tag:blogger.com,1999:blog-79483879257514047872024-03-05T14:42:34.021-05:00US Coast Guard Prevention BlogA discussion forum on Marine Safety, Recreational Boating Safety, and waterways managment as we work together to protect maritime commerce and mobility, the marine environment, and safety of life at sea.Coast Guardhttp://www.blogger.com/profile/15240905169868727682noreply@blogger.comBlogger370125tag:blogger.com,1999:blog-7948387925751404787.post-58876655272451490162012-06-05T12:28:00.004-04:002012-06-05T12:28:43.960-04:00Proceedings blog is going offline<span class="Apple-style-span" style="border-collapse: collapse; color: #222222; font-family: arial, sans-serif; font-size: 13px;">This blog is ceasing operations. Read Coast Guard news at</span><span class="Apple-style-span" style="border-collapse: collapse; color: #222222; font-family: arial, sans-serif; font-size: 13px;"> </span><span class="Apple-style-span" style="border-collapse: collapse; color: #222222; font-family: arial, sans-serif; font-size: 13px;"><a href="http://coastguard.dodlive.mil/" style="color: #1155cc;" target="_blank">http://coastguard.dodlive.mil/</a></span><span class="Apple-style-span" style="border-collapse: collapse; color: #222222; font-family: arial, sans-serif; font-size: 13px;"><wbr></wbr></span><span class="Apple-style-span" style="border-collapse: collapse; color: #222222; font-family: arial, sans-serif; font-size: 13px;">.</span><span class="Apple-style-span" style="border-collapse: collapse; color: #222222; font-family: arial, sans-serif; font-size: 13px;"><br /></span><span class="Apple-style-span" style="border-collapse: collapse; color: #222222; font-family: arial, sans-serif; font-size: 13px;"><br /></span><span class="Apple-style-span" style="border-collapse: collapse; color: #222222; font-family: arial, sans-serif; font-size: 13px;">Subscribe to Proceedings or read online at</span><span class="Apple-style-span" style="border-collapse: collapse; color: #222222; font-family: arial, sans-serif; font-size: 13px;"> </span><span class="Apple-style-span" style="border-collapse: collapse; color: #222222; font-family: arial, sans-serif; font-size: 13px;"><a href="http://www.uscg.mil/proceedings" style="color: #1155cc;" target="_blank">www.uscg.mil/proceedings</a></span><span class="Apple-style-span" style="border-collapse: collapse; color: #222222; font-family: arial, sans-serif; font-size: 13px;">.</span><span class="Apple-style-span" style="border-collapse: collapse; color: #222222; font-family: arial, sans-serif; font-size: 13px;"><br /></span>Editor Sarah Webster, at USCG Proceedings of the MSSC (DCO-84)http://www.blogger.com/profile/12973075624785237695noreply@blogger.com0tag:blogger.com,1999:blog-7948387925751404787.post-63484128200842872722012-05-31T21:56:00.001-04:002012-05-31T22:47:55.795-04:00The Automatic Identification System: Then, now, and in the future.<br />
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<i>Excerpt from U.S. Coast Guard </i><a href="http://www.uscg.mil/proceedings/spring2011/" target="blank_"><span style="color: #3a00fc; text-decoration: underline;"><i>Proceedings of the Marine Safety & Security Council</i></span></a><i> magazine by Mr. Jorge Arroyo, program and management analyst, U.S. Coast Guard Office of Navigation Systems, Electronic Navigation Division.</i></div>
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Congress enacted the Oil Pollution Act of 1990 after the <i>Exxon Valdez</i> oil spill incident. This act made significant changes: It changed the way the nation deals with oil pollution prevention and response and made participation in Coast Guard vessel traffic services (VTS) mandatory. Another important provision in the law was the mandate to create a dependent surveillance system to monitor tankers navigating to and from Valdez, Alaska.</div>
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<b>Room for Improvement</b></div>
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Prior to this incident, vessel traffic services typically provided vessel information by inquiring about vessels’ intentions and tracking their movement within the system via some manual plotting board or similar device. </div>
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Though the inclusion of radar greatly enhanced the ability to track and monitor vessel movements, its range is limited, so the cost of providing full radar coverage throughout an entire VTS area and its approaches was prohibitive. </div>
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Further, radar does not provide the ability to positively identify a vessel among other vessels or physical objects, such as ice. This limitation was always known, but became more evident after the <i>Exxon Valdez</i> disaster.</div>
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The U.S. Coast Guard Office of Vessel Traffic Management researched various means to improve vessel tracking, opting to modify the digital selective calling (DSC) communications protocol relied upon for <a href="http://www.navcen.uscg.gov/?pageName=GMDSS" target="blank_"><span style="color: #3a00fc; text-decoration: underline;">Global Marine Distress Safety System</span></a> alerts. </div>
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DSC allows for scheduled broadcasts and the ability to poll for information, which led to a shipboard system that would allow specific very high frequency DSC messages composed of vessel identity and position for tracking purposes. </div>
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<b>Mandating Universal Standards </b></div>
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In 2000, the International Maritime Organization mandated universal automatic identification system use on all tankers, passenger vessels of 150 gross tonnage or greater, and other ships of 300 gross tonnage or greater (500 gross tonnage or greater in domestic voyages).</div>
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Today we track more than 7,000 vessels a day via a shore-side network of Coast Guard VTS transceivers and AIS receiver stations through our nationwide automatic identification system. In addition to our land network, we have also received AIS reports from what was initially a Coast Guard project to receive and decode AIS from commercial satellites.<br />
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiVD_id2UQcSl4hTSCpnDae4W_SmUF07KW78meQrUZpXOroMKNwwGAWhiBeAZRXSpoSGp5yZX_F7mlKTVn4ntFhxrNWmLbnZ6o3OYNr5L3l0Lfgutq4t4uyTlnqVyN1oFn3PqV8FPwVXhKb/s1600/pg.+51_Arroyo+AIS-sat-world2.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" height="195" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiVD_id2UQcSl4hTSCpnDae4W_SmUF07KW78meQrUZpXOroMKNwwGAWhiBeAZRXSpoSGp5yZX_F7mlKTVn4ntFhxrNWmLbnZ6o3OYNr5L3l0Lfgutq4t4uyTlnqVyN1oFn3PqV8FPwVXhKb/s400/pg.+51_Arroyo+AIS-sat-world2.JPG" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><span class="Apple-style-span" style="font-size: 12px;"><i>IS-SAT graphic courtesy of exactEarth Ltd. and the Environmental Systems Research Institute, Inc.</i></span></td></tr>
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<span class="Apple-style-span" style="color: #3a00fc;"><span style="color: black;">Full article is available at </span><span style="text-decoration: underline;"><a href="http://www.uscg.mil/proceedings/spring2011/" target="blank_"></a></span><span style="color: black;"><span style="color: blue;">http://www.uscg.mil/proceedings/spring2011/.</span></span></a></span></div>
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Leslie Goodwin, USCG Proceedings of the MSSChttp://www.blogger.com/profile/03114786847912987901noreply@blogger.com0tag:blogger.com,1999:blog-7948387925751404787.post-81780056498730760252012-05-30T10:44:00.001-04:002012-05-30T10:48:46.957-04:00Developing Navigation Standards<br />
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<i style="mso-bidi-font-style: normal;"><span style="font-family: 'Times New Roman';">Excerpt
from U.S. Coast Guard </span></i><a href="http://www.uscg.mil/proceedings/spring2011/" target="blank_"><i style="mso-bidi-font-style: normal;"><span style="font-family: 'Times New Roman';">Proceedings
of the Marine Safety & Security Council</span></i></a><i style="mso-bidi-font-style: normal;"><span style="font-family: 'Times New Roman';">
magazine by Mr. Edward J. LaRue, Jr., chief, Navigation Standards Division<o:p></o:p></span></i></div>
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<i style="mso-bidi-font-style: normal;"><span style="font-family: 'Times New Roman';">U.S.
Coast Guard Marine Transportation Systems Management Directorate.<o:p></o:p></span></i></div>
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<b style="mso-bidi-font-weight: normal;"><span style="font-family: 'Times New Roman';">The
International Maritime Organization<o:p></o:p></span></b></div>
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<span style="font-family: 'Times New Roman';">The International Maritime Organization
(IMO) is a specialized agency of the United Nations, based in the United
Kingdom. IMO’s main task has been to develop and maintain a comprehensive
regulatory framework for shipping. Its responsibility today includes safety,
environmental concerns, legal matters, technical cooperation, maritime
security, and shipping efficiency. The Maritime Safety Committee is the highest
technical body of the organization. <o:p></o:p></span></div>
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<b style="mso-bidi-font-weight: normal;"><span style="font-family: 'Times New Roman';">The
NAV Subcommittee<o:p></o:p></span></b></div>
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<span style="font-family: 'Times New Roman';">Under the instructions of the Maritime
Safety Committee and with input from the Marine Environmental Protection
Committee, the Subcommittee on Safety of Navigation (NAV) considers matters
related to obligations of governments and operational measures related to
safety of navigation.<o:p></o:p></span></div>
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<span style="font-family: 'Times New Roman';">The subcommittee is charged to develop
any necessary amendments to relevant conventions and other instruments, as well
as to prepare new instruments, guidelines, and recommendations for
consideration by the committees.<o:p></o:p></span></div>
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<b style="mso-bidi-font-weight: normal;"><span style="font-family: 'Times New Roman';">Major
Developments <o:p></o:p></span></b></div>
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<span style="font-family: 'Times New Roman';">At a typical session, the NAV will
consider more than a dozen ship routing or reporting proposals. Many of them
are quite complex and require careful examination to ensure they meet the
criteria of the general provisions on ships’ routing. Over the past three NAV
sessions the subcommittee has taken action on a number of proposals. <o:p></o:p></span></div>
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<span style="font-family: 'Times New Roman';">Of particular interest to the U.S.:
amendments to the existing traffic separation scheme in the approach to Boston,
Mass., that moved ship traffic away from the preferred feeding grounds of the
Northern Right Whale. Additionally, areas to be avoided and mandatory “no
anchoring” areas were approved for two offshore liquefied natural gas
facilities off the northeast U.S. coast to caution mariners of their presence
and provide a measure of protection for the facilities. <o:p></o:p></span></div>
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<span style="font-family: 'Times New Roman';">Today, NAV continues to contribute in
large measure to IMO’s mission—safe, secure, and efficient shipping on clean
oceans.<o:p></o:p></span></div>
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<span style="font-family: 'Times New Roman';">Full
article is available at </span><a href="http://www.uscg.mil/proceedings/spring2011/" target="blank_"><span style="font-family: 'Times New Roman';">http://www.uscg.mil/proceedings/spring2011/</span></a><span style="font-family: 'Times New Roman';">.<o:p></o:p></span></div>
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<span style="font-family: 'Times New Roman';">Subscribe
online at </span><a href="http://www.uscg.mil/proceedings/subscribe.asp" target="blank_"><span style="font-family: 'Times New Roman';">http://www.uscg.mil/proceedings/subscribe.asp</span><span style="font-family: 'Times New Roman';">.<o:p></o:p></span></a></div>
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</a>Leslie Goodwin, USCG Proceedings of the MSSChttp://www.blogger.com/profile/03114786847912987901noreply@blogger.com0tag:blogger.com,1999:blog-7948387925751404787.post-20303624434918928292012-05-24T16:33:00.001-04:002012-05-24T16:33:19.923-04:00Vessel Traffic Services as Information Managers<div class="MsoNormal" style="margin: 0in 0in 0pt; mso-layout-grid-align: none; mso-pagination: none; tab-stops: .5in 1.0in 1.5in 2.0in 2.5in 3.0in 3.5in 4.0in 4.5in 5.0in 5.5in 6.0in;">
<i style="mso-bidi-font-style: normal;"><span style="font-family: 'Times New Roman','serif'; mso-bidi-font-size: 12.0pt;">Excerpt from <sgtag ns1:matchid="4b684630-dfd4-4544-9e2e-8102d8e04c8c" ns1:matchtext="U.S." ns1:ruleid="0e18200e-8ab5-43e4-948e-2f8189f6233d" ns1:styleid="9bedd07b-eb21-4c4d-aacd-c4a0bfc3bc43" ns1:suggestion="">U.S.</sgtag> <sgtag ns1:matchid="3c86796f-4511-458b-b3fe-91d4f06754f4" ns1:matchtext="Coast Guard" ns1:ruleid="4c160f88-0762-4a13-acc7-b2f2aa2aeda3" ns1:styleid="5ea81418-484e-4a25-af4a-9b35a67784d7" ns1:suggestion="">Coast Guard</sgtag> </span></i><a href="http://www.uscg.mil/proceedings/spring2011/"><i style="mso-bidi-font-style: normal;"><span style="font-family: 'Times New Roman','serif'; mso-bidi-font-size: 12.0pt;"><span style="color: blue;">Proceedings of the Marine Safety & Security Council</span></span></i></a><i style="mso-bidi-font-style: normal;"><span style="font-family: 'Times New Roman','serif'; mso-bidi-font-size: 12.0pt;"> magazine by CDR William Burns, <sgtag ns1:matchid="3e0af377-c71e-461d-8dc2-f0b0a22ece0f" ns1:matchtext="chief" ns1:ruleid="14a6ff14-5db5-43ce-a7a0-62301bb87f34" ns1:styleid="1e4690c0-a5c8-47ee-97be-45efa8f9e018" ns1:suggestion="">chief</sgtag>, Vessel <sgtag ns1:matchid="8ffd5440-8e66-44e1-8f60-2e232bd0c0d0" ns1:matchtext="Traffic" ns1:ruleid="7c1e4d31-7da5-4fc1-8559-1ffe7271b8cb" ns1:styleid="ce78bb20-3116-4762-960b-4c380b51b7ab" ns1:suggestion="">Traffic</sgtag> Services Division, <sgtag ns1:matchid="c3ecf2a9-1b4e-4474-adc7-5cf98fcc0755" ns1:matchtext="U.S." ns1:ruleid="0e18200e-8ab5-43e4-948e-2f8189f6233d" ns1:styleid="9bedd07b-eb21-4c4d-aacd-c4a0bfc3bc43" ns1:suggestion="">U.S.</sgtag> <sgtag ns1:matchid="de05b8d9-dcd6-4da6-8f6a-ee8d37fb8d24" ns1:matchtext="Coast Guard" ns1:ruleid="4c160f88-0762-4a13-acc7-b2f2aa2aeda3" ns1:styleid="5ea81418-484e-4a25-af4a-9b35a67784d7" ns1:suggestion="">Coast Guard</sgtag> <sgtag ns1:matchid="f6c75ba8-aa9f-4a22-8251-aca516639b23" ns1:matchtext="Office" ns1:ruleid="b5828df9-1d52-4ddc-ab26-108c7ee4d58c" ns1:styleid="15b25b9b-9ba9-4282-84c9-470857a04523" ns1:suggestion="">Office</sgtag> of Shore Forces.</span></i></div>
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<b style="mso-bidi-font-weight: normal;"><span style="font-family: 'Times New Roman','serif'; mso-bidi-font-size: 12.0pt;">Improving how information is shared with stakeholders </span></b></div>
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<span style="font-family: 'Times New Roman','serif'; mso-bidi-font-size: 12.0pt;">The capabilities and authorities of vessel <sgtag ns1:matchid="0dd73480-e712-463d-acd8-c11b24eeb484" ns1:matchtext="traffic" ns1:ruleid="7c1e4d31-7da5-4fc1-8559-1ffe7271b8cb" ns1:styleid="ce78bb20-3116-4762-960b-4c380b51b7ab" ns1:suggestion="">traffic</sgtag> services uniquely position them <sgtag ns1:matchid="7b72c750-37b0-41c5-b9a0-ee1a3e9f5264" ns1:matchtext="as" ns1:ruleid="0eb57f3b-a845-4a10-bfee-5c40ede694e1" ns1:styleid="2c8058c0-d818-4ac4-9eff-9bc00d92c8ff" ns1:suggestion="">as</sgtag> information managers <sgtag ns1:matchid="b7cec47f-8329-457f-9e7b-6e381f0f92ca" ns1:matchtext="among" ns1:ruleid="1ece16d1-c792-4966-8ed3-440e8fd07e04" ns1:styleid="dce15e94-42a4-4a04-b368-e0280150c920" ns1:suggestion="">among</sgtag> public and <sgtag ns1:matchid="194f3ccf-79e1-4652-ab3c-8d447329e443" ns1:matchtext="private" ns1:ruleid="30d7258e-1000-4496-857c-517fa2cd55a0" ns1:styleid="17872ef3-2436-44aa-821b-24f2e6a7719f" ns1:suggestion="">private</sgtag> maritime stakeholders. While some new processes inevitably <sgtag ns1:matchid="81ac5d28-1295-4b73-badc-d0c2817cc039" ns1:matchtext="will" ns1:ruleid="fcb81633-af7a-4edf-a1da-42ecb72b1962" ns1:styleid="16091baa-7898-4bbc-ad14-ced2d2323975" ns1:suggestion="">will</sgtag> need to be developed, <sgtag ns1:matchid="8ae2aa5f-d42d-45d1-9848-2a940afd24ed" ns1:matchtext="each" ns1:ruleid="c10d6a45-1849-42f4-8579-521eca2272da" ns1:styleid="2a5218ad-93c9-4a30-ad4f-03b8adeb622e" ns1:suggestion="">each</sgtag> vessel <sgtag ns1:matchid="bc6105bc-c14e-49e7-8d50-b9bda638bb6a" ns1:matchtext="traffic" ns1:ruleid="7c1e4d31-7da5-4fc1-8559-1ffe7271b8cb" ns1:styleid="ce78bb20-3116-4762-960b-4c380b51b7ab" ns1:suggestion="">traffic</sgtag> service (VTS) has been collecting, interpreting<sgtag ns1:matchid="ca74b151-b386-47c9-94b1-1aebbe3cc3fb" ns1:matchtext=", and" ns1:ruleid="df4f9e4a-5033-47e1-88e1-8bad4d8fb221" ns1:styleid="dfd25a9e-c011-448d-8ec8-b7260fe8d0bc" ns1:suggestion="">, and</sgtag> sharing information for many years. </span></div>
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<span style="font-family: 'Times New Roman','serif'; mso-bidi-font-size: 12.0pt;">The <sgtag ns1:matchid="4a4b1cd3-51e1-4c36-a32c-920fe5edbfdd" ns1:matchtext="data" ns1:ruleid="780cd97f-79a2-4644-bb67-c0a7c35ec55e" ns1:styleid="66612fdb-3a10-4e25-b293-beeee3d95a19" ns1:suggestion="">data</sgtag> a VTS collects varies due to <sgtag ns1:matchid="3b504d4f-1eaa-477e-918b-24433cbced08" ns1:matchtext="different" ns1:ruleid="e93c9642-ce93-4b6c-bd75-b1a8ca8bdffb" ns1:styleid="55089129-b9ea-4ece-8556-48ffa3cf5436" ns1:suggestion="">different</sgtag> types of <sgtag ns1:matchid="67a23a9e-8557-4481-a6e0-4e8d5c283a65" ns1:matchtext="traffic" ns1:ruleid="7c1e4d31-7da5-4fc1-8559-1ffe7271b8cb" ns1:styleid="ce78bb20-3116-4762-960b-4c380b51b7ab" ns1:suggestion="">traffic</sgtag> and <sgtag ns1:matchid="31333217-a1a6-4f3d-9ddf-7f959de529c5" ns1:matchtext="environment" ns1:ruleid="7303d7c1-2d68-4496-aae6-0e101b66d1ea" ns1:styleid="35e4746f-3052-4d20-b3fe-f8f5b993434e" ns1:suggestion="">environment</sgtag>, but the <sgtag ns1:matchid="31c61f6a-42e3-45f9-a2cc-cf84061cc830" ns1:matchtext="overall" ns1:ruleid="6e8181d3-949b-4a1b-a8ea-52439c099651" ns1:styleid="e5418a8c-35b8-48c0-8180-92b7a16b8e8f" ns1:suggestion="">overall</sgtag> information is fairly consistent. Vessel <sgtag ns1:matchid="06eb52f4-711b-46a0-8108-ba825fbac9e4" ns1:matchtext="traffic" ns1:ruleid="7c1e4d31-7da5-4fc1-8559-1ffe7271b8cb" ns1:styleid="ce78bb20-3116-4762-960b-4c380b51b7ab" ns1:suggestion="">traffic</sgtag> services <sgtag ns1:matchid="d3bc07c9-9381-43de-bcda-302b6d725530" ns1:matchtext="adopt" ns1:ruleid="e08ce714-593e-41f8-b3e2-e4690f286a07" ns1:styleid="b9bda2c8-6a71-4826-8824-e596324da73f" ns1:suggestion="">adopt</sgtag> processes for sharing this information to match the <sgtag ns1:matchid="1dea37a6-1ce3-4e5d-85d8-1aec7c9d7163" ns1:matchtext="unique" ns1:ruleid="16afc760-f2ae-49f6-b97e-2c619370ab14" ns1:styleid="94e8064b-594a-4f08-86e9-0616e76187d8" ns1:suggestion="">unique</sgtag> needs of maritime stakeholders. </span></div>
