Fishing vessel meets a mysterious end in the Bering Sea—Part 3

Excerpt from U.S. Coast Guard Proceedings of the Marine Safety & Security Council magazine

ROVs Provide Eyes Under Water
Early in the morning on July 18, 2001, the ROV located the sunken vessel under 400 feet of water approximately 200 miles northwest of St. Paul, Alaska.

As the vehicle surveyed the wreck, it found that the aft starboard door in the processing space was open and the guillotine closure for the starboard discharge chute was more than half open.

Unraveling a Mystery
Because there were no survivors or surface evidence to reveal what happened, the Coast Guard’s Marine Safety Center conducted an analysis that suggested the vessel likely flooded rapidly through the open door in the bulkhead of the processing space, galley, and engine room, through non-watertight doors.

It is likely that the vessel lost all positive stability between one minute forty seconds and two minutes forty seconds, and sank in as few as four minutes six seconds after the progressive flooding began.

Recreating the Tragedy
The layout of the vessel increased the likelihood of the progressive flooding from the processing space. The door leading from the processing space to the aft deck was far outboard on the starboard side, which would have reduced the heel angle at which water would enter the processing space.

The doors leading forward into the galley and engine room were also located on the starboard side. The angle to starboard caused by the inflow of water through the aft door combined with the free surface effect inside the processing space would cause the water to spill forward into the galley, into the engine room, and eventually into the fish hold.

Likely causes of progressive flooding into the processing space:

• a wash-up hose was left on or the water supply from the plate freezers may have caused the processing space to flood internally,
• the processing space could have flooded by boarding seas flooding from the aft deck,
• the space could have flooded through the open aft door if the vessel had rolled to starboard by at least 23 degrees.

No matter the means by which the water entered the processing space, the subsequent stability would have been reduced and the flooding continued until the vessel sank. Had the processing space been weathertight, the vessel would not have sunk.

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

Subscribe online at http://www.uscg.mil/proceedings/subscribe.asp.

Fishing vessel meets a mysterious end in the Bering Sea—Part 2

Excerpt from U.S. Coast Guard Proceedings of the Marine Safety & Security Council magazine

A Call for Help
The Coast Guard received an Emergency Position Indicating Radio Beacon (EPIRB) notification from the Arctic Rose via telex at 3:35 a.m. on April 2.
Air Station Kodiak launched a C-130 at 4:00 a.m. to begin the search for the missing vessel and continued to try to contact it, without success.

Shortly before the C-130’s arrival on scene at 7:30 a.m., it contacted the
Alaskan Rose via VHF radio. The mate told the C-130 crew that he had not heard a “mayday” from the sister vessel and altered his own vessel’s course to intercept the EPIRB.

As they traveled the 11 miles south to the EPIRB position, the mate continued, unsuccessfully, to try to hail the other vessel on VHF radio.

Captain Recovered
Approximately one hour after receiving the Coast Guard transmission, the Alaskan Rose entered a debris field and the crew spotted the captain of their sister ship in the water.

The mate donned an immersion suit and swam to the captain. The crew threw a ring buoy to the mate and hoisted him and the captain aboard, where they administered CPR, to no avail.

When his body was recovered, the captain was fully clothed, wearing boots, but his immersion suit was filled with water. The cause of death was later determined to be salt water drowning.

A Desperate Search
For the next 36 hours, the crew of the rescue vessel searched for survivors. Several miles south of the debris field, they came across an inflatable life raft belonging to the vanished fishing boat, but it was empty.

As there was nothing for them to recover on the surface, the Coast Guard conducted two expeditions using a remote operated vehicle (ROV) to collect data for the marine board’s investigation.

Continued in part 3.

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

Subscribe online at http://www.uscg.mil/proceedings/subscribe.asp.

Fishing vessel meets a mysterious end in the Bering Sea—Part 1

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

In late March 2001, the F/V Arctic Rose departed Dutch Harbor in Unalaska, Alaska, with a crew of 15 and made several trawls in an area of the Bering Sea known for producing small amounts of yellow fin sole.

On March 31, the vessel took on 3,591 gallons of fuel and an unknown amount of water, but did not offload cargo at the last port of call—St. Paul, Alaska. The vessel then sailed to the Zemchug Canyon Bering Sea fishing grounds to participate in the flathead sole season, which opened on April 1.

