The North Pacific Fishing Vessel Owners’ Association Vessel Safety Program

Excerpt from U.S. Coast Guard Proceedings of the Marine Safety & Security Council magazine by Ms. Leslie J. Hughes, Director of Government and Industry Affairs, North Pacific Fishing Vessel Owners’ Association Vessel Safety Program

Crew Safety Training Program
Since 1985, the North Pacific Fishing Vessel Owners’ Association has provided Coast Guard-approved safety training classes to nearly 40,000 mariners. Using hands-on practice to dramatize and enliven the information, the crew safety training program offers shipboard and classroom exercises.

Training includes:

• Standards of Training, Certification and Watchkeeping (STCW) basic safety training, including personal survival techniques (12 hours), personal safety and social responsibilities (4 hours), firefighting (16 hours), and first aid/CPR (8 hours);
• STCW basic safety training refresher course (24 hours);
• STCW medical care provider (32 hours);
• STCW medical person in charge (40 hours);
• emergency drill instructor workshop (8 hours);
• drill instructor for small boat operators (8 hours);
• onboard drill safety orientation (8 hours);
• proficiency in survival craft (limited) (16 hours);
• HAZWOPER (24 hours and 8-hour refresher);
• shipboard damage control (8 hours);
• shipboard watertight door and hatch maintenance (4.5 hours);
• OSHA compliance workshop (8 hours)

“Safety and Survival at Sea” Series
Videotapes/DVDs are designed to complement hands-on training classes for:

• medical emergencies at sea,
• safety equipment and survival procedures,
• fire prevention and control,
• fishing vessel stability.

All but the stability DVD are also available in Spanish.

Pictured above: Students work as a team to control flooding in damage control classes during NPFVOA vessel safety training. Photo courtesy of NPFVOA.

Full article is available at http://www.uscg.mil/proceedings/winter2010-11/

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Lessons Learned —Failed Assumptions Lead to a Fatal Sinking at Sea—Part 2

Excerpt from U.S. Coast Guard Proceedings of the Marine Safety & Security Council magazine by Ms. Krista Reddington, technical writer.

Man Overboard!
Two able-bodied seamen were looking for a way to help the chief mate up to the emergency deck. Moments later, one able-bodied seaman fell overboard from the ladder leading to the stack deck. Another able-bodied seaman yelled “man overboard,” prompting the captain to notify the Coast Guard of a situation that was becoming increasingly perilous.

The tug Independence was able to relay the mayday message of the floundering vessel to the parent company via the company’s emergency number. By this time, the chief mate had stopped breathing and the second mate began CPR.

The First Rescuers Arrive
The assistant engineer found the chief mate lying at the foot of the ladder with no pulse and, as he arrived in the wheelhouse, he was informed that an able-bodied seaman had fallen overboard. Crew members attempted to pull him back aboard the vessel, but all attempts failed.

Coast Guard Helicopter 6553 arrived. While hoisting the able-bodied seaman from the water, the crew notified Sector North Carolina that the tug was sinking quickly. The helicopter crew determined they did not have enough fuel to rescue the rest of the tug crew and dropped a 20-person life raft prior to departing the scene.

The tug Justine Foss arrived on the scene just after 1:00 a.m. and waited for the crew to abandon the ill-fated tug. Nearly an hour later, the rescue vessel reported seeing the crew of the other tug mustered on the bow, but the captain never gave the order to abandon ship.

Washed Overboard
Several crewmembers were standing at the forwardmost part of the bow when the tug, severely trimmed by the stern, pitched with the bow straight up. One able-bodied seaman was thrown into the water, while another able-bodied seaman and the chief engineer fell from the bow, landing on the superstructure before entering the water. A large wave washed the second mate into the water. The crew of the Justine Foss was able to locate the able-bodied seaman that had fallen into the water, but it was too late.

The captain, assistant engineer, and ordinary seaman were on the fender of the tug when a large wave washed them into the sea. They remained together for about 20 minutes, until the crew of the other tug was able to pull them aboard.