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<span style="font-family: 'Times New Roman','serif'; mso-bidi-font-size: 12.0pt;">Though <sgtag ns1:matchid="4e2c813f-7e4c-4d9a-8b95-c632c37570ab" ns1:matchtext="each" ns1:ruleid="c10d6a45-1849-42f4-8579-521eca2272da" ns1:styleid="2a5218ad-93c9-4a30-ad4f-03b8adeb622e" ns1:suggestion="">each</sgtag> VTS is <sgtag ns1:matchid="2bbc4427-510e-435a-98b9-a0953f22c536" ns1:matchtext="unique" ns1:ruleid="16afc760-f2ae-49f6-b97e-2c619370ab14" ns1:styleid="94e8064b-594a-4f08-86e9-0616e76187d8" ns1:suggestion="">unique</sgtag> to <sgtag ns1:matchid="05c6f2f0-c3fa-40cc-bf0f-3c99668f346a" ns1:matchtext="its" ns1:ruleid="0f8531ad-132f-4e7c-a91f-317cd732f7c9" ns1:styleid="3d9673e9-28c6-4fdb-85d4-48ca8a50b139" ns1:suggestion="">its</sgtag> operating <sgtag ns1:matchid="031081f0-720b-4688-ba02-24cb14d89a8c" ns1:matchtext="environment" ns1:ruleid="7303d7c1-2d68-4496-aae6-0e101b66d1ea" ns1:styleid="35e4746f-3052-4d20-b3fe-f8f5b993434e" ns1:suggestion="">environment</sgtag>, all are alike <sgtag ns1:matchid="2159705b-5540-4a74-846d-215a904336c3" ns1:matchtext="in" ns1:ruleid="9efea092-3823-4fae-a80d-dd931b397577" ns1:styleid="e80336d5-093a-4fc8-bd5d-c1562e29646d" ns1:suggestion="">in</sgtag> <sgtag ns1:matchid="7c768c75-1405-491a-ab89-34dcafd6dcde" ns1:matchtext="that" ns1:ruleid="b42f0853-c879-4f3a-9b20-dae229a3e74b" ns1:styleid="2a7baa84-be0d-402c-949e-2981358ee4c7" ns1:suggestion="">that</sgtag> they provide information services, navigation assistance services<sgtag ns1:matchid="c56e119c-4505-432c-b834-8554f01388ce" ns1:matchtext=", and" ns1:ruleid="df4f9e4a-5033-47e1-88e1-8bad4d8fb221" ns1:styleid="dfd25a9e-c011-448d-8ec8-b7260fe8d0bc" ns1:suggestion="">, and</sgtag> <sgtag ns1:matchid="9eac63ab-96ae-44de-99ad-01ffd4d69b6c" ns1:matchtext="traffic" ns1:ruleid="7c1e4d31-7da5-4fc1-8559-1ffe7271b8cb" ns1:styleid="ce78bb20-3116-4762-960b-4c380b51b7ab" ns1:suggestion="">traffic</sgtag> organization services to enhance navigation safety and marine environmental protection. </span></div>
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<b style="mso-bidi-font-weight: normal;"><span style="font-family: 'Times New Roman','serif'; mso-bidi-font-size: 12.0pt;">Incident Management </span></b></div>
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<span style="font-family: 'Times New Roman','serif'; mso-bidi-font-size: 12.0pt;">A vessel <sgtag ns1:matchid="8e912b52-b7aa-42d7-a681-5dabbacd0cfd" ns1:matchtext="traffic" ns1:ruleid="7c1e4d31-7da5-4fc1-8559-1ffe7271b8cb" ns1:styleid="ce78bb20-3116-4762-960b-4c380b51b7ab" ns1:suggestion="">traffic</sgtag> service’s 24/7 monitoring watch makes <sgtag ns1:matchid="20ea25b2-2187-4abe-b624-8b826f5db748" ns1:matchtext="each" ns1:ruleid="c10d6a45-1849-42f4-8579-521eca2272da" ns1:styleid="2a5218ad-93c9-4a30-ad4f-03b8adeb622e" ns1:suggestion="">each</sgtag> vessel <sgtag ns1:matchid="27adfa5f-71d1-4dd3-b746-d2da6d50d025" ns1:matchtext="traffic" ns1:ruleid="7c1e4d31-7da5-4fc1-8559-1ffe7271b8cb" ns1:styleid="ce78bb20-3116-4762-960b-4c380b51b7ab" ns1:suggestion="">traffic</sgtag> center a natural communications hub for mariners and <sgtag ns1:matchid="a3119e82-99c9-4de8-916d-ab59d16b91e4" ns1:matchtext="allied" ns1:ruleid="b72a8c7e-d55c-476f-aee9-f7332efe4ab1" ns1:styleid="d9323346-5741-46ae-b065-9693353d407d" ns1:suggestion="">allied</sgtag> shore-based services. <sgtag ns1:matchid="948b1696-ba78-4ef7-84a9-0bc808802f83" ns1:matchtext="In" ns1:ruleid="9efea092-3823-4fae-a80d-dd931b397577" ns1:styleid="e80336d5-093a-4fc8-bd5d-c1562e29646d" ns1:suggestion="">In</sgtag> fact, most initial reports to the <sgtag ns1:matchid="da7c8e18-5b62-4efa-a019-23332ce6cc7d" ns1:matchtext="Coast Guard" ns1:ruleid="4c160f88-0762-4a13-acc7-b2f2aa2aeda3" ns1:styleid="5ea81418-484e-4a25-af4a-9b35a67784d7" ns1:suggestion="">Coast Guard</sgtag> for incidents <sgtag ns1:matchid="87ad265d-c0a9-43ad-971f-2da670f87b3c" ns1:matchtext="in" ns1:ruleid="9efea092-3823-4fae-a80d-dd931b397577" ns1:styleid="e80336d5-093a-4fc8-bd5d-c1562e29646d" ns1:suggestion="">in</sgtag> a VTS area are made to a vessel <sgtag ns1:matchid="4755da84-ba10-4b5c-b162-d8f27e28b2b3" ns1:matchtext="traffic" ns1:ruleid="7c1e4d31-7da5-4fc1-8559-1ffe7271b8cb" ns1:styleid="ce78bb20-3116-4762-960b-4c380b51b7ab" ns1:suggestion="">traffic</sgtag> center watch person. </span></div>
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<span style="font-family: 'Times New Roman','serif'; mso-bidi-font-size: 12.0pt;">Quick-response checklists and other mechanisms help <sgtag ns1:matchid="110ea78f-d1c5-49a8-9592-eb53f8e11706" ns1:matchtext="ensure" ns1:ruleid="9214269d-7091-4e9d-b922-229b66ff82f1" ns1:styleid="4681b171-0c49-43b8-a1c9-19c0caaaf154" ns1:suggestion="">ensure</sgtag> the response is consistent and coordinated, including the proper <sgtag ns1:matchid="38576947-59ef-4125-8cb7-2b2025582c46" ns1:matchtext="transfer" ns1:ruleid="7c43106e-ae42-4360-9030-d6f05e6bf72b" ns1:styleid="3b4068e1-14ee-4cca-bcba-ebb3cb1b00d5" ns1:suggestion="">transfer</sgtag> of responsibility for incident management.</span></div>
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<b style="mso-bidi-font-weight: normal;"><span style="font-family: 'Times New Roman','serif'; mso-bidi-font-size: 12.0pt;">Public Outreach</span></b></div>
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<span style="font-family: 'Times New Roman','serif'; mso-bidi-font-size: 12.0pt;">VTS directors <sgtag ns1:matchid="b5344ab0-43af-4be3-9389-45c3549c1e8c" ns1:matchtext="coordinate" ns1:ruleid="75ba1df8-0646-445a-86f0-a15af3c7f8ea" ns1:styleid="5cbce330-08c6-4263-80da-5381a1b199d2" ns1:suggestion="">coordinate</sgtag> services with maritime stakeholders, many <sgtag ns1:matchid="35efa146-7492-4aad-875c-3cfd05252d56" ns1:matchtext="times" ns1:ruleid="f08386af-a150-469f-8716-c15080a29376" ns1:styleid="c9e934a7-93ce-410f-8ca6-2ae4718df5ac" ns1:suggestion="">times</sgtag> through the <sgtag ns1:matchid="fbce7864-3e38-44ac-82e0-2280402211c4" ns1:matchtext="local" ns1:ruleid="59ad9105-1d77-454f-994c-00859d60e4ac" ns1:styleid="5a3dfeb0-e3fd-4262-903b-b4b6a445c8db" ns1:suggestion="">local</sgtag> harbor safety <sgtag ns1:matchid="4437c394-d3aa-4e2c-a599-8c7f3a1a3860" ns1:matchtext="committee" ns1:ruleid="9a1d908d-34cf-4311-b459-06ef56639a76" ns1:styleid="4c44a880-ecf9-4f50-8f9a-e86c5d1af031" ns1:suggestion="">committee</sgtag>, to improve <sgtag ns1:matchid="ef11a04e-2309-4ec2-98dc-35870364f76b" ns1:matchtext="traffic" ns1:ruleid="7c1e4d31-7da5-4fc1-8559-1ffe7271b8cb" ns1:styleid="ce78bb20-3116-4762-960b-4c380b51b7ab" ns1:suggestion="">traffic</sgtag> management and <sgtag ns1:matchid="8ba68680-1a90-4e15-8023-a8c46907887a" ns1:matchtext="port" ns1:ruleid="93e83be4-8f86-4975-ae6e-540a234916a5" ns1:styleid="830e34c7-f530-4f38-9720-f240848d3335" ns1:suggestion="left">port</sgtag> <sgtag ns1:matchid="757c718b-5213-40d7-9b5c-9a0a64baaf6a" ns1:matchtext="infrastructure" ns1:ruleid="213507a4-07d6-4f83-99bb-63a1f68d678a" ns1:styleid="90230df1-7614-4879-af20-fdc14b7e2716" ns1:suggestion="">infrastructure</sgtag> and protect the economic viability of <sgtag ns1:matchid="5900a6c5-1cf5-4025-8911-1dae2abbc81d" ns1:matchtext="local" ns1:ruleid="59ad9105-1d77-454f-994c-00859d60e4ac" ns1:styleid="5a3dfeb0-e3fd-4262-903b-b4b6a445c8db" ns1:suggestion="">local</sgtag> businesses. </span></div>
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<b style="mso-bidi-font-weight: normal;"><span style="font-family: 'Times New Roman','serif'; mso-bidi-font-size: 12.0pt;">Continuing Interaction</span></b></div>
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<span style="font-family: 'Times New Roman','serif'; mso-bidi-font-size: 12.0pt;">A VTS’s influence extends <sgtag ns1:matchid="26092754-10e3-4f17-967e-932d715a26ce" ns1:matchtext="well" ns1:ruleid="f8436b11-97f8-40a9-811a-030139c8bd84" ns1:styleid="838b82fa-0e87-41bf-a06c-456d9900124e" ns1:suggestion="">well</sgtag> beyond the daily interactions with pilots and vessel masters. It <sgtag ns1:matchid="9b5d6f09-c3e8-46b4-9c13-95949efcc3e9" ns1:matchtext="includes" ns1:ruleid="1e8e9a27-341d-44fb-beeb-bf4b86d312d1" ns1:styleid="ce9e79b6-27de-4ae7-a490-8cf3fa60fd48" ns1:suggestion="">includes</sgtag> all <sgtag ns1:matchid="3646d291-c4ee-4814-b2fa-28ec95854791" ns1:matchtext="port" ns1:ruleid="93e83be4-8f86-4975-ae6e-540a234916a5" ns1:styleid="830e34c7-f530-4f38-9720-f240848d3335" ns1:suggestion="left">port</sgtag> partners and several not-so-obvious public and <sgtag ns1:matchid="d942b9bb-d9c3-4e90-8a92-cc1897d7d2ad" ns1:matchtext="private" ns1:ruleid="30d7258e-1000-4496-857c-517fa2cd55a0" ns1:styleid="17872ef3-2436-44aa-821b-24f2e6a7719f" ns1:suggestion="">private</sgtag> maritime stakeholders, including lightering interests, tow <sgtag ns1:matchid="8bdd2679-9821-4506-934e-423052badc92" ns1:matchtext="companies" ns1:ruleid="a1e8fbf6-198b-4575-8fe6-fe71a3034d4a" ns1:styleid="c1333cc1-06d7-422f-8f7b-e74791d8d7a3" ns1:suggestion="">companies</sgtag>, shipping agents, marine exchanges, oil refineries, terminals, carriers, harbor tugs, <sgtag ns1:matchid="fee3d292-f883-465d-b8cb-82dc10ae45a2" ns1:matchtext="port" ns1:ruleid="93e83be4-8f86-4975-ae6e-540a234916a5" ns1:styleid="830e34c7-f530-4f38-9720-f240848d3335" ns1:suggestion="left">port</sgtag> authorities, railroads, the <sgtag ns1:matchid="a420ce6a-a533-4618-8e17-9ff9025d98ca" ns1:matchtext="Army" ns1:ruleid="c5e027dc-7688-4777-baff-5febab862900" ns1:styleid="024339b8-9cfe-432c-8c7f-f8ac98d1a6d1" ns1:suggestion="">Army</sgtag> <sgtag ns1:matchid="7d2ca82b-087b-4a8b-9cea-b2acd30925ed" ns1:matchtext="Corps" ns1:ruleid="675e91a4-6421-4357-b998-ad2b5c182c3f" ns1:styleid="6bb06ea6-b43f-4aff-8f4a-e96636aae56e" ns1:suggestion="">Corps</sgtag> of Engineers, the <sgtag ns1:matchid="03e0d3b5-2205-4c93-b2b5-886af1feff33" ns1:matchtext="National" ns1:ruleid="55900516-742c-4eee-a152-8b99e6638459" ns1:styleid="9ed81a5b-0226-41f0-9677-78bbdab17e50" ns1:suggestion="">National</sgtag> Oceanographic and Atmospheric <sgtag ns1:matchid="a36ea0b0-5b22-4ed9-836c-22b5b139c7bd" ns1:matchtext="Administration" ns1:ruleid="2f9173a3-e464-4d6e-b4de-5fbecdcda5a0" ns1:styleid="c8e4d4b7-1214-4c7b-af25-1defd0d06c29" ns1:suggestion="administration">Administration</sgtag>, public utilities, maritime construction <sgtag ns1:matchid="05f80ac0-9359-4de9-826b-1bb4dd173e26" ns1:matchtext="companies" ns1:ruleid="a1e8fbf6-198b-4575-8fe6-fe71a3034d4a" ns1:styleid="c1333cc1-06d7-422f-8f7b-e74791d8d7a3" ns1:suggestion="">companies</sgtag><sgtag ns1:matchid="f17cd428-8429-4390-b1de-b488c2ddaa9b" ns1:matchtext=", and" ns1:ruleid="df4f9e4a-5033-47e1-88e1-8bad4d8fb221" ns1:styleid="dfd25a9e-c011-448d-8ec8-b7260fe8d0bc" ns1:suggestion="">, and</sgtag> <sgtag ns1:matchid="cc8c3669-1bc3-40b5-83af-51f4bba0a6ac" ns1:matchtext="multi-" ns1:ruleid="6e2bc170-dbb4-4af6-a374-fee8bdadc177" ns1:styleid="baccdbf5-03bb-4576-a97a-4d5f0d6ed135" ns1:suggestion="">multi-</sgtag>modal transportation authorities. </span></div>
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<span style="font-family: 'Times New Roman','serif'; mso-bidi-font-size: 12.0pt;">Maintaining these bonds takes a dedicated and consistent effort. For all vessel <sgtag ns1:matchid="55705ae3-ebba-4b89-9e11-1653ee96b410" ns1:matchtext="traffic" ns1:ruleid="7c1e4d31-7da5-4fc1-8559-1ffe7271b8cb" ns1:styleid="ce78bb20-3116-4762-960b-4c380b51b7ab" ns1:suggestion="">traffic</sgtag> services, it means meeting the maritime users through <sgtag ns1:matchid="d45bd43a-06e2-476c-9627-06923350b1a8" ns1:matchtext="ship" ns1:ruleid="6728b06e-a8d1-40bc-8448-7a308e220de2" ns1:styleid="e506f8c3-eda3-4f2e-8f7a-abfcb3696ad5" ns1:suggestion="">ship</sgtag> rides and facility visits, arranging maritime stakeholder VTS visits<sgtag ns1:matchid="aad3bfb4-e414-44ae-8516-029d42dcbb1a" ns1:matchtext=", and" ns1:ruleid="df4f9e4a-5033-47e1-88e1-8bad4d8fb221" ns1:styleid="dfd25a9e-c011-448d-8ec8-b7260fe8d0bc" ns1:suggestion="">, and</sgtag> consistently and actively participating <sgtag ns1:matchid="1449aecc-584e-4bf4-85e9-cfbe477db9cd" ns1:matchtext="in" ns1:ruleid="9efea092-3823-4fae-a80d-dd931b397577" ns1:styleid="e80336d5-093a-4fc8-bd5d-c1562e29646d" ns1:suggestion="">in</sgtag> <sgtag ns1:matchid="c01c4eeb-fa40-473d-a72e-e0b226320c06" ns1:matchtext="local" ns1:ruleid="59ad9105-1d77-454f-994c-00859d60e4ac" ns1:styleid="5a3dfeb0-e3fd-4262-903b-b4b6a445c8db" ns1:suggestion="">local</sgtag> maritime committees.</span></div>
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgF494DSPH1WLiANmWWoHDj6ZWpy3EWpkvsNDZvxDjAmJwSiy3ZRtuLuw3q4q3zubOqXW2uwyW-5qNWH_jW4EUj1FFiC_yrsImLCEooayFFR4oJJOvbP6aMsH9gQmU8RZYblqyDL1hLZkw/s1600/pg.+42_Burns+CVTS+Area+-+2007_CVTMS.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" height="492px" qba="true" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgF494DSPH1WLiANmWWoHDj6ZWpy3EWpkvsNDZvxDjAmJwSiy3ZRtuLuw3q4q3zubOqXW2uwyW-5qNWH_jW4EUj1FFiC_yrsImLCEooayFFR4oJJOvbP6aMsH9gQmU8RZYblqyDL1hLZkw/s640/pg.+42_Burns+CVTS+Area+-+2007_CVTMS.jpg" width="640px" /></a></td></tr>
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<span style="font-family: 'Times New Roman','serif'; mso-bidi-font-size: 12.0pt;"><span style="font-size: small;">Shown are the geographic boundaries of <sgtag ns1:matchid="57fc9a78-371f-44e2-a0a2-8ea870a1dc31" ns1:matchtext="each" ns1:ruleid="c10d6a45-1849-42f4-8579-521eca2272da" ns1:styleid="2a5218ad-93c9-4a30-ad4f-03b8adeb622e" ns1:suggestion="">each</sgtag> of the <sgtag ns1:matchid="7fccd6a3-06bf-472e-b52b-37f0b80ecda3" ns1:matchtext="traffic" ns1:ruleid="7c1e4d31-7da5-4fc1-8559-1ffe7271b8cb" ns1:styleid="ce78bb20-3116-4762-960b-4c380b51b7ab" ns1:suggestion="">traffic</sgtag> service centers included <sgtag ns1:matchid="1416dbe9-c8b5-4e36-a93d-196e69233e95" ns1:matchtext="in" ns1:ruleid="9efea092-3823-4fae-a80d-dd931b397577" ns1:styleid="e80336d5-093a-4fc8-bd5d-c1562e29646d" ns1:suggestion="">in</sgtag> the <sgtag ns1:matchid="e38f0b90-a339-4818-ba1f-c9d2b2ebd8ee" ns1:matchtext="cooperative" ns1:ruleid="e018e2cf-39fb-4124-895f-11c5e5383988" ns1:styleid="d3913e5e-ff16-423f-ae5a-5af2bc08660a" ns1:suggestion="">cooperative</sgtag> vessel <sgtag ns1:matchid="e2bdd4ba-705e-4e8d-b2c0-87627108eb58" ns1:matchtext="traffic" ns1:ruleid="7c1e4d31-7da5-4fc1-8559-1ffe7271b8cb" ns1:styleid="ce78bb20-3116-4762-960b-4c380b51b7ab" ns1:suggestion="">traffic</sgtag> service (CVTS) for the Juan de Fuca Region. Graphic courtesy of the Canadian <sgtag ns1:matchid="7b12d0a0-c8f2-4669-a8a6-54389cdf8597" ns1:matchtext="Coast Guard" ns1:ruleid="4c160f88-0762-4a13-acc7-b2f2aa2aeda3" ns1:styleid="5ea81418-484e-4a25-af4a-9b35a67784d7" ns1:suggestion="">Coast Guard</sgtag>.</span></span></div>
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<span style="font-family: 'Times New Roman','serif'; mso-bidi-font-size: 12.0pt;">Full article is available at </span><a href="http://www.uscg.mil/proceedings/spring2011/"><span style="font-family: 'Times New Roman','serif'; mso-bidi-font-size: 12.0pt;"><span style="color: blue;">http://www.uscg.mil/proceedings/spring2011/</span></span></a><span style="font-family: 'Times New Roman','serif'; mso-bidi-font-size: 12.0pt;">.</span></div>
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<span style="font-family: 'Times New Roman','serif'; mso-bidi-font-size: 12.0pt;">Subscribe <sgtag ns1:matchid="ed6ff928-cac9-49cc-869a-058514b669bb" ns1:matchtext="online" ns1:ruleid="c51e6c1a-1d02-42c4-8c00-4d13885e5b12" ns1:styleid="7cd32ba2-18c1-426a-b58d-76461e01ae48" ns1:suggestion="">online</sgtag> at </span><a href="http://www.uscg.mil/proceedings/subscribe.asp" target="blank_"><span style="font-family: 'Times New Roman','serif'; mso-bidi-font-size: 12.0pt;"><span style="color: blue;">http://www.uscg.mil/proceedings/subscribe.asp</span></span></a><span style="font-family: 'Times New Roman','serif'; mso-bidi-font-size: 12.0pt;">.</span></div>Editor Sarah Webster, at USCG Proceedings of the MSSC (DCO-84)http://www.blogger.com/profile/12973075624785237695noreply@blogger.com0tag:blogger.com,1999:blog-7948387925751404787.post-56107382679388169752012-05-22T09:33:00.000-04:002012-05-22T09:33:04.128-04:00Domestic Icebreaking Operations—Part 2<div class="MsoNormal" style="margin: 0in 0in 0pt;">
<i style="mso-bidi-font-style: normal;"><span style="font-size: 12pt;">Excerpt from U.S. Coast Guard <a href="http://www.uscg.mil/proceedings/spring2011/"><span style="color: blue;">Proceedings of the Marine Safety & Security Council</span></a> magazine by LT Benjamin Morgan, mobility and ice operations, U.S. Coast Guard Office of Maritime Transportation Systems. </span></i></div>
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<b style="mso-bidi-font-weight: normal;"><span style="font-size: 12pt;">On the Great Lakes</span></b></div>
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<span style="font-size: 12pt;">Throughout the Great Lakes region and the St. Lawrence Seaway, icebreaking activities are organized into two task groups: </span></div>
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<li class="MsoNormal" style="margin: 0in 0in 0pt; mso-list: l0 level1 lfo1;"><span style="font-size: 12pt;">Operation Taconite encompasses the waters of Lake Superior, Lake Michigan, the St. Mary’s River system, the Straits of Mackinac, and northern Lake Huron. Icebreaking efforts in this region are coordinated from the vessel traffic service at Coast Guard Sector Sault Ste Marie, Mich. </span></li>
<li class="MsoNormal" style="margin: 0in 0in 0pt; mso-list: l0 level1 lfo1;"><span style="font-size: 12pt;">Operation Coal Shovel is responsible for Lake Erie, the Detroit River, lower Lake Huron, Lake St. Clair, and the St. Clair River. This operation is jointly managed by U.S. and Canadian forces via USCG Sector Detroit and the Regional Ice Operations Center in Sarnia, Canada.</span></li>
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<b style="mso-bidi-font-weight: normal;"><span style="font-size: 12pt;">The Way Ahead</span></b></div>
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<span style="font-size: 12pt;">The Coast Guard’s domestic icebreaking mission is at a critical juncture, as many icebreaking assets—specifically the 140- and 65-foot icebreaking tugs—are at or past their designed service life. Additionally, performance analysts are investigating icebreaking resource allocations to ensure that cutters are placed in a position that best meets the needs of our diverse customers. </span></div>
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<span style="font-size: 12pt;">Another vital component of the continued success of the domestic icebreaking program is sustaining professional relationships with commercial industry stakeholders, such as the Lake Carriers Association, tug/tow operators, commercial fishing fleets, ferry services, and the businesses that rely on year-round maritime transportation. </span></div>
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<span style="font-size: 12pt;">Close cooperation with commercial icebreaking companies is also important, as there are many demands for icebreaking assistance on the Great Lakes that the Coast Guard simply cannot meet. </span></div>
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<span style="font-size: 12pt;">Full article is available at <a href="http://www.uscg.mil/proceedings/spring2011/"><span style="color: blue;">http://www.uscg.mil/proceedings/spring2011/</span></a>.</span></div>
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<span style="font-family: 'Times New Roman','serif'; font-size: 12pt; mso-ansi-language: EN-US; mso-bidi-language: AR-SA; mso-fareast-font-family: 'Times New Roman'; mso-fareast-language: EN-US;">Subscribe online at <a href="http://www.uscg.mil/proceedings/subscribe.asp" target="blank_"><span style="color: blue;">http://www.uscg.mil/proceedings/subscribe.asp</span></a></span>Editor Sarah Webster, at USCG Proceedings of the MSSC (DCO-84)http://www.blogger.com/profile/12973075624785237695noreply@blogger.com0tag:blogger.com,1999:blog-7948387925751404787.post-75238421156240879462012-05-18T08:51:00.003-04:002012-05-18T08:54:18.009-04:00Domestic Icebreaking Operations—Part 1<div class="MsoNormal" style="margin: 0in 0in 0pt;">