The vessel Alaskan Rose, owned and operated by the same company, was fishing within 10 to 15 miles of the Arctic Rose. The captains spoke late in the evening of April 1, when Arctic Rose’s captain expressed his irritation at the garbage that had been left in the processing space, clogging the chopper sump pump.

In a discussion of the day’s events between the Arctic Rose captain and the other vessel’s mate around 10:30 p.m., the captain did notreport any mechanical problems or other concerns, and the problems with the sump pump had been resolved. The mate later testified that he last saw the Arctic Rose on radar around 11:59 p.m.

Vessel Versus Nature
A forecast from the National Weather Service (NWS) called for a gale warning, with seas building to 16-24 feet by the morning of April 2. The NWS typically generates forecasts that are conservative in nature to compensate for the lack of data buoys and weather stations in the region. Because of the cautious nature of the forecasts, fishermen tend to discount them.

However, a “hindcast” that examined the actual weather in the vicinity of the sunken vessel, showed that a weather “triple point” occurred at the vessel’s last known position. This a frontal system where a cold, warm, and occluded front join together, and is usually associated with severe weather. It is likely that the vessel experienced these three distinct weather patterns in a short period of time.

The story continues in part 2.

PICTURED: National Weather Service surface analysis for 4 a.m. on April 2, 2001. The red star indicates the approximate position of the Arctic Rose. Graphic courtesy of the National Weather Service.

For more information:

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

Subscribe online at http://www.uscg.mil/proceedings/subscribe.asp.

Vessel adrift in fog leads to tragedy—Part 3

Excerpt from U.S. Coast Guard Proceedings of the Marine Safety & Security Council magazine

The Coast Guard cited violations of Inland Navigation Rules by the operators of the towing vessel, including:

• Rule 5—Every vessel shall at all times maintain a proper lookout by sight and hearing as well as by all available means appropriate in the prevailing circumstances and conditions so as to make a full appraisal of the situation and of the risk of collision.
• Rule 19(c)—Every vessel shall have due regard to the prevailing circumstance and conditions of restricted visibility....

In addition to possible violations of rules 5 and 19c, the Coast Guard cited possible violations of the following Inland Navigation Rules by the operator of the recreational vessel:

• Rule 9(b)—A vessel of less than 20 meters in length or a sailing vessel shall not impede the passage of a vessel that can safely navigate only within a narrow channel or fairway.
• Rule 23(c)(i)—A power-driven vessel of less than 12 meters in length may in lieu of the lights prescribed in paragraph (a) of this rule exhibit an all-round white light and sidelights.
• Rule 35(b)—A power-driven vessel underway but stopped and making no way through the water shall sound at intervals of not more than two minutes two prolonged blasts in succession with an interval of about two seconds between them.

Lessons Learned
Employ a designated lookout. As this story illustrates, radar alone cannot take the place of human eyes and ears when a vessel is pushing ahead nearly 1,000 feet of barges at night in heavy fog.

Both the captain and the pilot were well aware that visibility was a problem: They later told investigators that they could not see either riverbank 1,000 feet away. As seasoned professional mariners, they should have been aware that both the large visual and the radar blind spots further diminished their ability to see.

Practice good seamanship. Fundamental principles of good seamanship apply to all mariners, regardless of vessel or crew size. Boaters should have at least one person aboard who is alert at all times—to do otherwise risks your own and other boaters’ safety. Boating without proper equipment is also extremely dangerous, particularly at night, in inclement weather, and on busy commercial waterways.

No one from the smaller vessel’s crew survived to be held accountable, so the licensed crewmembers on the towboat shouldered most of the blame for the accident. Certainly they made errors, for which they were censured.

However, those on the unlit vessel—drifting slowly into the path of an oncoming barge in the foggy darkness of that July morning—made many mistakes as well. Unfortunately, they paid the ultimate price for their lapse in judgment.

For more information:
Full article is available at http://www.uscg.mil/proceedings/spring2010.
Subscribe online at http://www.uscg.mil/proceedings/subscribe.asp.

Vessel adrift in fog leads to tragedy—Part 2

Excerpt from U.S. Coast Guard Proceedings of the Marine Safety & Security Council magazine

Coast Guard Investigation
The Coast Guard’s investigation determined that the center lead barge in the tow collided with the recreational vessel, rolling the smaller boat. Tragically, the swamping of the boat, combined with the force of the collision with the tow, drowned all six men aboard.