What went wrong

• Communication Problems—Although the chief engineer was conducting ballasting operations without communication with the wheelhouse, additional ballasting operations were ordered by the captain. The chief engineer was not informed of this and continued to report to the second mate, who then failed to report the procedures to the captain.
• Failure to Practice Good Seamanship—The investigation found several instances where the captain failed to make timely decisions that could have saved the lives of his crewmembers.
• Failure to Follow Regulations—A grave mistake was made in allowing the engineers to stop pumping ballast water out of the #18 port ballast tank and start pumping into the #18 starboard ballast tank. At the angle the tug was listing, the ballast pump sea suction was not submerged, and therefore was pumping only a minimal amount of water into the #18 starboard ballast tank, which assured that the vessel would not right itself. Further, the #4 and #5 port and starboard fuel tanks were cross-connected. If they had not been it would have allowed for hydrostatic balancing, making it possible that this casualty may not have occurred.

The Aftermath
Following its investigation, the Coast Guard recommended disciplinary action against the captain of the tug. As a result, a suspension and revocation action was initiated against his license for negligence, misconduct, and a violation of law or regulation. Additionally, the Coast Guard recommended a review against the second mate for negligence and possible incompetence as well as a review against the assistant engineer for misconduct.

For more information:
Full article is available at http://www.uscg.mil/proceedings/summer2010.

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Lessons Learned —Failed Assumptions Lead to a Fatal Sinking at Sea—Part 1

Excerpt from U.S. Coast Guard Proceedings of the Marine Safety & Security Council magazine by Ms. Krista Reddington, technical writer.

Lessons learned from USCG casualty reports are regularly featured in Proceedings of the Marine Safety & Security Council magazine. These articles explore marine incidents and the causal factors, outline the subsequent U.S. Coast Guard marine casualty investigations, and describe the lessons learned as a result.

The Voyage Begins
Early in the morning of January 18, 2006, the uninspected tug Valour sank into the chilly, wind-blown sea off the coast of Wilmington, N.C. Three crewmembers aboard the vessel lost their lives in the incident. Several factors contributed to the sinking of the tug; unfortunately, almost all can be attributed to human error.

On January 17, 2006, the chief mate noticed the vessel was listing slightly to port and ordered the assistant engineer on watch to pump 15 minutes’ worth of ballast into the #18 starboard ballast tank. Nearly five hours later, the captain took over the watch and ordered the chief engineer to pump the #18 starboard ballast tank dry. At 10:30 p.m., the chief mate entered the wheelhouse to inform the captain of the slight starboard list that was consistent with the vessel’s stability letter; the wind and waves pushing the tug and barge due north may have increased this natural list.

Between 11:00 a.m. and 11:15 p.m., the second mate and captain noticed the tug had first begun to level, then list to port, then roll to port. The captain contacted the chief engineer to determine what actions were being taken at the time and ordered him to pump out all ballast. The captain sounded the general alarm at 11:20 p.m., and crew was informed via the public announcement system that there was an emergency in the engine room and to assist the chief engineer as necessary. At this point, the vessel was listing approximately 15 degrees to port in the increasingly rough waters.

Miscommunication Leads to Mistrust
At 11:30 p.m., the captain radioed the tug Independence, which was approximately 30 miles away, to report they had taken on water but the engineer was working on it. As the captain sent a “mayday” transmission to the Coast Guard, the chief mate went below to retrieve his survival gear. On his way, he fell down the ladder from the wheel house to the stack deck passageway. The captain heard a noise and rushed from the wheel to investigate. He found the chief mate lying on the deck where he had landed.

The second mate immediately went to assist the chief mate while the captain returned to the wheelhouse. He notified the Coast Guard that the tug had an injured crewmember and may require a helicopter. The second mate found the chief mate dazed, with his legs awkwardly folded and apparently broken; he was clutching his chest and said he could not feel his legs and was having trouble breathing.

The story continues in part 2.

For more information:
Full article is available at http://www.uscg.mil/proceedings/summer2010.

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USCG Auxiliary Commercial Fishing Vessel Examiners

Excerpt from U.S. Coast Guard Proceedings of the Marine Safety & Security Council magazine by Mr. Matthew Hooper, USCG Marine Safety Transportation Specialist.

The Coast Guard Auxiliary was established by Congress in 1939 and today is comprised of nearly 30,000 members. These men and women volunteer more than two million hours annually.

Auxilarists perform hundreds of commercial fishing vessel safety exams annually. Nationwide, approximately 25 percent of all exams are performed by auxiliary examiners.

Prospective examiners may attend a week-long training course, must complete a “personal qualification standard,” and pass an oral and practical examination to demonstrate the appropriate knowledge. Once qualified, auxiliary commercial fishing vessel examiners join the ranks of those who work diligently to improve fishing vessel safety.