<i style="mso-bidi-font-style: normal;"><span style="font-size: 12pt;">Excerpt from U.S. Coast Guard <a href="http://www.uscg.mil/proceedings/spring2011/"><span style="color: blue;">Proceedings of the Marine Safety & Security Council</span></a> magazine by LT Benjamin Morgan, mobility and ice operations, U.S. Coast Guard Office of Maritime Transportation Systems. </span></i></div>
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<span style="font-size: 12pt;">Domestic icebreaking operations are important for maritime mobility and support our national transportation infrastructure. </span></div>
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<span style="font-size: 12pt;">Operations include:</span></div>
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<li class="MsoNormal" style="margin: 0in 0in 0pt; mso-list: l0 level1 lfo1;"><span style="font-size: 12pt;">establishing and maintaining tracks (paths through the ice) in connecting waterways during the winter navigation season, </span></li>
<li class="MsoNormal" style="margin: 0in 0in 0pt; mso-list: l0 level1 lfo1;"><span style="font-size: 12pt;">escorting vessels to ensure their transit is not impeded by ice, </span></li>
<li class="MsoNormal" style="margin: 0in 0in 0pt; mso-list: l0 level1 lfo1;"><span style="font-size: 12pt;">freeing vessels that become beset, </span></li>
<li class="MsoNormal" style="margin: 0in 0in 0pt; mso-list: l0 level1 lfo1;"><span style="font-size: 12pt;">clearing/relieving ice jams, </span></li>
<li class="MsoNormal" style="margin: 0in 0in 0pt; mso-list: l0 level1 lfo1;"><span style="font-size: 12pt;">removing obstructions or hazards to navigation, </span></li>
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<span style="font-size: 12pt;">This vital icebreaking mission is executed domestically by one heavy icebreaker, nine ice-breaking tugs, 11 small harbor tugs, and 12 ice-capable buoy-tending vessels.</span></div>
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<b style="mso-bidi-font-weight: normal;"><span style="font-size: 12pt;">International Icebreaking Cooperation</span></b></div>
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<span style="font-size: 12pt;">In addition to U.S. Coast Guard assets, the Canadian Coast Guard operates two icebreakers on the Great Lakes. </span></div>
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<span style="font-size: 12pt;">The USCG and Canadian Coast Guard keep each other advised on the location and status of icebreaking facilities/assets and coordinate operations to keep critical waterways open for commerce. A cooperative agreement between our two nations allows the assets from one country to conduct icebreaking operations in the territorial waters of the other, as necessary. </span></div>
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<b style="mso-bidi-font-weight: normal;"><span style="font-size: 12pt;">East Coast Icebreaking</span></b></div>
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<span style="font-size: 12pt;">Along the East Coast, icebreaking generally occurs to facilitate deliveries of home heating oil, critical supplies in isolated communities, and ferry services in its busiest ports. </span></div>
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<span style="font-size: 12pt;">During January and February, East Coast ports can receive more than 15 million tons of petroleum products, food, and other cargo. Nearly 70 percent of the home heating oil in the U.S. is used in the Northeast, and 90 percent must travel by barge.</span></div>
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiJ78BQkOzRwfpv637mQZIJ7NVvZvFDV0PhVEWnViVB7Za5O1eyZwI8vA0_PTs9xhzTzomrQY0uCwsfH7y2z0Bud0ZbQlQlUY-8reYYcC5MGqOwSL1WaI9K1oz2qYQnjtenT-enDiQS61w/s1600/pg.+39_Morgan+MACKINAW.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" height="228px" kba="true" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiJ78BQkOzRwfpv637mQZIJ7NVvZvFDV0PhVEWnViVB7Za5O1eyZwI8vA0_PTs9xhzTzomrQY0uCwsfH7y2z0Bud0ZbQlQlUY-8reYYcC5MGqOwSL1WaI9K1oz2qYQnjtenT-enDiQS61w/s320/pg.+39_Morgan+MACKINAW.jpg" width="320px" /></a></td></tr>
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<span style="font-size: 12pt;">The Coast Guard Cutter<em> Mackinaw</em> breaks ice in tandem with the Coast Guard Cutter <em>Neah Bay </em>on Lake St. Clair during Operation Coal Shovel. U.S. Coast Guard photo by Ensign Guillermo Colom. </span></div>
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<span style="font-size: 12pt;"></span></div>
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<span style="font-size: 12pt;">Find out about icebreaking on the Great Lakes in part 2.</span></div>
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<span style="font-size: 12pt;"></span><span style="font-size: 12pt;"><br />Full article is available at <a href="http://www.uscg.mil/proceedings/spring2011/"><span style="color: blue;">http://www.uscg.mil/proceedings/spring2011/</span></a>.</span></div>
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<span style="font-size: 12pt;">Subscribe online at <a href="http://www.uscg.mil/proceedings/subscribe.asp" target="blank_"><span style="color: blue;">http://www.uscg.mil/proceedings/subscribe.asp</span></a>.</span></div>
<span style="font-family: 'Times New Roman','serif'; font-size: 12pt; mso-ansi-language: EN-US; mso-bidi-language: AR-SA; mso-fareast-font-family: 'Times New Roman'; mso-fareast-language: EN-US;"><span style="mso-spacerun: yes;"> </span></span>Editor Sarah Webster, at USCG Proceedings of the MSSC (DCO-84)http://www.blogger.com/profile/12973075624785237695noreply@blogger.com0tag:blogger.com,1999:blog-7948387925751404787.post-37111140641697787632012-05-15T12:07:00.002-04:002012-05-15T12:11:02.103-04:00The Revolution and Evolution of e-Navigation Systems—Part 2.<br />
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<i style="mso-bidi-font-style: normal;"><span class="Apple-style-span" style="font-family: inherit;">Excerpt
from U.S. Coast Guard <a href="http://www.uscg.mil/proceedings/spring2011/" target="_blank">Proceedings of the Marine Safety & Security Council</a> magazine by Mr. Bill Cairns,
F.R.I.N., IALA e-Navigation Committee chairman.<o:p></o:p></span></i></div>
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<b style="mso-bidi-font-weight: normal;"><span class="Apple-style-span" style="font-family: inherit;">International
Association of Marine Aids to Navigation and Lighthouse Authorities <o:p></o:p></span></b><br />
<b style="mso-bidi-font-weight: normal;"><span class="Apple-style-span" style="font-family: inherit;"><br /></span></b></div>
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<span class="Apple-style-span" style="font-family: inherit;">The IALA e-Navigation Committee is
structured specifically to support the IMO:<o:p></o:p></span></div>
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<span class="Apple-style-span" style="font-family: inherit;"><i style="mso-bidi-font-style: normal;">The
e-Nav Position, Navigation, and Timing Working Group</i>
identifies and examines technologies that may contribute to effective position,
navigation, and timing, including radar and associated aids to navigation,
terrestrial positioning systems, global navigation satellite systems
augmentation, visual and optical techniques, echo sounders, inertial
navigation, and alternative uses of existing systems.<o:p></o:p></span></div>
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<span class="Apple-style-span" style="font-family: inherit;"><br /></span></div>
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<span class="Apple-style-span" style="font-family: inherit;"><i style="mso-bidi-font-style: normal;">The
Portrayal Working Group</i> evaluates new proposals for displaying
e-Navigation-related information, including AIS application-specific messages,
virtual AtoN, and marine information overlays.<o:p></o:p></span></div>
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<span class="Apple-style-span" style="font-family: inherit;"><i style="mso-bidi-font-style: normal;">The
Automatic Identification System Technical Working Group</i> focuses
on efforts including AIS aids to navigation, satellite detection, terrestrial
long-range AIS, and the next generation of AIS. <o:p></o:p></span></div>
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<span class="Apple-style-span" style="font-family: inherit;"><i style="mso-bidi-font-style: normal;">The
Communications Working Group</i> studies operational and technical
requirements for communications and information systems in e-Navigation.<o:p></o:p></span></div>
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<span class="Apple-style-span" style="font-family: inherit;"><br /></span></div>
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<span class="Apple-style-span" style="font-family: inherit;"><i style="mso-bidi-font-style: normal;">The
Architecture Technical Working Group</i> harmonizes sensor and architecture
integration. In addition to creating the conceptual and technical framework for
a shore-based e-Navigation system, the architects are developing a data model
and an “e-Navigation stack” analogous to the International Organization for
Standardization open systems interconnection stack.<o:p></o:p></span></div>
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<b style="mso-bidi-font-weight: normal;"><span class="Apple-style-span" style="font-family: inherit;">International
Hydrographic Organization<o:p></o:p></span></b></div>
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<span class="Apple-style-span" style="font-family: inherit;">The International Hydrographic
Organization<b style="mso-bidi-font-weight: normal;"> </b>is at the heart of the
development of electronic navigational charts. IHO has built electronic
navigational chart data presentation and transfer standards leading to a
template for a new data model known as S-100: IHO Hydrographic Geospatial
Standard for Marine Data and Information.<o:p></o:p></span></div>
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<span class="Apple-style-span" style="font-family: inherit;"><br /></span></div>
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<b style="mso-bidi-font-weight: normal;"><span class="Apple-style-span" style="font-family: inherit;">Committee
on the Marine Transportation System <o:p></o:p></span></b></div>
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<span class="Apple-style-span" style="font-family: inherit;">The Committee on the Marine
Transportation System is a federal inter-departmental committee chaired by the
Secretary of Transportation to create a partnership of federal departments and
agencies with responsibility for the marine transportation system. <o:p></o:p></span></div>
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<span class="Apple-style-span" style="font-family: inherit;">The committee works to develop
and implement national marine transportation system policies that are
consistent with national needs and reports its views and recommendations to the
president. <o:p></o:p></span></div>
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<span class="Apple-style-span" style="font-family: inherit;">Full article is available at <a href="http://www.uscg.mil/proceedings/spring2011/" target="_blank">http://www.uscg.mil/proceedings/spring2011/</a>.<o:p></o:p></span></div>
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<span class="Apple-style-span" style="font-family: inherit;">Subscribe
online at <span class="MsoHyperlink"><a href="http://www.uscg.mil/proceedings/subscribe.asp" target="_blank">http://www.uscg.mil/proceedings/subscribe.asp</a>.</span><o:p></o:p></span></div>
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhzed1-kVg4MXVX06CQdx9nayjjqfElIFdy1KuapwbQC3fAjhH9bSz_fE8LesHaxAd9aveBSSatRIAGJUMQWf5wirb-SUGxAZ3xI_lMYdUiT8Q2Jgl8LYjKXy9M6J0_jhw0ddmmJLk2dck/s1600/pg.+48_Cairns__Fig3_Arch+diagram+e-NAV140.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" height="296" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhzed1-kVg4MXVX06CQdx9nayjjqfElIFdy1KuapwbQC3fAjhH9bSz_fE8LesHaxAd9aveBSSatRIAGJUMQWf5wirb-SUGxAZ3xI_lMYdUiT8Q2Jgl8LYjKXy9M6J0_jhw0ddmmJLk2dck/s640/pg.+48_Cairns__Fig3_Arch+diagram+e-NAV140.jpg" width="640" /></a></td></tr>
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<span style="font-family: 'Times New Roman', serif;">IALA
e-Navigation architecture. GNSS = Global Navigation Satellite System; UMDM =
Universal Maritime Data Model.<a href="http://www.blogger.com/blogger.g?blogID=7948387925751404787" name="_GoBack"></a><o:p></o:p></span></div>
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<br /></div>Editor Sarah Webster, at USCG Proceedings of the MSSC (DCO-84)http://www.blogger.com/profile/12973075624785237695noreply@blogger.com0tag:blogger.com,1999:blog-7948387925751404787.post-51312456899692368552012-05-11T09:37:00.000-04:002012-05-11T09:39:00.186-04:00The Revolution and Evolution of e-Navigation Systems—Part 1<style>
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<i style="mso-bidi-font-style: normal;"><span style="font-family: "Times New Roman";">Excerpt
from U.S. Coast Guard </span></i><a href="http://www.uscg.mil/proceedings/spring2011/" target="blank"><i style="mso-bidi-font-style: normal;"><span style="font-family: "Times New Roman";">Proceedings
of the Marine Safety & Security Council</span></i></a><i style="mso-bidi-font-style: normal;"><span style="font-family: "Times New Roman";">
magazine by Mr. Bill Cairns, F.R.I.N., IALA e-Navigation Committee chairman.</span></i></div>
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<span style="font-family: "Times New Roman";">The Office of Navigation Systems in the
U.S. Coast Guard Marine Transportation Management Directorate is continuing to
help define and shape e-Navigation through its efforts at the </span><span class="MsoHyperlink" target="blank"><span style="font-family: "Times New Roman";">International
Maritime Organization</span></span><span style="font-family: "Times New Roman";"> (IMO) and the </span><a href="http://www.iala-aism.org/" target="blank"><span style="font-family: "Times New Roman";">International Association of Marine Aids to
Navigation and Lighthouse Authorities</span></a><span style="font-family: "Times New Roman";"> (IALA) e-Navigation Committee. </span></div>
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<span style="font-family: "Times New Roman";">Domestically, the office is the lead for
developing a U.S. e-Navigation strategy for the Committee on the Marine
Transportation System. </span></div>
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<b style="mso-bidi-font-weight: normal;"><span style="font-family: "Times New Roman";">International
Maritime Organization Efforts</span></b></div>
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<span style="font-family: "Times New Roman";">In May 2006, the IMO Maritime Safety
Committee approved a new work item on e-Navigation for its subcommittee on safety
of navigation. </span></div>
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<br /></div>
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<span style="font-family: "Times New Roman";">E-Navigation is also being considered at
the subcommittees on radio communications, search and rescue, and Standards of
Training and Watchkeeping. </span></div>
<div class="MsoNormal" style="mso-layout-grid-align: none; mso-pagination: none; tab-stops: .5in 1.0in 1.5in 2.0in 2.5in 3.0in 3.5in 4.0in 4.5in 5.0in 5.5in 6.0in; text-autospace: none;">
<br /></div>
<div class="MsoNormal" style="mso-layout-grid-align: none; mso-pagination: none; tab-stops: .5in 1.0in 1.5in 2.0in 2.5in 3.0in 3.5in 4.0in 4.5in 5.0in 5.5in 6.0in; text-autospace: none;">
<span style="font-family: "Times New Roman";">In July 2010, the safety of navigation
subcommittee endorsed initial gap, cost benefit, and risk analyses. It also
approved e-Navigation user needs and invited IALA and the International
Hydrographic Organization to finalize gap analyses on shore-side aspects of
e-Navigation. </span></div>
<div class="MsoNormal" style="mso-layout-grid-align: none; mso-pagination: none; tab-stops: .5in 1.0in 1.5in 2.0in 2.5in 3.0in 3.5in 4.0in 4.5in 5.0in 5.5in 6.0in; text-autospace: none;">
<br /></div>
<div class="MsoNormal" style="mso-layout-grid-align: none; mso-pagination: none; tab-stops: .5in 1.0in 1.5in 2.0in 2.5in 3.0in 3.5in 4.0in 4.5in 5.0in 5.5in 6.0in; text-autospace: none;">
<span style="font-family: "Times New Roman";">Subsequently, the correspondence group
plans to outline further analyses for navigation and related shore-based
services issues and produce a provisional draft of an e-Navigation strategy
implementation plan, which will describe the data framework that will support
user needs and ensure maximum interoperability.</span><br />
<div class="separator" style="clear: both; text-align: center;">
<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgEb4Vo0HzU6B5dE0RqMg18A0N7OTsqq0pVvsroES0E0BHHi0Ej-OjOqd_E-eYian-lhGaFG_c16BtIjOFqPvJrnlaCt-u91xno-lY_wpoaa6rxptbgrRHj82_dsQz5of-X-L_HFAPyigRH/s1600/pg.+48_Cairns__Fig2_Zenilite+AIS+AtoN.JPG" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="240" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgEb4Vo0HzU6B5dE0RqMg18A0N7OTsqq0pVvsroES0E0BHHi0Ej-OjOqd_E-eYian-lhGaFG_c16BtIjOFqPvJrnlaCt-u91xno-lY_wpoaa6rxptbgrRHj82_dsQz5of-X-L_HFAPyigRH/s320/pg.+48_Cairns__Fig2_Zenilite+AIS+AtoN.JPG" width="320" /></a></div>
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<span style="font-family: "Times New Roman"; font-size: 12pt;">Automatic
Identification System aid to navigation. Courtesy of Zeni Lite.</span>
<span style="font-family: "Times New Roman";"><br /></span></div>
<div class="MsoNormal" style="mso-layout-grid-align: none; mso-pagination: none; tab-stops: .5in 1.0in 1.5in 2.0in 2.5in 3.0in 3.5in 4.0in 4.5in 5.0in 5.5in 6.0in; text-autospace: none;">
<br /></div>
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<span style="font-family: "Times New Roman";">Find out more in part 2.</span></div>
<div class="MsoNormal">
<br />
Full article is available at <a href="http://www.uscg.mil/proceedings/spring2011/" target="blank">http://www.uscg.mil/proceedings/spring2011/</a>.</div>
<div class="MsoNormal" style="mso-layout-grid-align: none; mso-pagination: none; tab-stops: .5in 1.0in 1.5in 2.0in 2.5in 3.0in 3.5in 4.0in 4.5in 5.0in 5.5in 6.0in; text-autospace: none;">
<br /></div>
<div class="MsoNormal">
<span style="font-size: 12pt;">Subscribe online at <span class="MsoHyperlink"><a href="http://www.uscg.mil/proceedings/subscribe.asp" target="blank_">http://www.uscg.mil/proceedings/subscribe.asp</a></span></span><span class="Apple-style-span" style="font-size: 16px;">.</span></div>
<div class="MsoNormal">
http://www.americanpilots.org/</div>Leslie Goodwin, USCG Proceedings of the MSSChttp://www.blogger.com/profile/03114786847912987901noreply@blogger.com0tag:blogger.com,1999:blog-7948387925751404787.post-35142426403059793532012-05-08T13:37:00.000-04:002012-05-08T13:42:01.403-04:00Pilotage: One of the oldest yet least-understood maritime professions.<br />
<div class="MsoNormal">
<i style="mso-bidi-font-style: normal;"><span style="font-size: 12pt;">Excerpt from U.S. Coast Guard <a href="http://www.uscg.mil/proceedings/spring2011/" target="blank_">Proceedings of the Marine
Safety & Security Council</a> magazine by Captain Michael R. Watson,
president, <a href="http://www.americanpilots.org/" target="_blank">American Pilots’ Association</a>.<o:p></o:p></span></i></div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
<span style="font-size: 12pt;">Even though pilots are a
critical component of safe and efficient maritime transportation of people and
cargoes, and have been operating in port areas for hundreds of years, there
still exists some confusion and misunderstanding regarding the role and
function of pilots. <o:p></o:p></span></div>
<div class="MsoNormal">
<span style="font-size: 12pt;"><br /></span></div>
<div class="MsoNormal">
<span style="font-size: 12pt;"><o:p></o:p></span></div>
<div class="MsoNormal">
<span style="font-size: 12pt;">When a ship is in U.S.