Problems on the towboat
Visibility: Fog in the area limited visibility to less than half a mile, so the pilot activated the towboat’s automatic fog signal. The captain and the pilot testified that they were unable to see either riverbank at a distance of approximately 1,000 feet.

Blind spot: The captain was serving as the sole lookout from the pilothouse at the time of the collision, and the towboat’s empty barges were riding high in the water, making it harder to see objects in front of them.

Radar clutter: Open hopper barges can cause radar signals to bounce off the inside plating, producing a “cluttered” image that can make the tow appear larger than it is. This effect can obscure radar contacts that fall within the oversized image.

The lack of a forward lookout and radar clutter on the towboat notwithstanding, the condition of the recreational vessel and its crew significantly contributed to the tragedy.

Problems on the recreational vessel
Lights: Investigators determined that the recreational vessel did not have any navigation lights on at the time of the collision.

Sound-producing mechanism: There was no fog signal in place aboard the vessel. The boat was equipped with a conventional horn; however, as fog absorbs sound, it was unlikely that this would have been heard even if it had been used.

Radar: The vessel was not equipped with VHF radio or radar, and had no radar reflector.

Overload: The recreational vessel’s loading exceeded the maximum weight rating recommended by the manufacturer by approximately 229 pounds, which would have decreased both the vessel’s radar signature and its visibility.

Unanchored vessel: The anchor and line were found inside the vessel when it was recovered, revealing that it was adrift at the time of the collision.

Situational awareness: The victims may have had severely diminished situational awareness at the time of the collision. The men had been out all night, and two of them had been on the water for approximately 16 hours, so fatigue may have been a factor.

Lifesaving apparatus: No one aboard the recreational vessel was wearing a personal flotation device at the time of the accident.

In part 3, we will highlight the Coast Guard’s conclusions.

Caption: The towboat’s empty barges were riding high in the water, making it
hard to see objects in front of it.

For more information:

Full article is available at http://www.uscg.mil/proceedings/spring2010

Subscribe online at http://www.uscg.mil/proceedings/subscribe.asp

Vessel adrift in fog leads to tragedy—Part 1

Excerpt from U.S. Coast Guard Proceedings of the Marine Safety & Security Council magazine by Ms. Carolyn Steele, Technical Writer

A cry in the dark
In the foggy pre-dawn darkness of July 12, 2001, the captain of the towboat M/V Elaine G heard a cry from the dark water of the Ohio River. It was 5:25 a.m., and the vessel was traveling at a speed of six knots, pushing 14 empty hopper barges along that stretch of river in Kentucky.

The captain sounded the general alarm, brought the engines to all stop, and maintained position in the river while the crew searched for the source.

At 5:50 a.m., having failed to find anyone in the water, the captain backed the 998-foot tow onto the Kentucky bank and contacted Coast Guard Group Ohio Valley by VHF radio, and reported that the tow was stopping to investigate.

Crewmembers discovered two seat cushions floating in the water between the starboard and center strings and the port and center strings of the barges. After the fog lifted, more items were found floating in the water, including two paddles, a plastic bucket, and a ball cap.

The Indiana Department of Natural Resources arrived first on the scene at 8:00 a.m., followed by the Coast Guard Marine Safety Office (MSO) Louisville investigators. The MSO investigators determined that only the tow and a nearby recreational vessel could have been involved in the incident.

Sad discovery
On July 18, 2001, a 17-foot recreational vessel was recovered approximately three miles away. It was found floating awash in a vertical position with the stern down.

The body of a man was found under the starboard side steering console, and a large dog was found under the port side console. Over the next three days, the bodies of five other men were recovered from the Ohio River in that vicinity.

Damage to the Vessels
The initial investigation revealed damage that told a decisive story. While the towboat itself sustained no damage, when they examined its string of barges, investigators observed scrape marks on the bow rake of the center lead barge. These marks, which began at 42.5 inches above the waterline and extended down approximately 20 inches, were consistent with the damage found on the recreational vessel.

The recreational vessel had scrapes in an 80-degree pattern on the port gunwale beginning approximately 19 inches from the stern and continuing forward three feet and four inches further. This was believed to be the initial contact point with the rake of the center lead barge.

