endorsement or the license In Continuity doesn't mean you can legally operate with it. So why would anyone hire you? They're not going to hire you at a captain's or mate's wages just so you can accumulate 360 days of sea time. Do you have to hire one of these mysterious Approved Designated Examiners, rent a 4,000 hp tug and an empty fuel barge and drive it around for a while?

For me, the writing is on the wall. Washington wants to eviscerate this country's merchant fleet and open domestic shipping to foreigners.

OK, rant off. Back to regularly scheduled programming.

~seabgb

Drifting Tsunami Boat Crosses Ocean

noreply@blogger.com (Unknown) — Sat, 24 Mar 2012 11:33:00 +0000

Story at CNN-Online.

One Reason Boats Sink

noreply@blogger.com (Unknown) — Fri, 02 Mar 2012 16:00:00 +0000

Why you should never board a boat where marine safety means little or nothing. And if you must get aboard, don't be the first up the gangway. First one on, last one off, first one to die.