compulsory pilotage waters, responsibility for its safe navigation is shared
between the pilot and the vessel master. A pilot, when aboard a ship and
engaged in pilotage duties, directs the ship’s navigation. The pilot’s
authority to direct the ship’s movements is, however, subject to the master’s
overall command authority and responsibility for the ship’s safety.<o:p></o:p></span></div>
<div class="MsoNormal">
<span style="font-size: 12pt;"><br /></span></div>
<div class="MsoNormal">
<span style="font-size: 12pt;"><o:p></o:p></span></div>
<div class="MsoNormal">
<span style="font-size: 12pt;">Since the pilot is not a
crewmember, he or she is insulated from the economic pressures on shipping
interests, and directs the movement and navigation of the ship in a manner that
protects the marine environment and maintains navigational safety while
facilitating waterborne commerce. <o:p></o:p></span></div>
<div class="MsoNormal">
<span style="font-size: 12pt;"><br /></span></div>
<div class="MsoNormal">
<span style="font-size: 12pt;"><o:p></o:p></span></div>
<div class="MsoNormal">
<b style="mso-bidi-font-weight: normal;"><span style="font-size: 12pt;" target="blank_">American Pilots’ Association Guidance<o:p></o:p></span></b></div>
<div class="MsoNormal">
<span style="font-size: 12pt;">It is not unusual in some
segments of the maritime community to hear a pilot described as merely an
“advisor” to the master. That description is not consistent with principles of
U.S. pilotage law; it is counter to mandates given to vessel masters under
international regulations and doesn’t reflect how a pilot carries out his or
her duties on the bridge of a ship.<o:p></o:p></span></div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
<span style="font-size: 12pt;">It is important to the
overall navigational safety of a vessel that the master, bridge team, and other
vessel interests have an understanding of—and respect for—the role and
responsibilities of the pilot. <o:p></o:p></span></div>
<div class="MsoNormal">
<span style="font-size: 12pt;"><o:p></o:p></span></div>
<div class="MsoNormal">
<span style="font-size: 12pt;">While not having the legal
effect of case law, agency rulings, or regulations, the <a href="http://www.americanpilots.org/" target="_blank">American Pilots’ Association</a>
statement on the role and responsibilities of the pilot is a good reference in
the event of any confusion or misunderstanding regarding the proper role of the
pilot.<o:p></o:p></span></div>
<div class="MsoNormal">
<span style="font-size: 12pt;"><br /></span></div>
<div class="MsoNormal">
<span style="font-size: 12pt;"><o:p></o:p></span></div>
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiOJvxI-HkxYz-lu6QQGPCb7KbVPZLxkHg8noNWF1Du6kkEuiAw8iCoi6wMnGykQuWn-Px6QIKVpLq2eHeX1SComfi2B_mqX2c5Z20R5qjjiIDL-OJDpBto3fVeSZbMZVIe7HM0e_X6oi0/s1600/pg.+36_Watson_Pilot_Stepping_Aboard.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" height="320" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiOJvxI-HkxYz-lu6QQGPCb7KbVPZLxkHg8noNWF1Du6kkEuiAw8iCoi6wMnGykQuWn-Px6QIKVpLq2eHeX1SComfi2B_mqX2c5Z20R5qjjiIDL-OJDpBto3fVeSZbMZVIe7HM0e_X6oi0/s320/pg.+36_Watson_Pilot_Stepping_Aboard.jpg" width="246" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><div class="MsoNormal" style="font-size: medium; margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px;">
<span style="font-size: 12pt;">Captain Morgan Hoburg, San Francisco Bar Pilots, steps from the<o:p></o:p></span></div>
<div class="MsoNormal" style="font-size: medium; margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px;">
<span style="font-size: 12pt;">pilot boat to the pilot ladder.</span></div>
</td></tr>
</tbody></table>
<div class="MsoNormal">
<span style="font-size: 12pt;">Full article is available at <a href="http://www.uscg.mil/proceedings/spring2011/" target="blank_">http://www.uscg.mil/proceedings/spring2011/</a>.<o:p></o:p></span></div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
<span style="font-size: 12pt;">Subscribe online at <span class="MsoHyperlink"><a href="http://www.uscg.mil/proceedings/subscribe.asp" target="blank_">http://www.uscg.mil/proceedings/subscribe.asp</a></span></span><span class="Apple-style-span" style="font-size: 16px;">.</span></div>
<div class="MsoNormal">
http://www.americanpilots.org/</div>Editor Sarah Webster, at USCG Proceedings of the MSSC (DCO-84)http://www.blogger.com/profile/12973075624785237695noreply@blogger.com0tag:blogger.com,1999:blog-7948387925751404787.post-81845129178723229872012-05-03T17:44:00.002-04:002012-05-03T17:46:27.631-04:00The San Francisco Bay Region’s Harbor Safety Committee: Communication and collaboration fuel success.<div class="MsoNormal" style="font-family: Times,"Times New Roman",serif;">
<i style="mso-bidi-font-style: normal;"><span style="font-size: 12pt;">Excerpt from U.S. Coast Guard <a href="http://www.uscg.mil/proceedings/spring2011/" target="blank_">Proceedings of the Marine
Safety & Security Council</a> magazine by Ms. Joan Lundstrom, chair, Harbor
Safety Committee of the San Francisco Bay Region.</span></i></div>
<div class="MsoNormal">
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgpl_fEZYKccGUvY_ocOtRlZznuVnKPZyH-PrNqbx-54P5PffnOf_Y3s1gAHti_crGGCDcXj1ma6haikzK05B96jWSBhjjwSN3imGSrSPcgDP1VADNOzji_t5_ZhvaFPTX-0RDNciLDYJe7/s1600/pg.+32_Lundstrom__pic+1_081015-G-9923N-004.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" height="285" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgpl_fEZYKccGUvY_ocOtRlZznuVnKPZyH-PrNqbx-54P5PffnOf_Y3s1gAHti_crGGCDcXj1ma6haikzK05B96jWSBhjjwSN3imGSrSPcgDP1VADNOzji_t5_ZhvaFPTX-0RDNciLDYJe7/s400/pg.+32_Lundstrom__pic+1_081015-G-9923N-004.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><style>
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<div style="font-family: "Helvetica Neue",Arial,Helvetica,sans-serif; text-align: left;">
<span style="font-size: small;">The Harbor Safety Committee
of the SF Bay Region’s jurisdiction extends 100 miles from the San Francisco
Lighted Horn Buoy 12 miles offshore to the inland Ports of Sacramento and
Stockton. </span></div>
</td></tr>
</tbody></table>
</div>
<div class="MsoNormal" style="font-family: Times,"Times New Roman",serif;">
<span style="font-size: 12pt;">The Harbor Safety Committee
(HSC) of the San Francisco Bay Region is continuing its collaboration with the
Coast Guard, the National Oceanic Atmospheric Administration (NOAA), the U.S.
Army Corps of Engineers, and local stakeholders to enhance navigational safety
and prevent maritime accidents and spills.</span></div>
<div class="MsoNormal" style="font-family: Times,"Times New Roman",serif;">
<br /></div>
<div class="MsoNormal" style="font-family: Times,"Times New Roman",serif;">
<span style="font-size: 12pt;"></span></div>
<div class="MsoNormal" style="font-family: Times,"Times New Roman",serif;">
<b style="mso-bidi-font-weight: normal;"><span style="font-size: 12pt;">RESPONDING TO CHALLENGES</span></b><span style="font-size: 12pt;"></span></div>
<div class="MsoNormal" style="font-family: Times,"Times New Roman",serif;">
<b style="mso-bidi-font-weight: normal;"><span style="font-size: 12pt;">AIS Dock Identification System</span></b><span style="font-size: 12pt;"></span></div>
<div class="MsoNormal" style="font-family: Times,"Times New Roman",serif;">
<span style="font-size: 12pt;">In 2005, the HSC navigation
work group labored to develop a dock and berth numbering scheme based on local
codes used to indicate AIS locations. Working with the Coast Guard vessel
traffic service (VTS) staff, the stakeholders in the region numbered every
current and future dock in a logical and consistent manner.</span></div>
<div class="MsoNormal" style="font-family: Times,"Times New Roman",serif;">
<br /></div>
<div class="MsoNormal" style="font-family: Times,"Times New Roman",serif;">
<span style="font-size: 12pt;">Though there was some initial
reluctance to move away from the legacy dock and berth names, the VTS and
community became more comfortable using the new identification scheme, and it
has become the standard and the model for other regions.</span></div>
<div class="MsoNormal" style="font-family: Times,"Times New Roman",serif;">
<br /></div>
<div class="MsoNormal" style="font-family: Times,"Times New Roman",serif;">
<span style="font-size: 12pt;"></span></div>
<div class="MsoNormal" style="font-family: Times,"Times New Roman",serif;">
<b style="mso-bidi-font-weight: normal;"><span style="font-size: 12pt;">Near-Miss in Dense Fog</span></b></div>
<div class="MsoNormal" style="font-family: Times,"Times New Roman",serif;">
<span style="font-size: 12pt;">Subsequently, during an HSC
meeting, a ferry captain reported a near-miss of two commuter ferries in dense
fog at the ferry building. The ferry operations work group analyzed and developed an
approach and maneuvering scheme for the congested ferry building approach and
departure area, as well as a routing protocol in the central Bay, to decrease
the risk of collision for commuter ferries. </span></div>
<div class="MsoNormal" style="font-family: Times,"Times New Roman",serif;">
<span style="font-size: 12pt;"></span></div>
<div class="MsoNormal" style="font-family: Times,"Times New Roman",serif;">
<span style="font-size: 12pt;">With ferry routes charted,
other types of vessels, including recreational boats, can more easily predict
the locations of the fast ferries and steer clear.</span></div>
<div class="MsoNormal" style="font-family: Times,"Times New Roman",serif;">
<br /></div>
<div class="MsoNormal" style="font-family: Times,"Times New Roman",serif;">
<span style="font-size: 12pt;"></span></div>
<div class="MsoNormal" style="font-family: Times,"Times New Roman",serif;">
<b style="mso-bidi-font-weight: normal;"><span style="font-size: 12pt;">Container Ship Struck Bay Bridge</span></b><span style="font-size: 12pt;"> </span></div>
<div class="MsoNormal" style="font-family: Times,"Times New Roman",serif;">
<span style="font-size: 12pt;">In November 2007, a container
ship struck the Bay Bridge in dense fog. Within days of the spill, California Governor
Arnold Schwarzenegger directed the Office of Spill Prevention and Response to
investigate the causes and response to the allision. The office called upon the
harbor safety committee to analyze the navigational safety-related issues of
the governor’s directive and make appropriate recommendations regarding
prevention.</span></div>
<div class="MsoNormal" style="font-family: Times,"Times New Roman",serif;">
<br /></div>
<div class="MsoNormal" style="font-family: Times,"Times New Roman",serif;">
<b style="mso-bidi-font-weight: normal;"><span style="font-size: 12pt;">Loss of Propulsion Incidents from Mandated Low-Sulfur
Fuel</span></b></div>
<div class="MsoNormal" style="font-family: Times,"Times New Roman",serif;">
<span style="font-size: 12pt;">In 2009 another maritime
challenge arose when Coast Guard Sector San Francisco and the bar pilots
alerted the harbor safety committee of a dramatic increase in total loss of
propulsion of ships following implementation of the California Air Resources
Board (ARB) low-sulfur fuel switching requirement. </span></div>
<div class="MsoNormal" style="font-family: Times,"Times New Roman",serif;">
<br /></div>
<div class="MsoNormal" style="font-family: Times,"Times New Roman",serif;">
<span style="font-size: 12pt;"></span></div>
<div class="MsoNormal" style="font-family: Times,"Times New Roman",serif;">
<span style="font-size: 12pt;">The HSC chair contacted the
ARB staff to meet with the maritime community to discuss the unintended
consequences of the regulation. As a result, the California Air Resources Board
agreed to actively promulgate safety exemption provisions to mariners, work
with the Coast Guard on outreach, and report monthly to the harbor safety
committee on waivers. </span></div>
<div class="MsoNormal" style="font-family: Times,"Times New Roman",serif;">
<br /></div>
<div class="MsoNormal" style="font-family: Times,"Times New Roman",serif;">
<span style="font-size: 12pt;">The Coast Guard and the HSC
continue to monitor propulsion failures in the San Francisco Bay region. While
the number of ships experiencing problems associated with fuel switching is
down, it is essential to determine where low-sulfur fuel results in a loss of
propulsion, determine the cause, and vigorously communicate lessons learned.</span></div>
<div class="MsoNormal" style="font-family: Times,"Times New Roman",serif;">
</div>
<div class="MsoNormal" style="font-family: Times,"Times New Roman",serif;">
<span style="font-size: 12pt;"></span></div>
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<span style="font-family: "Times New Roman"; font-size: small;">Every day commercial ships
transit in and out of San Francisco Bay.</span>
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<span style="font-size: 12pt;">Full article is available at <a href="http://www.uscg.mil/proceedings/spring2011/" target="blank_">http://www.uscg.mil/proceedings/spring2011/</a>.</span></div>
<div style="font-family: Times,"Times New Roman",serif;">
<span style="font-size: 12pt;"><o:p></o:p></span></div>
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<br /></div>
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<span style="font-size: 12pt;">Subscribe online at <span class="MsoHyperlink"><a href="http://www.uscg.mil/proceedings/subscribe.asp" target="blank_">http://www.uscg.mil/proceedings/subscribe.asp</a>.</span><o:p></o:p></span></div>
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<br /></div>Leslie Goodwin, USCG Proceedings of the MSSChttp://www.blogger.com/profile/03114786847912987901noreply@blogger.com0tag:blogger.com,1999:blog-7948387925751404787.post-44940930836357099442012-05-01T14:12:00.000-04:002012-05-03T17:11:42.918-04:00Abandoned and Derelict Vessel Removal: Understanding the process can ensure success.<br />
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<i style="mso-bidi-font-style: normal;"><span style="font-size: 12pt;">Excerpt from
U.S. Coast Guard <a href="http://www.uscg.mil/proceedings/spring2011/">Proceedings
of the Marine Safety & Security Council</a> magazine by LCDR Charles Bright,
U.S. Coast Guard Office of Marine Transportation Systems.<o:p></o:p></span></i></div>
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<i style="mso-bidi-font-style: normal;"><span style="font-size: 12pt;"><br /></span></i></div>
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<span style="font-size: 12pt;"><o:p></o:p></span></div>
<div class="MsoNormal">
<b style="mso-bidi-font-weight: normal;"><span style="font-size: 12pt;">The Problem</span></b><span style="font-size: 12pt;"><o:p></o:p></span></div>
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<span style="font-size: 12pt;">Vessels are abandoned or
become derelict for many reasons. Unfortunately, these vessels can number in
the hundreds in some locations, such as states with large boating publics like
Florida, Georgia, and Washington. In some of these locations, vessels have been
abandoned for such a long time that no one can remember how they got there or
who the owners are.<o:p></o:p></span></div>
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<span style="font-size: 12pt;"><br /></span></div>
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<span style="font-size: 12pt;"><o:p></o:p></span></div>
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<b style="mso-bidi-font-weight: normal;"><span style="font-size: 12pt;">Who Has the Lead?<o:p></o:p></span></b></div>
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<span style="font-size: 12pt;">If the owner cannot be found
or is unable to remove the vessel, many times remo<span style="font-family: Verdana,sans-serif;">val will fall t</span>o the federal
or state government. Along with state environmental and enforcement agencies,
four federal agencies play a role in abandoned and derelict vessel removal: <o:p></o:p></span></div>
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</div>
<ul style="font-family: Verdana,sans-serif;">
<li><span class="Apple-style-span" style="font-size: 16px;">the National Oceanic and Atmospheric Administration,</span></li>
<li><span class="Apple-style-span" style="font-size: 16px;">the U.S. Army Corps of Engineers,</span></li>
<li><span class="Apple-style-span" style="font-size: 16px;">the U.S. Coast Guard,</span></li>
<li><span class="Apple-style-span" style="font-size: 16px;">the Federal Emergency Management Agency.</span></li>
</ul>
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<span style="font-size: 12pt;"><o:p></o:p></span></div>
<div class="MsoNormal">
<span style="font-size: 12pt;">Even with the multitude of
authorities, limited funding and resources can pose a problem.<o:p></o:p></span></div>
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<br /></div>
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<b style="mso-bidi-font-weight: normal;"><span style="font-size: 12pt;">Best Practices<o:p></o:p></span></b></div>
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<span style="font-size: 12pt;">In September 2009, the
National Oceanic and Atmospheric Administration hosted the first Federal
Abandoned and Derelict Vessel Workshop, where the four federal agencies presented
their processes for dealing with vessels to the state agencies. <o:p></o:p></span></div>
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<br /></div>
<div class="MsoNormal">
<span style="font-size: 12pt;">In addition, several state
program managers presented best practices for dealing with the numerous vessels
within their states.<o:p></o:p></span></div>
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<span style="font-size: 12pt;"><br /></span></div>
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<span style="font-size: 12pt;"><o:p></o:p></span></div>
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<b style="mso-bidi-font-weight: normal;"><span style="font-size: 12pt;">Coordinating Efforts<o:p></o:p></span></b></div>
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<span style="font-size: 12pt;">Understanding all the
authorities and jurisdictions is just the beginning when it comes to dealing
with the problem of abandoned and derelict vessels. With the multitude of state
and local programs and federal authorities, coordinating this process can be
daunting. Federal and state agencies and local or private groups should come
together prior to any incident to establish working relationships. <o:p></o:p></span><br />
<span style="font-size: 12pt;"><br /></span></div>
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<span style="font-size: 12pt;"><o:p></o:p></span></div>
<div class="MsoNormal">
<span style="font-size: 12pt;">Knowing where one agency’s
authority and funding stops and another begins facilitates this process.