Full article is available at http://www.uscg.mil/proceedings/winter2010-11/

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Online Commercial Fishing Vessel Safety Information

Excerpt from U.S. Coast Guard Proceedings of the Marine Safety & Security Council magazine by ENS Amy Downton, U.S. Coast Guard Reserve

The official United States Coast Guard Fishing Vessel Safety Division homepage is unrestricted and open to the public.

Homeport Helpful Hints
For navigating around the United States Coast Guard Homeport portal:

• Missions—information about the U.S. Coast Guard’s efforts in marine safety, marine security, and environmental protection.
• Port Directory—public information directory for each U.S. Coast Guard port area.
• Library—U.S. Coast Guard marine safety, marine security, and environmental protection regulations, policy, forms, and publications.

Creating a personal Homeport user account allows users to customize content to access area-specific information by port or interest.

Users may also sign up for USCG text message alerts.

How to Register for a Homeport Account
1. From the Homeport homepage click the “register” link in the upper-right corner of the screen.
2. Read the list of requirements, then click “ok.”
3. If you meet the requirements, complete the Homeport registry form.
4. If you wish to receive USCG alerts by SMS/text messaging, check the box.
5. Select “primary Captain of the Port zone” from the drop-down menu.
6. To add one or more COTP zones, check the box or see “adding other COTP zones to the registration form.”
7. If applicable, select a value under “committees.” For the Safety Advisory Committee, enter your title, role, and associated subcommittee.

Full article is available at http://www.uscg.mil/proceedings/winter2010-11/

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The Coast Guard Authorization Act of 2010

New requirements for commercial fishing industry vessels—Part 3.

Excerpt from U.S. Coast Guard Proceedings of the Marine Safety & Security Council magazine by CAPT Eric Christensen, Chief, U.S. Coast Guard Office of Vessel Activities; Mr. Jack Kemerer, Chief, U.S. Coast Guard Fishing Vessel Safety Division

Classing of Vessels
The act amends 46 U.S.C. §4503 to make it applicable to fishing and fish tender vessels in addition to fish processing vessels, requiring survey and classification of a fishing vessel that is at least 50 feet in overall length, built after July 1, 2012, and operates beyond three nautical miles. It also requires the vessel to remain "in class" and have the appropriate certificates on board.

Other Provisions
Title 46 U.S.C. §4502 is amended by also adding requirements for the Coast Guard to establish a Fishing Safety Training Grants Program and a Fishing Safety Research Grant Program. The grants will be awarded on a competitive basis, and the federal share of the activities costs cannot exceed 75 percent.

Title 46 U.S.C. §4508 is amended by renaming the Commercial Fishing Safety Advisory Committee and reauthorizing it until September 30, 2020. The committee is expanded to 18 members and will continue to represent groups with expertise, knowledge, and experience regarding the commercial fishing industry.

Full article is available at http://www.uscg.mil/proceedings/winter2010-11/

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The Coast Guard Authorization Act of 2010

New requirements for commercial fishing industry vessels—Part 2.

Excerpt from U.S. Coast Guard Proceedings of the Marine Safety & Security Council magazine by CAPT Eric Christensen, Chief, U.S. Coast Guard Office of Vessel Activities; Mr. Jack Kemerer, Chief, U.S. Coast Guard Fishing Vessel Safety Division

Examinations and Certificates of Compliance
Dockside safety examinations at least once every two years are now mandatory for vessels operating beyond three nautical miles. Voluntary exams will continue to be promoted for vessels operating inside three nautical miles.

Individuals authorized to enforce Title 46 may remove a certificate from a vessel operating in a condition that does not comply with the provisions of the certificate. And, if the vessel does not have the required certificate on board, or if the vessel is being operated in an unsafe condition, it may be ordered to return to a mooring and remain there until the certificate is issued/reissued or the condition is corrected.

Training for Operators
A new provision applicable to vessels operating beyond three nautical miles requires individuals in charge of the vessel to pass a training program covering, among other things, seamanship, navigation, stability, fire fighting, damage control, safety and survival, and emergency drills. Refresher training is required every five years.

Construction Standards for Smaller Vessels
Vessels built after January 1, 2010 and less than 50 feet overall in length must be constructed in a manner that provides a level of safety equivalent to the standards for recreational vessels established under 46 U.S.C. §4302. Note: “overall in length” means the horizontal distance of the hull between the foremost part of the stem and the aftermost part of the stern excluding fittings and attachments. This is different from “registered length.”