Planning the process from beginning to end is also key to avoiding roadblocks
and other unwanted situations. No one wants a vessel removed only to find out
there is no place to put it. It may also be that one agency asserts itself in
the operational review and approval process because the vessel might be
considered a historical landmark. These types of situations do happen and can
best be avoided through a fully coordinated plan. <o:p></o:p></span></div>
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<span style="font-size: 12pt;"><o:p></o:p></span></div>
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<br /></div>
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<span style="font-size: 12pt;">Full article is available at <a href="http://www.uscg.mil/proceedings/spring2011/">http://www.uscg.mil/proceedings/spring2011/</a>.<o:p></o:p></span></div>
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<span style="font-size: 12pt;">Subscribe online at <span class="MsoHyperlink"><a href="http://www.uscg.mil/proceedings/subscribe.asp">http://www.uscg.mil/proceedings/subscribe.asp</a>.</span><o:p></o:p></span></div>
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<br /></div>Editor Sarah Webster, at USCG Proceedings of the MSSC (DCO-84)http://www.blogger.com/profile/12973075624785237695noreply@blogger.com0tag:blogger.com,1999:blog-7948387925751404787.post-89325985960373216822012-04-26T18:10:00.003-04:002012-05-03T17:31:05.957-04:00Improving the Marine Event Permit Program<div style="font-family: Arial,Helvetica,sans-serif;">
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<i style="mso-bidi-font-style: normal;"><span style="font-size: 12pt;">Excerpt from U.S. Coast Guard <a href="http://www.uscg.mil/proceedings/spring2011/" target="blank_">Proceedings of the Marine
Safety & Security Council</a> magazine by LCDR Ellis H. Moose, marine event
permit program manager, U.S. Coast Guard Office of Marine Transportation
Systems, Oceans and Transportation Policy Division.</span></i></div>
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<br /></div>
<div class="MsoNormal" style="font-family: Times,"Times New Roman",serif;">
<span style="font-size: 12pt;">The U.S. Coast Guard has been
safely and successfully administering the marine event permit program for
years, but the ambiguity of existing policy has made it difficult to provide a
consistent service-wide approach. </span></div>
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<br /></div>
<div class="MsoNormal" style="font-family: Times,"Times New Roman",serif;">
<span style="font-size: 12pt;"></span></div>
<div class="MsoNormal" style="font-family: Times,"Times New Roman",serif;">
<span style="font-size: 12pt;">Currently, Coast Guard
district and sector commanders evaluate the need for an event permit by using
locally developed risk-based decision making and knowledge of their areas of
responsibility. While this practice has resulted in an impressive safety
record, it’s created inconsistencies in how the program is administered from
unit to unit and district to district.</span></div>
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<span style="font-size: 12pt;"></span></div>
<div class="MsoNormal" style="font-family: Times,"Times New Roman",serif;">
<br />
<b><span style="font-size: 12pt;">The Review</span></b></div>
<div class="MsoNormal" style="font-family: Times,"Times New Roman",serif;">
<span style="font-size: 12pt;">The Office of Marine
Transportation Systems at Coast Guard headquarters owns the marine event
permitting process and is working with Training Center Petaluma, whose analysts
are developing a strategic needs assessment, a five-phase process that consists
of:</span></div>
<div class="MsoNormal" style="font-family: Times,"Times New Roman",serif;">
<span style="font-size: 12pt;"></span></div>
<ul style="font-family: Times,"Times New Roman",serif;">
<li><span style="font-size: 12pt;">performance
analysis,</span></li>
<li><span style="font-size: 12pt;">root
cause analysis,</span></li>
<li><span style="font-size: 12pt;">intervention
selection,</span></li>
<li><span style="font-size: 12pt;">implementation,</span></li>
<li><span style="font-size: 12pt;">evaluation.</span></li>
</ul>
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<span style="font-size: 12pt;"></span></div>
<div class="MsoNormal" style="font-family: Times,"Times New Roman",serif;">
<span style="font-size: 12pt;">The project will certainly
include revisions to national policy but could also include job aids, detailed
work instructions, or training courses.</span><br />
<br /></div>
<div class="MsoNormal" style="font-family: Times,"Times New Roman",serif;">
<span style="font-size: 12pt;"></span></div>
<div class="MsoNormal" style="font-family: Times,"Times New Roman",serif;">
<b style="mso-bidi-font-weight: normal;"><span style="font-size: 12pt;">Seamless Service Delivery </span></b></div>
<div class="MsoNormal" style="font-family: Times,"Times New Roman",serif;">
<span style="font-size: 12pt;">Coast Guard units must
continue to execute the program using the risk-based approach that has served
so faithfully to date. Furthermore, it’s important to recognize that sector and
district commanders will always have wide latitude to exercise discretion in
the administration of the program regardless of the outcomes from this project. </span><br />
<br /></div>
<div class="MsoNormal" style="font-family: Times,"Times New Roman",serif;">
<span style="font-size: 12pt;">No national policy will ever
substitute for considering the totality of the situation, the inherent risks
associated with gathering people and vessels on the water, and the local issues
unique to an area when exercising this authority.</span> </div>
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<br />
<span style="font-size: 12pt;">It is the goal of this
project to foster a policy that provides a consistent approach while continuing
to provide effective control over marine events. </span></div>
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<b style="mso-bidi-font-weight: normal;"><span style="font-size: 12pt;"><br /></span></b><span style="font-size: 12pt;"> </span></div>
<div class="separator" style="clear: both; font-family: Arial,Helvetica,sans-serif; text-align: center;">
<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgnbUFkjtX8zbPB8lfYmUyEVqypeWKx1SuabKkkXJPPUjyVY4EG0wOPxYdWBptR3FCSx8LX6g8A9Aluz4YYUHj0hi-XA8vUi8itU-iYxkvTj6CGOCKil2LqyGSi3-sD9acYQMKhIiCvZHQ8/s1600/pg.+25_Moose_MEP+Photo1.JPG" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="265" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgnbUFkjtX8zbPB8lfYmUyEVqypeWKx1SuabKkkXJPPUjyVY4EG0wOPxYdWBptR3FCSx8LX6g8A9Aluz4YYUHj0hi-XA8vUi8itU-iYxkvTj6CGOCKil2LqyGSi3-sD9acYQMKhIiCvZHQ8/s400/pg.+25_Moose_MEP+Photo1.JPG" width="400" /></a></div>
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<span style="font-size: small;">Coast Guard members navigate
their canoe during a race against the other four branches of the military at
the Walter MacFarlane Canoe Regatta in Waikiki. U.S. Coast Guard photo by Petty
Officer Michael De Nyse. </span></div>
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<br /></div>
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</div>
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<span style="font-size: 12pt;"></span></div>
<div class="MsoNormal" style="font-family: Times,"Times New Roman",serif;">
<span style="font-size: 12pt;">Full article is available at <a href="http://www.uscg.mil/proceedings/spring2011/" target="blank_">http://www.uscg.mil/proceedings/spring2011/</a>.</span></div>
<div class="MsoNormal" style="font-family: Times,"Times New Roman",serif;">
<br /></div>
<div class="MsoNormal">
<span style="font-size: 12pt;"><span style="font-family: Times,"Times New Roman",serif;">Subscribe online at </span><span class="MsoHyperlink" style="font-family: Times,"Times New Roman",serif;"><a href="http://www.uscg.mil/proceedings/subscribe.asp" target="blank_">http://www.uscg.mil/proceedings/subscribe.asp</a></span><span style="font-family: Times,"Times New Roman",serif;">.</span><o:p></o:p></span></div>
<div class="MsoNormal">
<br /></div>Leslie Goodwin, USCG Proceedings of the MSSChttp://www.blogger.com/profile/03114786847912987901noreply@blogger.com0tag:blogger.com,1999:blog-7948387925751404787.post-71105795729328912072012-04-24T13:56:00.000-04:002012-04-26T18:22:22.720-04:00Collaborating to Mitigate Risk: The tools that guide the process.<br />
<div class="MsoNormal">
<i style="mso-bidi-font-style: normal;"><span style="font-size: 12pt;">Excerpt from
U.S. Coast Guard <a href="http://www.uscg.mil/proceedings/spring2011/" target="blank_">Proceedings
of the Marine Safety & Security Council</a> magazine by LCDR Tony Maffia,
visual navigation signals management policy manager, U.S. Coast Guard Visual
Navigation Division; Mr. George H. Detweiler, Jr., marine transportation specialist,
U.S. Coast Guard Marine Transportation Systems Management Directorate; and Mr.
Burt Lahn, marine transportation specialist, U.S. Coast Guard Marine
Transportation Systems Management Directorate. <o:p></o:p></span></i></div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal" style="font-family: Times,"Times New Roman",serif;">
<span style="font-size: 12pt;">The United States Coast Guard
Office of Marine Transportation Systems Management develops and implements policies
and procedures that facilitate commerce, improve safety and efficiency, and
inspire dialogue within the maritime community to make our waterways safe,
efficient, and commercially viable. <o:p></o:p></span></div>
<div class="MsoNormal" style="font-family: Times,"Times New Roman",serif;">
<br /></div>
<div class="MsoNormal" style="font-family: Times,"Times New Roman",serif;">
<span style="font-size: 12pt;">One way we do this is by
establishing risk baselines that guide our decisions. Three tools that guide
these efforts:<o:p></o:p></span></div>
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</div>
<ul style="font-family: Times,"Times New Roman",serif;">
<li><span class="Apple-style-span" style="font-size: 16px;">ports and waterways safety assessments,</span></li>
<li><span class="Apple-style-span" style="font-size: 16px;">waterways analysis and management system studies,</span></li>
<li><span class="Apple-style-span" style="font-size: 16px;">port access route studies.</span></li>
</ul>
<div class="MsoNormal" style="font-family: Times,"Times New Roman",serif;">
<b style="mso-bidi-font-weight: normal;"><span style="font-size: 12pt;">Ports and Waterways Safety Assessments<o:p></o:p></span></b></div>
<div class="MsoNormal" style="font-family: Times,"Times New Roman",serif;">
<span style="font-size: 12pt;">The Coast Guard established
the ports and waterways safety assessment process to address waterway user
needs and place a greater emphasis on partnerships with industry. The process
involves convening a group of waterway users and stakeholders and conducting a
structured workshop to elicit their opinions. <o:p></o:p></span></div>
<div class="MsoNormal" style="font-family: Times,"Times New Roman",serif;">
<br /></div>
<div class="MsoNormal" style="font-family: Times,"Times New Roman",serif;">
<b style="mso-bidi-font-weight: normal;"><span style="font-size: 12pt;">Waterway Analysis and Management System Study</span></b><span style="font-size: 12pt;"> <o:p></o:p></span></div>
<div class="MsoNormal" style="font-family: Times,"Times New Roman",serif;">
<span style="font-size: 12pt;">Our nation’s waterways
contain more than 100,000 aids to navigation—the buoys and beacons that provide
signals to maritime transportation system users. A waterway analysis and
management system study helps Coast Guard waterway managers review and improve
the system in a particular waterway. The study incorporates the perspectives of
major and/or frequent waterway users to identify the most effective aid mix
while anticipating needs for the future. <o:p></o:p></span></div>
<div class="MsoNormal" style="font-family: Times,"Times New Roman",serif;">
<br /></div>
<div class="MsoNormal" style="font-family: Times,"Times New Roman",serif;">
<b style="mso-bidi-font-weight: normal;"><span style="font-size: 12pt;">Port Access Route Studies <o:p></o:p></span></b></div>
<div class="MsoNormal" style="font-family: Times,"Times New Roman",serif;">
<span style="font-size: 12pt;">Permanent structures such as
oil rigs and offshore renewable energy installations may affect port traffic,
and areas like designated marine sanctuaries also must fit into this mix.<o:p></o:p></span></div>
<div class="MsoNormal" style="font-family: Times,"Times New Roman",serif;">
<span style="font-size: 12pt;">To manage this, the Coast
Guard may create traffic separation schemes. Through the port access route
study process, the Coast Guard consults with affected Native American tribes as
well as federal, state, and foreign state agencies (as appropriate) and
considers the views of maritime community representatives, environmental
groups, and other interested stakeholders. <o:p></o:p></span></div>
<div class="MsoNormal" style="font-family: Times,"Times New Roman",serif;">
<span style="font-size: 12pt;"><o:p></o:p></span></div>
<div class="MsoNormal" style="font-family: Times,"Times New Roman",serif;">
<span style="font-size: 12pt;">Port access route studies
continue to identify critical changes in maritime traffic volumes or routes,
and allow the Coast Guard to implement sound vessel routing measures to ensure
safe passage in the off-shore approaches to our nation’s ports and harbors.<o:p></o:p></span></div>
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<br /></div>
<div class="MsoNormal" style="font-family: Times,"Times New Roman",serif;">
<span style="font-size: 12pt;">Full article is available at <a href="http://www.uscg.mil/proceedings/spring2011/" target="blank_">http://www.uscg.mil/proceedings/spring2011/</a>.<o:p></o:p></span></div>
<div class="MsoNormal" style="font-family: Times,"Times New Roman",serif;">
<br /></div>
<div class="MsoNormal">
<span style="font-size: 12pt;"><span style="font-family: Times,"Times New Roman",serif;">Subscribe online at </span><span class="MsoHyperlink" style="font-family: Times,"Times New Roman",serif;"><a href="http://www.uscg.mil/proceedings/subscribe.asp" target="blank_">http://www.uscg.mil/proceedings/subscribe.asp</a></span><span style="font-family: Times,"Times New Roman",serif;">.</span><o:p></o:p></span></div>
<div class="MsoNormal">
<br /></div>Editor Sarah Webster, at USCG Proceedings of the MSSC (DCO-84)http://www.blogger.com/profile/12973075624785237695noreply@blogger.com0tag:blogger.com,1999:blog-7948387925751404787.post-23949719260231342832012-04-20T11:28:00.001-04:002012-04-26T18:21:03.675-04:00Offshore Renewable Energy Installations: Impact on navigation and marine safety.<br />
<div class="MsoNormal">
<i style="mso-bidi-font-style: normal;"><span style="font-size: 12pt;">Excerpt from U.S. Coast Guard <a href="http://www.uscg.mil/proceedings/spring2011/" target="blank_">Proceedings of the Marine
Safety & Security Council</a> magazine by Mr. George H. Detweiler, Jr., marine
transportation specialist, U.S. Coast Guard Marine Transportation Systems
Management Directorate.<o:p></o:p></span></i></div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal" style="font-family: Times,"Times New Roman",serif;">
<span style="font-size: 12pt;">To reduce our dependence on
foreign energy supplies, alternative or renewable energy sources are being
pursued. These sources exploit a wide range of technologies:</span></div>
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<span style="font-size: 12pt;"><o:p></o:p></span></div>
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</div>
<ul style="font-family: Times,"Times New Roman",serif;">
<li><span class="Apple-style-span" style="font-size: 16px;">solar photovoltaics or power plants;</span></li>
<li><span class="Apple-style-span" style="font-size: 16px;">hydroelectricity (dams);</span></li>
<li><span class="Apple-style-span" style="font-size: 16px;">ocean thermal energy conversion facilities;</span></li>
<li><span class="Apple-style-span" style="font-size: 16px;">offshore renewable energy installations, which may include
“wind farms,” marine current turbines, and wave generators (hydrokinectics).</span></li>
</ul>
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<span style="font-size: 12pt;"><o:p></o:p></span></div>
<div class="MsoNormal" style="font-family: Times,"Times New Roman",serif;">
<span style="font-size: 12pt;">All these technologies have
the potential to affect marine navigation and safety, and although no offshore
renewable energy installations presently exist in U.S. waters, several are
contemplated following successful trials in other countries. <o:p></o:p></span></div>
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<br /></div>
<div class="MsoNormal" style="font-family: Times,"Times New Roman",serif;">
<span style="font-size: 12pt;">Of the technologies being
considered, wind farms and hydrokinetics pique the Coast Guard’s interest
because their developers propose to locate them in U.S. navigable waters. <o:p></o:p></span></div>
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<span style="font-size: 12pt;"><br /></span></div>
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<span style="font-size: 12pt;"><o:p></o:p></span></div>
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<b style="mso-bidi-font-weight: normal;"><span style="font-size: 12pt;">Navigation Impact<o:p></o:p></span></b></div>
<div class="MsoNormal" style="font-family: Times,"Times New Roman",serif;">
<span style="font-size: 12pt;">All offshore installations,
regardless of type, will have impact on vessel navigation and safety in their
vicinity. <o:p></o:p></span></div>
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<span style="font-size: 12pt;"><br /></span></div>
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<span style="font-size: 12pt;"><o:p></o:p></span></div>
<div class="MsoNormal" style="font-family: Times,"Times New Roman",serif;">
<i style="mso-bidi-font-style: normal;"><span style="font-size: 12pt;">Location.</span></i><span style="font-size: 12pt;"> An
offshore site could affect navigation based on the traffic volume, types of
waterway users, and other vessel characteristics such as speed capability,
navigation equipment, and number of passengers. <o:p></o:p></span></div>
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<span style="font-size: 12pt;"><br /></span></div>
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<span style="font-size: 12pt;"><o:p></o:p></span></div>
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<i style="mso-bidi-font-style: normal;"><span style="font-size: 12pt;">Spacing.</span></i><span style="font-size: 12pt;"> To
make best use of the wind, turbine spacing is proportional to rotor size and
the down-wind wake effect created. As such, wind farm turbines are generally
spaced 500 meters or more apart.<o:p></o:p></span></div>
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<span style="font-size: 12pt;"><br /></span></div>
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<span style="font-size: 12pt;"><o:p></o:p></span></div>
<div class="MsoNormal" style="font-family: Times,"Times New Roman",serif;">
<i style="mso-bidi-font-style: normal;"><span style="font-size: 12pt;">Visibility.</span></i><span style="font-size: 12pt;">
These structures could also block or hinder the view of other vessels, the
coastline, or other navigational features such as aids to navigation,
landmarks, or promontories used by mariners to navigate. <o:p></o:p></span></div>
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<span style="font-size: 12pt;"><br /></span></div>
<div class="MsoNormal" style="font-family: Times,"Times New Roman",serif;">
<span style="font-size: 12pt;"><o:p></o:p></span></div>
<div class="MsoNormal" style="font-family: Times,"Times New Roman",serif;">
<i style="mso-bidi-font-style: normal;"><span style="font-size: 12pt;">Electronic impact.</span></i><span style="font-size: 12pt;"> Larger structures could produce radio interference with respect to any
frequencies used for aviation, marine positioning, navigation, or
communications, including automatic identification systems. <o:p></o:p></span></div>
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<span style="font-size: 12pt;"><br /></span></div>
<div class="MsoNormal" style="font-family: Times,"Times New Roman",serif;">
<span style="font-size: 12pt;"><o:p></o:p></span></div>
<div class="MsoNormal" style="font-family: Times,"Times New Roman",serif;">
<i style="mso-bidi-font-style: normal;"><span style="font-size: 12pt;">Effects of tides, tidal streams, currents, seabed
changes.</span></i><span style="font-size: 12pt;"> Current maritime traffic
flows and operations in the area of an offshore renewable energy installation
are affected by the depth of water in which the installation is situated at
various states of the tide. <o:p></o:p></span></div>
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<br /></div>
<div class="MsoNormal" style="font-family: Times,"Times New Roman",serif;">
<span style="font-size: 12pt;">Additionally, the structures
themselves could cause changes in the set and rate of the tidal stream or
direction and rate of the currents. Also, structures in the tidal stream could
produce siltation, deposition of sediment or scouring, and other suction or
discharge aspects, which could affect navigable water depth. <o:p></o:p></span></div>
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<span style="font-size: 12pt;"><br /></span></div>
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<span style="font-size: 12pt;"><o:p></o:p></span></div>
<div class="MsoNormal" style="font-family: Times,"Times New Roman",serif;">
<b style="mso-bidi-font-weight: normal;"><span style="font-size: 12pt;">Mitigating the Impact</span></b><span style="font-size: 12pt;"><o:p></o:p></span></div>
<div class="MsoNormal" style="font-family: Times,"Times New Roman",serif;">
<span style="font-size: 12pt;">While these offshore
renewable energy installations have many potential benefits, it’s important to
recognize the equally potential negative effects mentioned and to devise plans
to mitigate them. <o:p></o:p></span></div>
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<br /></div>
<div class="MsoNormal" style="font-family: Times,"Times New Roman",serif;">
<span style="font-size: 12pt;">The Coast Guard will review
the assessment to develop a “safety of navigation” opinion and associated
mitigation measures that it will forward to the appropriate lead permitting
agency. <o:p></o:p></span><br />
<span style="font-size: 12pt;"><br /></span></div>
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<span style="font-size: 12pt;"><o:p></o:p></span></div>
<div class="MsoNormal" style="font-family: Times,"Times New Roman",serif;">
<span style="font-size: 12pt;">Full article is available at <a href="http://www.uscg.mil/proceedings/spring2011/" target="blank_">http://www.uscg.mil/proceedings/spring2011/</a>.<o:p></o:p></span></div>
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<span style="font-size: 12pt;">Subscribe online at <span class="MsoHyperlink"><a href="http://www.uscg.mil/proceedings/subscribe.asp" target="blank_">http://www.uscg.mil/proceedings/subscribe.asp</a></span>.<o:p></o:p></span></div>
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<span style="font-size: 12pt;"><br /></span></div>Editor Sarah Webster, at USCG Proceedings of the MSSC (DCO-84)http://www.blogger.com/profile/12973075624785237695noreply@blogger.com0tag:blogger.com,1999:blog-7948387925751404787.post-38711130155524313242012-04-17T11:35:00.001-04:002012-04-17T11:38:03.307-04:00How Narrow is “Narrow?” NAVSAC recommends the Coast Guard develop navigation criteria.<div class="MsoNormal" style="margin: 0in 0in 0pt;"><i style="mso-bidi-font-style: normal;"><span style="font-size: 12pt;">Excerpt from U.S. Coast Guard <a href="http://www.uscg.mil/proceedings/spring2011/"><span style="color: blue;">Proceedings of the Marine Safety & Security Council</span></a> magazine by Mr. Craig H. Allen, Sr., Judson Falknor Professor of Law and of Marine Affairs University of Washington.</span></i></div><div class="MsoNormal" style="margin: 0in 0in 0pt;"><br />
</div><div class="MsoNormal" style="margin: 0in 0in 0pt;"><span style="font-size: 12pt;">In June 2010, the U.S. Navigation Safety Advisory Council (NAVSAC), the Coast Guard’s advisory council on the Rules of the Road, unanimously recommended to the Coast Guard that it formally designate those waters in the U.S. that will be subject to Inland Navigation Rule 9 as “narrow channels or fairways.” </span></div><div class="MsoNormal" style="margin: 0in 0in 0pt;"><br />
</div><div class="MsoNormal" style="margin: 0in 0in 0pt;"><span style="font-size: 12pt;"></span></div><div class="MsoNormal" style="margin: 0in 0in 0pt;"><b style="mso-bidi-font-weight: normal;"><span style="font-size: 12pt;">History</span></b></div><div class="MsoNormal" style="margin: 0in 0in 0pt;"><span style="font-size: 12pt;">The NAVSAC action comes partly in response to a recommendation by the U.S. National Transportation Safety Board (NTSB) to the Coast Guard following the NTSB’s investigation into a collision between two towing vessels on an inland waterway. </span></div><div class="MsoNormal" style="margin: 0in 0in 0pt;"><br />
</div><div class="MsoNormal" style="margin: 0in 0in 0pt;"><span style="font-size: 12pt;">The NTSB discovered that the vessel operators had come to conflicting conclusions as to whether the waters were a “narrow channel or fairway” for purposes of applying Rule 9. </span></div><div class="MsoNormal" style="margin: 0in 0in 0pt;"><br />
</div><div class="MsoNormal" style="margin: 0in 0in 0pt;"><span style="font-size: 12pt;"></span></div><div class="MsoNormal" style="margin: 0in 0in 0pt;"><b style="mso-bidi-font-weight: normal;"><span style="font-size: 12pt;">Rule 9 Working Group</span></b><span style="font-size: 12pt;"> </span></div><div class="MsoNormal" style="margin: 0in 0in 0pt;"><span style="font-size: 12pt;">NAVSAC formed the Rule 9 Working Group and met in June of 2009 and June 2010 to examine the issues and present draft recommendations to the council for consideration. </span></div><div class="MsoNormal" style="margin: 0in 0in 0pt;"><span style="font-size: 12pt;"></span></div><div class="MsoNormal" style="margin: 0in 0in 0pt;"><span style="font-size: 12pt;">The working group members noted that the Inland Navigation Rules include two “area-based” risk management rules:</span></div><div class="MsoNormal" style="margin: 0in 0in 0pt;"><br />
<ul><li><span class="Apple-style-span" style="font-size: 16px;">Rule 9, applicable to waters that constitute narrow channels or fairways,</span></li>
<li><span class="Apple-style-span" style="font-size: 16px;">Rule 10, applicable to traffic separation schemes.</span></li>
</ul></div><div class="MsoNormal" style="margin: 0in 0in 0pt;"><span style="font-size: 12pt;"></span></div><div class="MsoNormal" style="margin: 0in 0in 0pt;"><span style="font-size: 12pt;">The members also observed the contrast between Rule 9, which leaves it to the mariners to determine when the rule applies, and Rule 10, which applies only when the waters have been designated a traffic separation scheme. </span></div><div class="MsoNormal" style="margin: 0in 0in 0pt;"><br />
</div><div class="MsoNormal" style="margin: 0in 0in 0pt;"><span style="font-size: 12pt;">They also noted that the rules do not define “narrow channel” or “fairway” or provide the mariner with criteria for determining which waterways fall within those terms. </span></div><div class="MsoNormal" style="margin: 0in 0in 0pt;"><br />
</div><div class="MsoNormal" style="margin: 0in 0in 0pt;"><span style="font-size: 12pt;"></span></div><div class="MsoNormal" style="margin: 0in 0in 0pt;"><span style="font-size: 12pt;">The group’s conclusion: Rule 9 has the potential to be an important collision prevention rule, but its effectiveness is undermined. The multi-factor Rule 9 analysis adopted by courts in collision cases is complicated, and the need for a case-by-case analysis of the relevant factors might well delay the mariners’ collision avoidance action. </span></div><div class="MsoNormal" style="margin: 0in 0in 0pt;"><br />
</div><div class="MsoNormal" style="margin: 0in 0in 0pt;"><span style="font-size: 12pt;"></span></div><div class="MsoNormal" style="margin: 0in 0in 0pt;"><span style="font-size: 12pt;">There is also a risk that two (or more) approaching vessels will reach conflicting conclusions as to whether Rule 9 applies to a given situation, as the tow boat operators did in the collision investigated by the NTSB.</span></div><div class="MsoNormal" style="margin: 0in 0in 0pt;"><br />
</div><div class="MsoNormal" style="margin: 0in 0in 0pt;"><span style="font-size: 12pt;">The working group therefore concurred with the NTSB recommendation to the extent that it recommended that the Coast Guard take action to better enable mariners to know when to apply the narrow channel rule. </span></div><div class="MsoNormal" style="margin: 0in 0in 0pt;"><br />
</div><div class="MsoNormal" style="margin: 0in 0in 0pt;"><span style="font-size: 12pt;">Full article is available at <a href="http://www.uscg.mil/proceedings/spring2011/"><span style="color: blue;">http://www.uscg.mil/proceedings/spring2011/</span></a>.</span></div><div class="MsoNormal" style="margin: 0in 0in 0pt;"><br />
</div><div class="MsoNormal" style="margin: 0in 0in 0pt;"><span style="font-size: 12pt;">Subscribe online at <a href="http://www.uscg.mil/proceedings/subscribe.asp" target="blank_"><span style="color: blue;">http://www.uscg.mil/proceedings/subscribe.asp</span></a>.</span></div>Editor Sarah Webster, at USCG Proceedings of the MSSC (DCO-84)http://www.blogger.com/profile/12973075624785237695noreply@blogger.com0tag:blogger.com,1999:blog-7948387925751404787.post-15202694326183809782012-04-12T09:53:00.001-04:002012-04-12T09:55:10.238-04:00The “Black Hull” Fleet: Multi-function assets for multi-mission duty—PART 2<i style="mso-bidi-font-style: normal;"><span style="font-size: 12pt;">Excerpt from U.S. Coast Guard <a href="http://www.uscg.mil/proceedings/spring2011/"><span style="color: blue;">Proceedings of the Marine Safety & Security Council</span></a> magazine by CDR Gregory Tlapa, chief, U.S. Coast Guard Visual Navigation Division.</span></i> <br />
<div class="MsoNormal" style="margin: 0in 0in 0pt;"><br />
</div><div class="MsoNormal" style="margin: 0in 0in 0pt;"><b style="mso-bidi-font-weight: normal;"><span style="font-size: 12pt;">The Continuing ATON Mission</span></b></div><div class="MsoNormal" style="margin: 0in 0in 0pt;"><span style="font-size: 12pt;">As the response in the Gulf continued beyond projected timelines, senior Coast Guard leaders were concerned that the absence of the buoy tenders would negatively impact the overall aids to navigation (ATON) infrastructure. </span></div><div class="MsoNormal" style="margin: 0in 0in 0pt;"><br />
</div><div class="MsoNormal" style="margin: 0in 0in 0pt;"><span style="font-size: 12pt;">In the end, however, the nationwide aid availability rate remained nearly constant throughout the deployment, which poses the question: How can this be? </span></div><div class="MsoNormal" style="margin: 0in 0in 0pt;"><br />
</div><div class="MsoNormal" style="margin: 0in 0in 0pt;"><span style="font-size: 12pt;">Through a series of strategic initiatives and efficiency improvements over the last decade, the ATON program has dramatically improved hardware reliability and reduced the cutter resource hours needed to maintain the system. </span></div><div class="MsoNormal" style="margin: 0in 0in 0pt;"><br />
</div><div class="MsoNormal" style="margin: 0in 0in 0pt;"><b style="mso-bidi-font-weight: normal;"><span style="font-size: 12pt;">Improvements in Efficiency and Technology </span></b></div><div class="MsoNormal" style="margin: 0in 0in 0pt;"><span style="font-size: 12pt;">In the past, nearly 60 percent of their operational hours were devoted to performing ATON. In fiscal year 2009, however, these vessels spent only 39 percent of their operating hours on these duties, with the remaining 61 percent dispersed across other mission areas. </span></div><div class="MsoNormal" style="margin: 0in 0in 0pt;"><br />
</div><div class="MsoNormal" style="margin: 0in 0in 0pt;"><span style="font-size: 12pt;">The coastal buoy tenders have experienced similar effects in mission employment, and expanded shore-based aids to navigation teams have also greatly improved overall mission response. Additionally, though the buoys and beacons along the U.S. coast look much the same as they did 30 years ago, there has also been a systematic transformation of aids to navigation equipment and hardware and efficiency improvements including: </span></div><ul><li><div class="MsoNormal" style="margin: 0in 0in 0pt;"><span style="font-size: 12pt;"></span><span style="font-size: 12pt;">differential GPS positioning,</span></div></li>
<li><div class="MsoNormal" style="margin: 0in 0in 0pt;"><span style="font-size: 12pt;"></span><span style="font-size: 12pt;">increased use of solar power,</span></div></li>
<li><div class="MsoNormal" style="margin: 0in 0in 0pt;"><span style="font-size: 12pt;"></span><span style="font-size: 12pt;">transition from incandescent lighting systems to light-emitting diodes,</span></div></li>
<li><div class="MsoNormal" style="margin: 0in 0in 0pt;"><span style="font-size: 12pt;"></span><span style="font-size: 12pt;">use of self-contained systems,</span></div></li>
<li><div class="MsoNormal" style="margin: 0in 0in 0pt;"><span style="font-size: 12pt;"></span><span style="font-size: 12pt;">new buoy coating systems. </span></div></li>
</ul><div class="MsoNormal" style="margin: 0in 0in 0pt;"><span style="font-size: 12pt;"></span></div><div class="MsoNormal" style="margin: 0in 0in 0pt;"><span style="font-size: 12pt;">The Coast Guard employs a multi-tiered management philosophy to maintain ATON infrastructure so that each aid and waterway can be serviced by several types of Coast Guard assets. </span></div><table cellpadding="0" cellspacing="0" class="tr-caption-container" style="float: left; margin-right: 1em; text-align: left;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhiczs7h_xRDsUNldtxIJvjRthBCls2xslWmwktOr6ACPay0FS4vyiBj33H7axIQcoMU6cVmowIwcTmEuZ74w6P1oxVr0LGiltgkobU_J5-3YhvtGwB9wGRwtauDXBrXT9JPCaDW2Rr5o0/s1600/pg.+10_Tlapa+const+tender+anvil+nepolitano.jpg" imageanchor="1" style="clear: left; cssfloat: left; margin-bottom: 1em; margin-left: auto; margin-right: auto;"><img border="0" height="213px" qda="true" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhiczs7h_xRDsUNldtxIJvjRthBCls2xslWmwktOr6ACPay0FS4vyiBj33H7axIQcoMU6cVmowIwcTmEuZ74w6P1oxVr0LGiltgkobU_J5-3YhvtGwB9wGRwtauDXBrXT9JPCaDW2Rr5o0/s320/pg.+10_Tlapa+const+tender+anvil+nepolitano.jpg" width="320px" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><div class="MsoNormal" style="margin: 0in 0in 0pt;"><span style="font-size: 12pt;">DHS Secretary Janet Napolitano observes aids to navigation operations aboard the Coast Guard Cutter <i style="mso-bidi-font-style: normal;">Anvil</i>.</span></div></td></tr>
</tbody></table><br />
<div class="MsoNormal" style="margin: 0in 0in 0pt;"><span style="font-size: 12pt;">Full article is available at <a href="http://www.uscg.mil/proceedings/spring2011/"><span style="color: blue;">http://www.uscg.mil/proceedings/spring2011/</span></a>.</span></div><div class="MsoNormal" style="margin: 0in 0in 0pt;"><br />
</div><div class="MsoNormal" style="margin: 0in 0in 0pt;"><span style="font-size: 12pt;">Subscribe online at <a href="http://www.uscg.mil/proceedings/subscribe.asp" target="blank_"><span style="color: blue;">http://www.uscg.mil/proceedings/subscribe.asp</span></a>.</span></div>Editor Sarah Webster, at USCG Proceedings of the MSSC (DCO-84)http://www.blogger.com/profile/12973075624785237695noreply@blogger.com0tag:blogger.com,1999:blog-7948387925751404787.post-55116991108096784892012-04-10T16:09:00.002-04:002012-04-26T18:20:03.756-04:00The “Black Hull” Fleet: Multi-function assets for multi-mission duty—PART 1<div class="MsoNormal" style="margin: 0in 0in 0pt;">
<i style="mso-bidi-font-style: normal;"><span style="font-size: 12pt;">Excerpt from U.S. Coast Guard <a href="http://www.uscg.mil/proceedings/spring2011/"><span style="color: blue;">Proceedings of the Marine Safety & Security Council</span></a> magazine by CDR Gregory Tlapa, chief, U.S. Coast Guard Visual Navigation Division.</span></i></div>
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<table cellpadding="0" cellspacing="0" class="tr-caption-container" style="float: left; margin-right: 1em; text-align: left;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgvrnA079ZF80adKAedeCmO_8iCHPZDKL6N7RdAofDRww_5zqaezl7DpHzIU8Xvd59WYwUnUdTtWoHby89lTdPV4I_vQZ_SWMZZKouxpFhn1AOetLFWkn2p4HNNGnAMsZvcigBPimRIxM0/s1600/pg.+10_Tlapa+blackhull+for+intro.jpg" imageanchor="1" style="clear: left; cssfloat: left; margin-bottom: 1em; margin-left: auto; margin-right: auto;"><img border="0" height="183px" nda="true" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgvrnA079ZF80adKAedeCmO_8iCHPZDKL6N7RdAofDRww_5zqaezl7DpHzIU8Xvd59WYwUnUdTtWoHby89lTdPV4I_vQZ_SWMZZKouxpFhn1AOetLFWkn2p4HNNGnAMsZvcigBPimRIxM0/s320/pg.+10_Tlapa+blackhull+for+intro.jpg" width="320px" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><span style="font-family: inherit; font-size: small;">Pictured is a </span><span style="font-family: inherit; font-size: small;">Tlapa blackhull vessel.</span></td></tr>
</tbody></table>
<div class="MsoNormal" style="margin: 0in 0in 0pt;">
<b style="mso-bidi-font-weight: normal;"><span style="font-size: 12pt;">Black, White, Red</span></b></div>
<div class="MsoNormal" style="margin: 0in 0in 0pt;">
<span style="font-size: 12pt;">While all Coast Guard afloat assets are multi-mission platforms, they are loosely grouped into three communities—the black hull fleet, white hull fleet, and red hull fleet. </span></div>
<div class="MsoNormal" style="margin: 0in 0in 0pt;">
<br /></div>
<div class="MsoNormal" style="margin: 0in 0in 0pt;">
<span style="font-size: 12pt;">As the names suggest, the hulls are painted those colors and denote each asset’s primary mission function:</span></div>
<div class="MsoNormal" style="margin: 0in 0in 0pt;">
<br /></div>
<div class="MsoNormal" style="margin: 0in 0in 0pt;">
<br /></div>
<div class="MsoNormal" style="margin: 0in 0in 0pt;">
</div>
<div class="MsoNormal" style="margin: 0in 0in 0pt;">
<span style="font-size: 12pt;"></span></div>
<ul>
<li><div class="MsoNormal" style="margin: 0in 0in 0pt;">
<span style="font-size: 12pt;"><b style="mso-bidi-font-weight: normal;">Black hull</b>—aids to navigation,</span></div>
</li>
<li><div class="MsoNormal" style="margin: 0in 0in 0pt;">
<span style="font-size: 12pt;"></span><span style="font-size: 12pt;"><b style="mso-bidi-font-weight: normal;">White hull</b>—maritime law enforcement and other safety-at-sea missions,</span></div>
</li>
<li><div class="MsoNormal" style="margin: 0in 0in 0pt;">
<span style="font-size: 12pt;"></span><span style="font-size: 12pt;"><b style="mso-bidi-font-weight: normal;">Red hull</b>—icebreaking.</span></div>
</li>
</ul>
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<span style="font-size: 12pt;"></span></div>
<div class="MsoNormal" style="margin: 0in 0in 0pt;">
<span style="font-size: 12pt;">“Primary” being the operative word: As Coast Guard missions have expanded and evolved, so have the capabilities of its assets. Today the terms serve more to describe the personnel aboard the assets, engendering camaraderie within the communities and spurring friendly competition among them.</span></div>
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<span style="font-size: 12pt;">To fulfill its multi-mission duties, the Coast Guard’s black hull fleet or “buoy tenders” don’t just tend buoys—these vessels are routinely employed in all of the Coast Guard’s statutory mission areas, and carry specialized equipment to fulfill those functions.</span></div>
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<span style="font-size: 12pt;">For example, as a result of the Exxon Valdez oil spill in 1989, the Oil Pollution Act of 1990 mandated that they be outfitted with an onboard spilled oil recovery system (SORS) comprised of outriggers, booms, hydraulic skimming equipment, and product storage vessels. </span></div>
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<span style="font-size: 12pt;">In addition to “normal” operational training, seagoing buoy tender crews participate in annual training and mock exercises with this equipment. While the smaller coastal buoy tenders are not outfitted with SORS equipment, they also conduct annual training and mock exercises using pre-staged vessel of opportunity skimming system gear, and all crews receive hazardous waste operations and emergency response training.</span></div>
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<span style="font-size: 12pt;">Thanks to such training and exercises, these crews quickly integrated into the response to the sinking of the mobile offshore drilling unit Deepwater Horizon in the Gulf of Mexico. </span></div>
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgJk_kxC_lzZX6hXlWocDLd92haxrv0VjzqcIA9yTvApjCzwu8Kj2oQ6lXDM_hR60CfzbzMmBDhscJpHbCVbcsbF_P5f8wyC-eWrE477qolOQY0bvKb6206aM1v3TM84IZwQQeMLKDHp8s/s1600/pg.+10_Tlapa+225+juniper+demonstration.jpg" imageanchor="1" style="clear: left; cssfloat: left; margin-bottom: 1em; margin-left: auto; margin-right: auto;"><img border="0" height="320px" nda="true" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgJk_kxC_lzZX6hXlWocDLd92haxrv0VjzqcIA9yTvApjCzwu8Kj2oQ6lXDM_hR60CfzbzMmBDhscJpHbCVbcsbF_P5f8wyC-eWrE477qolOQY0bvKb6206aM1v3TM84IZwQQeMLKDHp8s/s320/pg.+10_Tlapa+225+juniper+demonstration.jpg" width="212px" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><span style="font-size: 12pt;">CGC <i style="mso-bidi-font-style: normal;">Juniper’s</i> spilled oil recovery system.</span></td></tr>
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<span style="font-size: 12pt;">Find out more in part 2.</span></div>
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<span style="font-size: 12pt;">Full article is available at <a href="http://www.uscg.mil/proceedings/spring2011/"><span style="color: blue;">http://www.uscg.mil/proceedings/spring2011/</span></a>.</span></div>
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<span style="font-size: 12pt;">Subscribe online at <a href="http://www.uscg.mil/proceedings/subscribe.asp" target="blank_"><span style="color: blue;">http://www.uscg.mil/proceedings/subscribe.asp</span></a>.</span></div>Editor Sarah Webster, at USCG Proceedings of the MSSC (DCO-84)http://www.blogger.com/profile/12973075624785237695noreply@blogger.com0tag:blogger.com,1999:blog-7948387925751404787.post-5134696659600079932012-04-05T10:31:00.001-04:002012-04-05T10:32:42.442-04:00Visual Aids to Navigation: Dispelling aid availability myths—PART 2<i style="mso-bidi-font-style: normal;"><span style="font-size: 12pt;">Excerpt from U.S. Coast Guard <a href="http://www.uscg.mil/proceedings/spring2011/"><span style="color: blue;" target="blank_">Proceedings of the Marine Safety & Security Council</span></a> magazine by Mr. Robert Trainor, aids to navigation specialist, U.S. Coast Guard Office of Navigation Systems.</span></i><span style="font-size: 12pt;"> </span><br />