Loadlines
The act amends 46 U.S.C. §5102(b) making assignment of a loadline a requirement on fishing vessels 79 feet or greater in length that are built after July 1, 2012. Further, fishing vessels built on or before July 1, 2012 that undergo a substantial change to the dimension of or type of vessel completed after July 1, 2012, or a later date set by the Coast Guard, must comply with an alternate loadline compliance program.

The list continues in part 3.

Full article is available at http://www.uscg.mil/proceedings/winter2010-11/

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The Coast Guard Authorization Act of 2010

New requirements for commercial fishing industry vessels—Part 1.

Excerpt from U.S. Coast Guard Proceedings of the Marine Safety & Security Council magazine by CAPT Eric Christensen, Chief, U.S. Coast Guard Office of Vessel Activities; Mr. Jack Kemerer, Chief, U.S. Coast Guard Fishing Vessel Safety Division

Parity for All Vessels
Uniform safety standards are established for all vessels, particularly those operating beyond three nautical miles of the baseline of the territorial sea and coastline of the Great Lakes. In Title 46 U.S.C. §4502(b)(1) “documented” is deleted, so there will no longer be different standards for federally documented and state-registered vessels operating on the same waters.

Replacing Boundary Line with Three Nautical Miles
Title 46 U.S.C. §4502(b)(1)(A) is amended by replacing “Boundary Line” with “three nautical miles from the baseline from which the territorial sea of the United States is measured or three nautical miles from the coastline of the Great Lakes.”

Survival Craft
All fishing industry vessels operating beyond three nautical miles are required to carry survival craft that will meet a new performance standard for primary lifesaving equipment. Title 46 U.S.C. §4502(b)(2)(B) is amended by replacing “lifeboats or liferafts” with “a survival craft that ensures that no part of an individual is immersed in water.”

Records
A new provision requires that the individual in charge of a vessel operating beyond three nautical miles maintain a safety logbook—a record of equipment maintenance and required instruction and drills.

The list continues in part 2.

Full article is available at http://www.uscg.mil/proceedings/winter2010-11/

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Champion’s Point of View

Excerpt from U.S. Coast Guard Proceedings of the Marine Safety & Security Council magazine by RADM Kevin S. Cook, U.S. Coast Guard Director of Prevention Policy

The Coast Guard Authorization Act of 2010 was four years in the making and contains provisions that will expand the Coast Guard’s authority and involvement with commercial fishing vessels. Among its provisions, it requires fishing vessels operating more than three nautical miles beyond the baseline to be examined at least once every two years.

Up until now, the Coast Guard’s Fishing Vessel Safety Program has relied on voluntary dockside exams. Much of our effort involved conducting outreach and convincing fishing vessel owners to accept a safety exam.

But with implementation of the Authorization Act, fishing vessel owners now will have to seek out examiners.

Our aim is to reduce the number of fishing vessel casualties and fatalities. We do not want the commercial fishing industry to continue to be the most hazardous occupation in the country.

Join me in making prevention of casualties on commercial fishing vessels a priority and a reality.

Full article is available at http://www.uscg.mil/proceedings/winter2010-11/
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The Assistant Commandant’s Perspective

Excerpt from U.S. Coast Guard Proceedings of the Marine Safety & Security Council magazine by RADM Paul Zukunft, U.S. Coast Guard Assistant Commandant for Marine Safety, Security and Stewardship.

A recent Department of Labor finding indicates that the fatal injury rate for fishers and fishing-related workers, at 200 per 100,000, is the highest of any occupation. That number stands in sharp contrast to the fatal injury rate for all workers at 3.3 per 100,000, and necessitates a call for action. The Coast Guard 2010 Authorization Act provides one additional vehicle to improve fishing vessel safety.

The following blog posts include a summary of the fishing vessel safety provisions in the Authorization Act, which notes their impact on the industry and outlines tentative plans for implementation. Although many of the articles in the Proceedings fishing vessel safety issue were written before the Coast Guard Authorization Act was signed, the information is still timely, relevant, and vital to addressing fishing vessel safety issues.

Let’s make it our goal in the next commercial fishing safety edition to celebrate a significant decrease in commercial fishermen injured or lost in their profession.

Full article is available at http://www.uscg.mil/proceedings/winter2010-11/

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