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</div><div class="MsoNormal" style="margin: 0in 0in 0pt;"><b style="mso-bidi-font-weight: normal;"><span style="font-size: 12pt;">Aids to Navigation Discrepancies</span></b></div><div class="MsoNormal" style="margin: 0in 0in 0pt;"><span style="font-size: 12pt;">Aid availability is impacted by unplanned outages, or ATON discrepancies, and the Coast Guard’s ability to respond to and correct them.</span></div><div class="MsoNormal" style="margin: 0in 0in 0pt;"><br />
</div><div class="MsoNormal" style="margin: 0in 0in 0pt;"><span style="font-size: 12pt;"></span></div><div class="MsoNormal" style="margin: 0in 0in 0pt;"><span style="font-size: 12pt;">In 2005, the Coast Guard specified maximum maintenance intervals of 36 months for buoys and lighted beacons and 60 months for unlighted beacons. Specific maintenance intervals for individual aids are determined after considering component reliability and service life, environmental factors, wildlife, vandalism, and other factors. </span></div><div class="MsoNormal" style="margin: 0in 0in 0pt;"><br />
</div><div class="MsoNormal" style="margin: 0in 0in 0pt;"><span style="font-size: 12pt;"></span></div><div class="MsoNormal" style="margin: 0in 0in 0pt;"><span style="font-size: 12pt;">The USCG uses a discrepancy response factor—a numerical indicator measuring the criticality of the discrepant ATON—to prioritize response. The higher the number, the more critical the aid is to safe navigation, and hence the higher the priority for response and correction. </span></div><div class="MsoNormal" style="margin: 0in 0in 0pt;"><br />
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEha3bmqyhzRDHrYQnMhFmLEqYO5KCB_5Ox_VN0G16jvXz_zFutLOITjfIvzXgIHX-jG7dyBGX6QwbYzuQsxTBblgGJ6p-7qMiw_WWHmbhpwK1sqPeA9GyQbTlKbIE9P9xoI4-xrMarL2KA/s1600/pg.+6_1.3_Trainor_ANTPerformingB.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" height="212px" nda="true" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEha3bmqyhzRDHrYQnMhFmLEqYO5KCB_5Ox_VN0G16jvXz_zFutLOITjfIvzXgIHX-jG7dyBGX6QwbYzuQsxTBblgGJ6p-7qMiw_WWHmbhpwK1sqPeA9GyQbTlKbIE9P9xoI4-xrMarL2KA/s320/pg.+6_1.3_Trainor_ANTPerformingB.JPG" width="320px" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><div class="MsoNormal" style="margin: 0in 0in 0pt;"><span style="font-size: 12pt;"><span style="mso-no-proof: yes;"> An aids to navigation team works on a small buoy. USCG photo.</span></span></div></td></tr>
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</div><div class="MsoNormal" style="margin: 0in 0in 0pt;"><span style="font-size: 12pt;">The annual recurring funding for establishing, maintaining, and operating the U.S. visual aids to navigation system is approximately $300 million. Ninety percent of that goes to personnel, ATON servicing platform operations and maintenance, and indirect support costs. </span></div><div class="MsoNormal" style="margin: 0in 0in 0pt;"><br />
</div><div class="MsoNormal" style="margin: 0in 0in 0pt;"><span style="font-size: 12pt;"></span></div><div class="MsoNormal" style="margin: 0in 0in 0pt;"><span style="font-size: 12pt;">The remaining $30 million finances everything that either produces or supports an ATON signal (repair, maintenance, and replacement costs of buoys; buoy mooring systems; beacon structure components; optics; power systems; and day signals).</span></div><div class="MsoNormal" style="margin: 0in 0in 0pt;"><br />
</div><div class="MsoNormal" style="margin: 0in 0in 0pt;"><span style="font-size: 12pt;">This funding level has been static over the past 10 years, with slight adjustments for consumer price index considerations. During that period, aid availability fluctuated by as much as 1.28% in one year. In the years of low aid availability (2005 and 2006), the ATON mission was allocated supplemental funding to reconstitute the visual aids to navigation system in those waterways disrupted by a series of major hurricanes. </span></div><div class="MsoNormal" style="margin: 0in 0in 0pt;"><br />
</div><div class="MsoNormal" style="margin: 0in 0in 0pt;"><span style="font-size: 12pt;"></span></div><div class="MsoNormal" style="margin: 0in 0in 0pt;"><b style="mso-bidi-font-weight: normal;"><span style="font-size: 12pt;">Aid Availability History</span></b></div><div class="MsoNormal" style="margin: 0in 0in 0pt;"><span style="font-size: 12pt;">The concept of aid availability became a topic of international interest in the mid-1970s when significant numbers of lighthouses were being automated. The Coast Guard implemented aid availability as a performance measure in the 1990s and established an overall strategic aid availability goal of 99.7 percent. </span></div><div class="MsoNormal" style="margin: 0in 0in 0pt;"><span style="font-size: 12pt;"></span></div><div class="MsoNormal" style="margin: 0in 0in 0pt;"><span style="font-size: 12pt;">Since waterways have a variety of traffic patterns and risk levels, the Coast Guard assigned each of its aids to navigation to one of three categories based on the critical nature of the aid, the type and volume of marine traffic, the waterway configuration, and environmental considerations. </span></div><div class="MsoNormal" style="margin: 0in 0in 0pt;"><ul><li><span style="font-size: 12pt;">Category 1: Vital navigational significance – aid availability goal = 99.8 percent.</span></li>
<li><span style="font-size: 12pt;">Category 2: Important navigational significance – aid availability goal = 99 percent.</span></li>
<li><span style="font-size: 12pt;">Category 3: Necessary navigational significance – aid availability goal = 97 percent.</span></li>
</ul></div><div class="MsoNormal" style="margin: 0in 0in 0pt;"><span style="font-size: 12pt;"></span></div><div class="MsoNormal" style="margin: 0in 0in 0pt;"><span style="font-size: 12pt;">Certain anomalies, such as major weather events, can have a short-term negative impact on aid availability. The International Association of Marine Aids to Navigation and Lighthouse Authorities (IALA) recommends tracking aid availability for three continuous years to accurately determine trends. </span></div><div class="MsoNormal" style="margin: 0in 0in 0pt;"><br />
</div><div class="MsoNormal" style="margin: 0in 0in 0pt;"><span style="font-size: 12pt;"></span></div><div class="MsoNormal" style="margin: 0in 0in 0pt;"><span style="font-size: 12pt;">IALA also recommends that the minimum aid availability for any aid should not fall below 95 percent and that consideration should be given to discontinuing or replacing aids to navigation that consistently fall below that threshold.</span></div><div class="MsoNormal" style="margin: 0in 0in 0pt;"><span style="font-size: 12pt;"><span style="mso-tab-count: 1;"> </span><span style="mso-spacerun: yes;"> </span></span></div><div class="MsoNormal" style="margin: 0in 0in 0pt;"><span style="font-size: 12pt;">Full article is available at <a href="http://www.uscg.mil/proceedings/spring2011/" target="blank_"><span style="color: blue;">http://www.uscg.mil/proceedings/spring2011/</span></a>.</span></div><div class="MsoNormal" style="margin: 0in 0in 0pt;"><br />
</div><div class="MsoNormal" style="margin: 0in 0in 0pt;"><span style="font-size: 12pt;">Subscribe online at <a href="http://www.uscg.mil/proceedings/subscribe.asp" target="blank_"><span style="color: blue;">http://www.uscg.mil/proceedings/subscribe.asp</span></a>.</span></div><div class="MsoNormal" style="margin: 0in 0in 0pt;"><br />
</div>Editor Sarah Webster, at USCG Proceedings of the MSSC (DCO-84)http://www.blogger.com/profile/12973075624785237695noreply@blogger.com0tag:blogger.com,1999:blog-7948387925751404787.post-43113652980447234042012-04-03T09:21:00.004-04:002012-04-03T09:29:14.161-04:00Visual Aids to Navigation: Dispelling aid availability myths—PART 1<div class="MsoNormal" style="margin: 0in 0in 0pt;"><span class="Apple-style-span" style="font-family: inherit;"><i><span style="font-size: 12pt;">Excerpt from U.S. Coast Guard <a href="http://www.uscg.mil/proceedings/spring2011/"><span style="color: blue;" target="blank_">Proceedings of the Marine Safety & Security Council</span></a> magazine by Mr. Robert Trainor, aids to navigation specialist, U.S. Coast Guard Office of Navigation Systems.</span></i><span style="font-size: 12pt;"> </span></span></div><div class="MsoNormal" style="margin: 0in 0in 0pt;"><span class="Apple-style-span" style="font-family: inherit;"><br />
</span></div><div class="MsoNormal" style="margin: 0in 0in 0pt;"><span style="font-family: inherit; font-size: 12pt;">Aid availability for the United States visual aids to navigation system is calculated monthly by the U.S. Coast Guard Marine Transportation Systems Management Directorate’s Visual Aids to Navigation Division. </span></div><div class="MsoNormal" style="margin: 0in 0in 0pt;"><span class="Apple-style-span" style="font-family: inherit;"><br />
</span></div><div class="MsoNormal" style="margin: 0in 0in 0pt;"><span style="font-family: inherit; font-size: 12pt;">Frequent updates and convenient data presentation lead many waterways managers to assume that aid availability provides a comprehensive assessment of the health and effectiveness of aids to navigation (ATON) in their waterways as well as the efficiency of their ATON service delivery units. This mistaken assumption has perpetuated the following aid availability myths:</span></div><div class="MsoNormal" style="margin: 0in 0in 0pt;"><ul><li><span class="Apple-style-span" style="font-family: inherit; font-size: 16px;">Aid availability is proportional to recurring ATON funding levels.</span></li>
<li><span class="Apple-style-span" style="font-family: inherit; font-size: 16px;">Aid availability provides an accurate assessment of an ATON service delivery unit’s efficiency.</span></li>
<li><span class="Apple-style-span" style="font-family: inherit; font-size: 16px;">Unscheduled maintenance of ATON service delivery platforms (cutters and boats) or emergency diversion to other mission areas directly impacts aid availability.</span></li>
<li><span class="Apple-style-span" style="font-family: inherit; font-size: 16px;">Aid availability is primarily impacted by ATON component reliability.</span></li>
</ul></div><div class="MsoNormal" style="margin: 0in 0in 0pt;"><span style="font-family: inherit; font-size: 12pt;"></span></div><div class="MsoNormal" style="margin: 0in 0in 0pt;"><span style="font-family: inherit; font-size: 12pt;"><b>Dispelling the Myths</b></span></div><div class="MsoNormal" style="margin: 0in 0in 0pt;"><span class="Apple-style-span" style="font-family: inherit;"><span style="font-size: 12pt;">Myth</span><span style="font-size: 12pt;">—Aid availability is proportional to recurring ATON funding levels. This is predicated on the assumption that recurring funding levels could be reduced if aid availability goals were lowered. The efficiency by which the USCG corrects ATON discrepancies directly impacts aid availability, so lowering aid availability goals would suggest that the Coast Guard should reduce its efficiency. </span></span></div><div class="MsoNormal" style="margin: 0in 0in 0pt;"><span class="Apple-style-span" style="font-family: inherit;"><br />
</span></div><div class="MsoNormal" style="margin: 0in 0in 0pt;"><span style="font-family: inherit; font-size: 12pt;"></span></div><div class="MsoNormal" style="margin: 0in 0in 0pt;"><span style="font-family: inherit; font-size: 12pt;">Furthermore, being less proficient at periodic maintenance or ATON discrepancy response would likely result in a much greater expense when the discrepancy is eventually corrected. </span></div><div class="MsoNormal" style="margin: 0in 0in 0pt;"><span class="Apple-style-span" style="font-family: inherit;"><br />
</span></div><div class="MsoNormal" style="margin: 0in 0in 0pt;"><span style="font-family: inherit; font-size: 12pt;">In addition, timely response and correction of an ATON discrepancy could help prevent a much costlier incident, such as a vessel collision or grounding. </span></div><div class="MsoNormal" style="margin: 0in 0in 0pt;"><span class="Apple-style-span" style="font-family: inherit;"><br />
</span></div><div class="MsoNormal" style="margin: 0in 0in 0pt;"><span style="font-family: inherit; font-size: 12pt;"></span></div><div class="MsoNormal" style="margin: 0in 0in 0pt;"><span class="Apple-style-span" style="font-family: inherit;"><span style="font-size: 12pt;">Myth</span><span style="font-size: 12pt;">—Aid availability provides an accurate assessment of an ATON service delivery unit’s efficiency. This myth equates a falling or raising aid availability with the efficiency of an ATON service delivery unit. While a service delivery unit’s efficiency could certainly impact aid availability, there are a variety of other factors that could have a greater influence. </span></span></div><div class="MsoNormal" style="margin: 0in 0in 0pt;"><span class="Apple-style-span" style="font-family: inherit;"><br />
</span></div><div class="MsoNormal" style="margin: 0in 0in 0pt;"><span class="Apple-style-span" style="font-family: inherit;"><span style="font-size: 12pt;">Myth</span><span style="font-size: 12pt;">—Unscheduled maintenance of ATON service delivery platforms or emergency diversion to other mission areas impacts aid availability. The USCG’s ATON multi-tiered maintenance strategy provides reserve capacity, including primary and secondary service delivery units, for these and other contingencies. </span></span></div><div class="MsoNormal" style="margin: 0in 0in 0pt;"><span class="Apple-style-span" style="font-family: inherit;"><br />
</span></div><div class="MsoNormal" style="margin: 0in 0in 0pt;"><span style="font-family: inherit; font-size: 12pt;"></span></div><div class="MsoNormal" style="margin: 0in 0in 0pt;"><span class="Apple-style-span" style="font-family: inherit;"><span style="font-size: 12pt;"> Myth</span><span style="font-size: 12pt;">—Aid availability is primarily impacted by ATON component reliability. This assumes that an increase in ATON component failures (power systems, optics, buoys, mooring chain, dayboards, etc.) has a direct impact on the aid availability rate. However, an analysis of discrepancy data over the past 10 years does not support this assumption. </span></span></div><div class="MsoNormal" style="margin: 0in 0in 0pt;"><span class="Apple-style-span" style="font-family: inherit;"><br />
</span></div><div class="MsoNormal" style="margin: 0in 0in 0pt;"><span style="font-family: inherit; font-size: 12pt;">While component failures certainly influence discrepancy rates and may influence aid availability, the data does not support a direct correlation. </span></div><div class="MsoNormal" style="margin: 0in 0in 0pt;"><span class="Apple-style-span" style="font-family: inherit;"><br />
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiMkxMOw9cBer6WyIfogaArJPPAs7_IkwnzCZ3xAmk_AyMLU6b29iO1vIPo3itVP5TOHrbvByuQQ9n7JDQOqTUt2HTaCE04lIPqVp57JcFvJrp1-lDj-p-ZWmof3fZU2WgCI-DU-Jm5RUo/s1600/pg.+6_1.1_Trainor_TRLB+marking+a+damaged+LT.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><span class="Apple-style-span" style="font-family: inherit;"><img border="0" dea="true" height="240px" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiMkxMOw9cBer6WyIfogaArJPPAs7_IkwnzCZ3xAmk_AyMLU6b29iO1vIPo3itVP5TOHrbvByuQQ9n7JDQOqTUt2HTaCE04lIPqVp57JcFvJrp1-lDj-p-ZWmof3fZU2WgCI-DU-Jm5RUo/s320/pg.+6_1.1_Trainor_TRLB+marking+a+damaged+LT.JPG" width="320px" /></span></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><div class="MsoNormal" style="margin: 0in 0in 0pt;"><span style="font-family: inherit; font-size: 12pt;">A temporary lighted buoy marks the wreckage of a lighted beacon, which was damaged after a vessel allision.</span></div></td></tr>
</tbody></table></div><div class="MsoNormal" style="margin: 0in 0in 0pt;"><span style="font-family: inherit; font-size: 12pt;"></span></div><div class="MsoNormal" style="margin: 0in 0in 0pt;"><span style="font-family: inherit; font-size: 12pt;"><b>The Continuing Mission</b></span></div><div class="MsoNormal" style="margin: 0in 0in 0pt;"><span style="font-family: inherit; font-size: 12pt;">To appropriately focus their resources, waterway managers must carefully measure the state of the aids to navigation systems under their purview. Aid availability rate is just one of the tools they use. </span></div><div class="MsoNormal" style="margin: 0in 0in 0pt;"><span style="font-family: inherit; font-size: 12pt;"></span></div><div class="MsoNormal" style="margin: 0in 0in 0pt;"><span style="font-family: inherit; font-size: 12pt;">We must be mindful, however, to consider this information in perspective and in conjunction with other metrics to accurately assess overall waterway ATON health and effectiveness.</span></div><div class="MsoNormal" style="margin: 0in 0in 0pt;"><span class="Apple-style-span" style="font-family: inherit;"><br />
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<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjgTMzXOHOwByySljIJ26qxMS6DRNkM6y-sN2-i0q54kqSr0dvktu_5kEN5DuXdGAiz9PiC0BV9UeswW_Baz7DBrzbaKwn80ayNZa4qI_pRkfoOSfdcpNu2ZAepXUwyCKWNpLlXZ80-0R4/s1600/pg.+6_1.2_Trainor_AAR+Graph.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><span class="Apple-style-span" style="font-family: inherit;"><img border="0" dea="true" height="227px" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjgTMzXOHOwByySljIJ26qxMS6DRNkM6y-sN2-i0q54kqSr0dvktu_5kEN5DuXdGAiz9PiC0BV9UeswW_Baz7DBrzbaKwn80ayNZa4qI_pRkfoOSfdcpNu2ZAepXUwyCKWNpLlXZ80-0R4/s320/pg.+6_1.2_Trainor_AAR+Graph.jpg" width="320px" /></span></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><div class="MsoNormal" style="margin: 0in 0in 0pt;"><span style="font-family: inherit; font-size: 12pt;">PERCENT OF DISCREPANCIES CAUSED BY COMPONENT FAILURE.</span></div></td></tr>
</tbody></table><div class="MsoNormal" style="margin: 0in 0in 0pt;"><span style="font-family: inherit; font-size: 12pt;"><span style="font-size: 12pt;">Find out more in part 2.</span><br />
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Full article is available at <a href="http://www.uscg.mil/proceedings/spring2011/"><span style="color: blue;" target="blank_">http://www.uscg.mil/proceedings/spring2011/</span></a>.</span></div><div class="MsoNormal" style="margin: 0in 0in 0pt;"><span class="Apple-style-span" style="font-family: inherit;"><br />
</span></div><div class="MsoNormal" style="margin: 0in 0in 0pt;"><span style="font-family: inherit; font-size: 12pt;">Subscribe online at <a href="http://www.uscg.mil/proceedings/subscribe.asp" target="blank_"><span style="color: blue;">http://www.uscg.mil/proceedings/subscribe.asp</span></a>.</span></div>Editor Sarah Webster, at USCG Proceedings of the MSSC (DCO-84)http://www.blogger.com/profile/12973075624785237695noreply@blogger.com0tag:blogger.com,1999:blog-7948387925751404787.post-3667782494662213372012-03-29T11:27:00.002-04:002012-03-29T12:11:10.906-04:00Spring 2011 Champion’s Point of View<div class="MsoNormal" style="margin: 0in 0in 0pt;"><i style="mso-bidi-font-style: normal;"><span style="font-size:12pt;"><span style="font-family:inherit;">Excerpt from U.S. Coast Guard </span><a href="http://www.uscg.mil/proceedings/spring2011/"><span style=" ;font-family:inherit;color:blue;" target="blank_">Proceedings of the Marine Safety & Security Council</span></a><span style="font-family:inherit;"> magazine by <span style="mso-spacerun: yes;"> </span>CAPT Pauline F. Cook, deputy director, U.S. Coast Guard Marine Transportation Systems Management Directorate.</span></span></i></div><div class="MsoNormal" style="margin: 0in 0in 0pt;"><span style="font-family:inherit;"><br /></span></div><div class="MsoNormal" style="margin: 0in 0in 0pt;"><span style=" ;font-family:inherit;font-size:12pt;">Marine transportation systems management is a broad mission area within the Coast Guard. The headquarters Marine Transportation Systems Management Directorate covers 10 different and distinct programs. Some are principally managed at headquarters because they are either still developing, or they require extensive outreach with our international partners. For instance, “e-Navigation” is still evolving and is expected to be enforced as a body of international standards for all electronic navigational aids on ships internationally and on the shore.</span><br /></div><div class="MsoNormal" style="margin: 0in 0in 0pt;"><span style=" ;font-family:inherit;font-size:12pt;"><br /></span></div><div class="MsoNormal" style="margin: 0in 0in 0pt;"><span style=" ;font-family:inherit;font-size:12pt;"></span></div><div class="MsoNormal" style="margin: 0in 0in 0pt;"><span style=" ;font-family:inherit;font-size:12pt;">Many of you may recognize some of the topics covered in the Spring 2011 issue pertaining to Captain of the Port authorities and waterways management—marine event permitting, AIS tracking and monitoring, marine debris removal, icebreaking (polar and domestic), and aids to navigation.</span></div><div class="MsoNormal" style="margin: 0in 0in 0pt;"><span style="font-family:inherit;"><br /></span></div><div class="MsoNormal" style="margin: 0in 0in 0pt;"><span style="font-size:12pt;"><span style="font-family:inherit;">Other topics such as dredging operations, anchorage management, limited access areas, pier construction permits, port authority liaisons, traffic separation schemes, regulated navigation areas, bridge program authorities, Great Lakes pilotage, and waterways suitability assessments did not make it into this issue, but definitely fall under marine transportation systems management. More information can be found on the </span><a href="http://www.uscg.mil/hq/cg5/cg55/" target="blank_"><span style=" ;font-family:inherit;color:blue;">CGWeb portal</span></a><span style="font-family:inherit;">.</span></span></div><div class="MsoNormal" style="margin: 0in 0in 0pt;"><span style="font-family:inherit;"><br /></span></div><div class="MsoNormal" style="margin: 0in 0in 0pt;"><span style=" ;font-family:inherit;font-size:12pt;">As you can see from the sample list of topics above, the responsibilities are expansive. Please let us know if this information was beneficial to broadening your understanding of waterways and MTS management.</span></div><div class="MsoNormal" style="margin: 0in 0in 0pt;"><span style="font-family:inherit;"><br /></span></div><div class="MsoNormal" style="margin: 0in 0in 0pt;"><span style="font-size:12pt;"><span style="font-family:inherit;">Full article is available at </span><a href="http://www.uscg.mil/proceedings/spring2011/" target="blank_"><span style=" ;font-family:inherit;color:blue;">http://www.uscg.mil/proceedings/spring2011/</span></a><span style="font-family:inherit;">.</span></span></div><div class="MsoNormal" style="margin: 0in 0in 0pt;"><span style="font-family:inherit;"><br /></span></div><div class="MsoNormal" style="margin: 0in 0in 0pt;"><span style="font-size:12pt;"><span style="font-family:inherit;">Subscribe online at </span><a href="http://www.uscg.mil/proceedings/subscribe.asp" target="blank_"><span style=" ;font-family:inherit;color:blue;">http://www.uscg.mil/proceedings/subscribe.asp</span></a><span style="font-family:inherit;">.</span></span></div>Editor Sarah Webster, at USCG Proceedings of the MSSC (DCO-84)http://www.blogger.com/profile/12973075624785237695noreply@blogger.com0tag:blogger.com,1999:blog-7948387925751404787.post-46876864691901570482012-03-27T12:56:00.001-04:002012-03-27T12:57:03.434-04:00Spring 2011 Director’s Perspective<div class="MsoNormal" style="margin: 0in 0in 0pt;"><i style="mso-bidi-font-style: normal;"><span style="font-family: inherit;">Excerpt from U.S. Coast Guard <a href="http://www.uscg.mil/proceedings/spring2011/" target="blank_"><span style="color: blue;">Proceedings of the Marine Safety & Security Council</span></a><span class="Apple-style-span" style="font-size: small;"> magazine by Mr. Dana Goward, director, U.S. Coast Guard Marine Transportation Systems Management Directorate.</span></span></i></div><div class="MsoNormal" style="margin: 0in 0in 0pt;"><span class="Apple-style-span" style="font-family: inherit;"><br />
</span></div><div class="MsoNormal" style="margin: 0in 0in 0pt;"><span style="font-family: inherit;">Lighthouses, pilotage, icebreaking, limited access areas, traffic separation schemes ... if it helps mariners get there, chances are the Marine Transportation Systems (MTS) Management Directorate at CG headquarters is either responsible for it or has a big piece of it. That the service has chosen to create our organization and highlight the programs reflects the importance the Coast Guard places on the MTS, a national asset that contributes more than $750 billion to the U.S. GDP each year.</span><br />
<span style="font-family: inherit;"><br />
</span></div><div class="MsoNormal" style="margin: 0in 0in 0pt;"><span style="font-family: inherit;"></span></div><div class="MsoNormal" style="margin: 0in 0in 0pt;"><span style="font-family: inherit;">In 2010, the Coast Guard devoted more than 4,000 people and $1.4 billion to ensuring the MTS functioned well. In this edition of <i style="mso-bidi-font-style: normal;">Proceedings</i>, readers will learn about the kinds of things those people did, and how a lot of that money was spent.</span><br />
<span style="font-family: inherit;"><br />
</span></div><div class="MsoNormal" style="margin: 0in 0in 0pt;"><span style="font-family: inherit;"></span></div><div class="MsoNormal" style="margin: 0in 0in 0pt;"><span style="font-family: inherit;">Coast Guard support of marine transportation is facing a number of challenges. These include:</span><br />
<ul><li><span class="Apple-style-span" style="font-family: inherit;">Aging boats and ships that maintain visual aids to navigation across the nation. Some boat types are more than 35 years old, and some ship classes are over 45 years old.</span></li>
<li><span class="Apple-style-span" style="font-family: inherit;">The need to modernize marine navigation and realize the efficiencies and improvements of “information age” technologies.</span></li>
<li><span class="Apple-style-span" style="font-family: inherit;">Near-ubiquitous reliance on GPS for safe navigation and its vulnerabilities to interference and jamming.</span></li>
<li><span class="Apple-style-span" style="font-family: inherit;">Protecting our sovereign rights and fulfilling our responsibilities in our Arctic waters.</span></li>
<li><span class="Apple-style-span" style="font-family: inherit;">Outdated policy and guidance on a wide variety of aids to navigation and waterways management issues, and a diminishing base of experienced people.</span></li>
<li><span class="Apple-style-span" style="font-family: inherit;">A growing list of bridges designated as unreasonable obstructions to navigation.</span></li>
<li><span class="Apple-style-span" style="font-family: inherit;">The need to engage states, localities, other federal agencies, and maritime stakeholders on a wide variety of offshore renewable energy projects and other coastal/marine spatial planning issues.</span></li>
</ul></div><div class="MsoNormal" style="margin: 0in 0in 0pt;"><span style="font-family: inherit;"></span></div><div class="MsoNormal" style="margin: 0in 0in 0pt;"><span class="Apple-style-span" style="font-family: inherit;">Addressing all these challenges is an “all hands” effort. As the headquarters program managers, we will be doing our level best to advocate for the needs and interests of our Coast Guard and public constituents and provide the best policy guidance available. And, of course, we will communicate all of this as effectively as we can through a wide variety of media—such as this edition of <i style="mso-bidi-font-style: normal;">Proceedings</i>. Enjoy!</span></div><div class="MsoNormal" style="margin: 0in 0in 0pt;"><span style="font-family: inherit;"><br />
Full article is available at <a href="http://www.uscg.mil/proceedings/spring2011/"><span style="color: blue;" target="blank_">http://www.uscg.mil/proceedings/spring2011/</span></a>.</span></div><div class="MsoNormal" style="margin: 0in 0in 0pt;"><span class="Apple-style-span" style="font-family: inherit;"><br />
</span></div><div class="MsoNormal" style="margin: 0in 0in 0pt;"><span style="font-family: inherit;"><span class="Apple-style-span" style="font-size: small;">Subscribe online at </span><a href="http://www.uscg.mil/proceedings/subscribe.asp" target="blank_"><span style="color: blue;">http://www.uscg.mil/proceedings/subscribe.asp</span></a>.</span></div>Editor Sarah Webster, at USCG Proceedings of the MSSC (DCO-84)http://www.blogger.com/profile/12973075624785237695noreply@blogger.com0tag:blogger.com,1999:blog-7948387925751404787.post-49539387940577432012012-03-21T07:57:00.002-04:002012-03-21T09:54:52.086-04:00Posthumous awards for two Coast Guard legends: Rear Admiral William M. Benkert and Captain Dominic A. Calicchio.The Marine Inspection and Investigation School at the U.S. Coast Guard’s Training Center in Yorktown, Va., recently held a ceremony to honor two distinguished marine safety icons, Rear Admiral William M. Benkert and Captain Dominic A. Calicchio. <br />
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Coast Guard Vice Admiral Brian Salerno, Deputy Commandant for Operations, served as the ceremony speaker. <br />
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“If my signature looks like my hand was shaking when I signed the certificates awarding the Marine Safety Pin to Rear Admiral Benkert and Captain Calicchio, it probably was,” Vice Admiral Salerno said. “These are two icons of marine safety, and I have been in awe of them throughout my marine safety career.” <br />
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Rear Admiral Benkert’s son, Mr. Alan Benkert, and Captain Calicchio’s brother, Merchant Marine Captain Fred Calicchio, also attended the ceremony to honor their distinguished family member.<br />
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Rear Admiral Benkert graduated from the Coast Guard Academy in 1943 and served in the Pacific during World War II. His career spanned 38 years, during which he was entrusted with numerous afloat and ashore commands. The <a href="http://www.uscg.mil/proceedings/Winter2008-09/articles/44_DeWitz_Going%20Green%20Reaps%20Rewards.pdf" target="_blank">William M. Benkert Award for Environmental Excellence</a> was established in his honor to recognize marine industry companies that have distinguished themselves in environmental stewardship.<br />
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Captain Dominic Calicchio entered the Merchant Marine in 1943 to support the war effort. He joined the Coast Guard in 1968 and quickly made a name for himself as a safety-conscious captain of the port and a tough, no-nonsense marine investigator. Robert Frump’s book <em>Until the Sea Shall Free Them: Life, Death, and Survival in the Merchant Marine</em>, tells the story of the <em>Marine Electric</em> sinking and highlights Captain Calicchio’s efforts to uncover the casualty’s cause.<br />
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As is appropriate for men of this stature, Rear Admiral Benkert’s and Captain Calicchio’s uniforms and artifacts are on display in the main entrance of Hamilton Hall at <a href="http://www.uscg.mil/tcyorktown/default.asp" target="_blank">U.S. Coast Guard Training Center</a>.<br />
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<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjTzyd_vLVZ15SGzYACaGDrApU8KfS-uopWFKbGaPUYAFtZsO8qCIKJYkVgFK_ePEAXDOV0KfKl6dhhcTjjxNKXNB0xD3nFRlQFhYDIeiC2t-Skx2XZtpX31554MPY1himy0W39IsuqB1Y/s1600/Benkert_Callicchio+blogpost_Picture+011.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" height="240px" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjTzyd_vLVZ15SGzYACaGDrApU8KfS-uopWFKbGaPUYAFtZsO8qCIKJYkVgFK_ePEAXDOV0KfKl6dhhcTjjxNKXNB0xD3nFRlQFhYDIeiC2t-Skx2XZtpX31554MPY1himy0W39IsuqB1Y/s320/Benkert_Callicchio+blogpost_Picture+011.jpg" width="320px" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><div class="MsoPlainText" style="margin: 0in 0in 0pt;"><span style="font-family: 'Times New Roman','serif'; font-size: 12pt;">At the ceremony to honor their family members, Rear Admiral Benkert’s son, Mr. Alan Benkert, (left); and Captain Calicchio’s brother, Master Mariner Captain Fred Calicchio, (center); receive the accolade from U.S. Coast Guard Vice Admiral Brian Salerno.</span></div></td></tr>
</tbody></table>Editor Sarah Webster, at USCG Proceedings of the MSSC (DCO-84)http://www.blogger.com/profile/12973075624785237695noreply@blogger.com0tag:blogger.com,1999:blog-7948387925751404787.post-84955577811914952012-03-20T11:00:00.003-04:002012-03-20T13:01:25.773-04:00Proceedings Spring 2012 online!<div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhn8OCodcjlWMOC6UfjT-k2Dd8JLO8BIssCH6L9IWgDSzWwkUcNS9Mmm1BPOcE4aOwaB9GIqjmS2EsN0bHxBPwodryotTgXX1WQa7zIyCRASq5518hYhsLfpDj5Mbz7sKv5f30kFd0sj8s/s1600/Spring+2012+cover.jpg" imageanchor="1" style="clear: left; float: left; margin-bottom: 1em; margin-right: 1em;"><img border="0" height="320px" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhn8OCodcjlWMOC6UfjT-k2Dd8JLO8BIssCH6L9IWgDSzWwkUcNS9Mmm1BPOcE4aOwaB9GIqjmS2EsN0bHxBPwodryotTgXX1WQa7zIyCRASq5518hYhsLfpDj5Mbz7sKv5f30kFd0sj8s/s320/Spring+2012+cover.jpg" width="246px" /></a></div><div style="text-align: left;"><span class="Apple-style-span" style="line-height: 18px;"><span style="font-family: inherit;"></span></span><br />
<div style="text-align: left;"><span class="Apple-style-span" style="line-height: 18px;"><span class="Apple-style-span" style="font-family: inherit;"></span></span><br />
<div class="MsoNormal" style="mso-layout-grid-align: none; mso-pagination: none;"><span class="Apple-style-span" style="font-family: inherit;">The current edition of Proceedings (Spring 2012 Combating Piracy) is available online at <a href="http://www.uscg.mil/proceedings/" target="blank_">http://www.uscg.mil/proceedings/</a>.</span><br />
<br />
</div><div class="MsoNormal"><span class="Apple-style-span" style="font-family: inherit;">This edition highlights the U.S. Coast Guard's commitment to work with the maritime industry to deter, disrupt, and suppress piracy through prevention measures, response procedures, and the prosecution of pirates in a court of justice.</span></div></div><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhn8OCodcjlWMOC6UfjT-k2Dd8JLO8BIssCH6L9IWgDSzWwkUcNS9Mmm1BPOcE4aOwaB9GIqjmS2EsN0bHxBPwodryotTgXX1WQa7zIyCRASq5518hYhsLfpDj5Mbz7sKv5f30kFd0sj8s/s1600/Spring+2012+cover.jpg" imageanchor="1" style="clear: left; float: left; margin-bottom: 1em; margin-right: 1em;"><br />
</a></div>Editor Sarah Webster, at USCG Proceedings of the MSSC (DCO-84)http://www.blogger.com/profile/12973075624785237695noreply@blogger.com0tag:blogger.com,1999:blog-7948387925751404787.post-76863805463394292082012-03-20T10:13:00.002-04:002012-03-20T10:16:21.183-04:00Lost at Sea—PART 3<div class="MsoNormal" style="margin: 0in 0in 0pt;"><b>Lost at Sea—PART 3: A small fishing trawler’s sudden sinking and loss of its young crew leave questions unanswered.</b><br />
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<i style="mso-bidi-font-style: normal;">Excerpt from U.S. Coast Guard <a href="http://www.uscg.mil/proceedings/winter2010-11/" target="_blank"><span style="color: blue;">Proceedings of the Marine Safety and Security Council</span></a> magazine by Ms. Daisy R. Khalifa, technical writer.</i></div><div class="MsoNormal" style="margin: 0in 0in 0pt;"><br />
</div><div class="MsoNormal" style="margin: 0in 0in 0pt;"><b style="mso-bidi-font-weight: normal;">Lessons Learned</b></div><div class="MsoNormal" style="margin: 0in 0in 0pt;">Investigators provided comments on the analysis of the casualty that underscored concerns about the deployment of lifesaving equipment. Without hard facts to support their opinions, investigators said they believed one or more of the following were factors in the failure of the life raft to separate from the sinking vessel:<br />
<ul><li>the hydrostatic release unit, if one existed, did not work,</li>
<li>the painter was secured directly to the cradle, bypassing the weak link</li>
<li>the life raft became tangled up in fishing gear as the vessel sank, preventing it from inflating until it was too deep for the inflation systems to overcome hydrostatic pressure.</li>
</ul></div><div class="MsoNormal" style="margin: 0in 0in 0pt;">The fact that the life raft remained tethered to the vessel because of a design flaw resonated with the public and within the commercial fishing community, where a fair amount of speculation as to exactly what went wrong with the raft continues. Many in the industry took away from the casualty an important lesson learned with regard to checking weak links before getting underway on another fishing trip.</div><div class="MsoNormal" style="margin: 0in 0in 0pt;"><br />
</div><div class="MsoNormal" style="margin: 0in 0in 0pt;">The vessel casualty in the Gulf of Maine in which the lives of two young men were taken came only one week after the tragic sinking and loss of four crewmembers on the F/V <i style="mso-bidi-font-style: normal;"><a href="http://uscgproceedings.epubxp.com/issue/43475/60/" target="_blank"><span style="color: blue;">Lady of Grace</span></a></i> in Nantucket Sound. Both casualties bore striking similarities, characterized by instability and rapid sinking in the rough January seas off the coast of New England. </div><div class="MsoNormal" style="margin: 0in 0in 0pt;"><br />
</div><div class="MsoNormal" style="margin: 0in 0in 0pt;"><i style="mso-bidi-font-style: normal;">For more information:</i></div><div class="MsoNormal" style="margin: 0in 0in 0pt;">Full article is available at <a href="http://www.uscg.mil/proceedings/winter2010-11/" target="_blank"><span style="color: blue;">http://www.uscg.mil/proceedings/winter2010-11/ </span></a>.</div><div class="MsoNormal" style="margin: 0in 0in 0pt;"><br />
</div><div class="MsoNormal" style="margin: 0in 0in 0pt;">Subscribe online at <a href="http://www.uscg.mil/proceedings/subscribe.asp" target="_blank"><span style="color: blue;">http://www.uscg.mil/proceedings/subscribe.asp</span></a>. </div>Editor Sarah Webster, at USCG Proceedings of the MSSC (DCO-84)http://www.blogger.com/profile/12973075624785237695noreply@blogger.com0tag:blogger.com,1999:blog-7948387925751404787.post-82549864858472335772012-03-15T08:22:00.002-04:002012-03-20T10:14:22.437-04:00Lost at Sea—PART 2<div class="MsoNormal" style="margin: 0in 0in 0pt;"><b>Lost at Sea—PART 2: A small fishing trawler’s sudden sinking and loss of its young crew leave questions unanswered.</b></div><div class="MsoNormal" style="margin: 0in 0in 0pt;"><br />
</div><div class="MsoNormal" style="margin: 0in 0in 0pt;"><i style="mso-bidi-font-style: normal;">Excerpt from U.S. Coast Guard <a href="http://www.uscg.mil/proceedings/winter2010-11/"><span style="color: blue;">Proceedings of the Marine Safety and Security Council</span></a> magazine by Ms. Daisy R. Khalifa, technical writer.</i></div><div class="MsoNormal" style="margin: 0in 0in 0pt;"><br />
</div><div class="MsoNormal" style="margin: 0in 0in 0pt;"><b style="mso-bidi-font-weight: normal;">The Casualty</b></div><div class="MsoNormal" style="margin: 0in 0in 0pt;">According to the Coast Guard investigation, the most likely cause of the casualty was capsizing due to water on deck or flooding due to a very rapid event that did not allow the crew time to respond or access lifesaving gear. </div><div class="MsoNormal" style="margin: 0in 0in 0pt;"><br />
</div><div class="MsoNormal" style="margin: 0in 0in 0pt;">The ROV revealed no catastrophic damage to the vessel’s hull or superstructure. Two of the three freeing ports on the starboard side were closed; the port side was not visible. The ROV also provided images of the life raft, which was deployed but still attached to the cradle, indicating that the painter may have fouled, that there was a failure of the weak link that should have freed the raft, or that the weak link was improperly installed. </div><div class="MsoNormal" style="margin: 0in 0in 0pt;"><br />
</div><div class="MsoNormal" style="margin: 0in 0in 0pt;"><b style="mso-bidi-font-weight: normal;">Possible Causes: Collision, Flooding, Capsizing</b></div><div class="MsoNormal" style="margin: 0in 0in 0pt;">Possible causes that were explored in the investigation included a ship strike or collision, flooding, and capsizing.</div><div class="MsoNormal" style="margin: 0in 0in 0pt;"><br />
</div><div class="MsoNormal" style="margin: 0in 0in 0pt;">The notion that a ship strike or collision could have caused the vessel to sink was considered the most unlikely cause. Coast Guard Sector Northern New England compiled a list of deep-draft vessels potentially in the area of the fishing vessel, and they determined that there were no large vessels close enough to the small trawler within the specified time frame. The ROV footage indicated there was no visible damage to the vessel that would be consistent with a collision.</div><div class="MsoNormal" style="margin: 0in 0in 0pt;"><br />
</div><div class="MsoNormal" style="margin: 0in 0in 0pt;">The Coast Guard investigation asserts that capsizing due to a rapid loss of stability was the most likely cause of the sinking. </div><div class="MsoNormal" style="margin: 0in 0in 0pt;"><br />
</div><div class="MsoNormal" style="margin: 0in 0in 0pt;">The MSC analysis focused on degradation of stability from water on deck. Based on the computer model, only limited amounts of water were needed to negatively affect stability. The vessel’s course exposed it to a quartering sea, making it susceptible to shipping seas from the stern, and if any freeing ports were closed, water on deck would cause a free surface effect, causing the vessel to further lose stability. </div><div class="MsoNormal" style="margin: 0in 0in 0pt;"><br />
</div><div class="MsoNormal" style="margin: 0in 0in 0pt;">In <a href="http://cgmarinesafety.blogspot.com/2012/03/lost-at-seapart-3.html" target="_blank">part 3</a> we will outline the recommendations and lessons learned.</div><div class="MsoNormal" style="margin: 0in 0in 0pt;"><br />
</div><div class="MsoNormal" style="margin: 0in 0in 0pt;"><i style="mso-bidi-font-style: normal;">For more information:</i></div><div class="MsoNormal" style="margin: 0in 0in 0pt;">Full article is available at <a href="http://www.uscg.mil/proceedings/winter2010-11/" target="_blank"><span style="color: blue;">http://www.uscg.mil/proceedings/winter2010-11/</span></a>.</div><div class="MsoNormal" style="margin: 0in 0in 0pt;"><br />
</div><div class="MsoNormal" style="margin: 0in 0in 0pt;">Subscribe online at <a href="http://www.uscg.mil/proceedings/subscribe.asp" target="_blank"><span style="color: blue;">http://www.uscg.mil/proceedings/subscribe.asp</span></a>.<span target="blank="> </span></div>Editor Sarah Webster, at USCG Proceedings of the MSSC (DCO-84)http://www.blogger.com/profile/12973075624785237695noreply@blogger.com0