A similar pattern of 85-degree scrapes appeared on the port transom top, indicating a slight twisting motion around the time of the initial contact. The windshield was shattered and bent to starboard, and part of the forward handrail was missing, compressed, and bent at a 75-degree angle. The starboard forward handrail, also partially missing, was bent forward and down, puncturing the hull coaming at the bow.

In part II we will outline the subsequent Coast Guard investigation.

For more information:
Full article is available at http://www.uscg.mil/proceedings/spring2010.

Subscribe online at http://www.uscg.mil/proceedings/subscribe.asp.

USCG Proceedings NEW DIGITAL EDITION now online

Proceedings now offers an online digital edition that can be read from laptop and desktop computers as well as mobile devices, including:

iPad, iPod Touch, iPhone, Blackberry Torch and Playbook, and most Android-powered phones and tablets.

Go to www.uscg.mil/proceedings and click on the cover picture to view.

Nautical Deck Queries Answers Part—2

Excerpt from U.S. Coast Guard Proceedings of the Marine Safety & Security Council magazine. Nautical Deck Queries Answers Part—2.

1. A star is observed at lower transit. The line of position derived from this sight is_____.

A. on the prime vertical
Incorrect answer.
B. a latitude line
Correct answer. A sight taken when a body is either due north or due south of the observer, while transiting the observer’s meridian, yields a line of position extending in an east-west direction. This is a parallel of latitude when plotted.
C. a longitude line
Incorrect answer.
D. of no special significance
Incorrect answer.

2. BOTH INTERNATIONAL & INLAND: Which signal may at some time be exhibited by a trawling vessel?

A. two white lights in a vertical line
Incorrect answer.
B. a white light over a red light in a vertical line
Incorrect answer.
C. two red lights in a vertical line
Incorrect answer.
D. all of the above
Correct answer. Annex II of the Navigation Rules defines additional signals for fishing vessels fishing in close proximity. The annex includes signals for trawlers and states: “Vessels of twenty meters or more in length when engaged in trawling, whether using demersal or pelagic gear, shall exhibit:

(i) when shooting their nets: two white lights in a vertical line
(ii) when hauling their nets: one white light over one red light in a vertical line
(iii) when the net has come fast upon an obstruction: two red lights in a vertical line.”

3. An International Tonnage Certificate will be issued to a vessel when it meets several requirements, one of which is that the vessel must__________.

A. admeasure over 100 GT
Incorrect answer.
B. be 79 or more feet in length
Correct answer. As per 46 CFR 69.69, on request of the vessel owner, an International Tonnage Certificate (1969) is issued for a vessel measured under this subpart that is 79 feet or more in registered length and that will engage on a foreign voyage. The certificate is issued to the vessel owner or master and must be maintained on board the vessel when it is engaged on a foreign voyage.
C. engage in intercoastal or international trade
Incorrect answer.
D. be issued a certificate of inspection
Incorrect answer.

4. Wages due a seaman may be attached by the court for the__________.

A. payment of any fines imposed by the court
Incorrect answer.
B. payment of back taxes to the IRS
Incorrect answer.
C. support of a spouse
Correct answer. As per 46 USC Sec 11109(a), wages due or accruing to a master or seaman are not subject to attachment or arrestment from any court, except for an order of a court about the payment by a master or seaman of any part of the master’s or seaman’s wages for the support and maintenance of the spouse or minor children of the master or seaman, or both.
D. all of the above
Incorrect answer.

To see the questions to these Nautical Deck Queries click here.

Full article is available at http://www.uscg.mil/proceedings/articles/91_DeckAnswers.pdf.



Subscribe online at http://www.uscg.mil/proceedings/subscribe.asp

Nautical Engineering Deck Questions Part—1

Excerpt from U.S. Coast Guard Proceedings of the Marine Safety & Security Council magazine. Nautical Engineering Deck Questions Part—1.

1. A star is observed at lower transit. The line of position derived from this sight is_____.

A. on the prime vertical
B. a latitude line
C. a longitude line
D. of no special significance

2. BOTH INTERNATIONAL & INLAND: Which signal may at some time be exhibited by a trawling vessel?

A. two white lights in a vertical line
B. a white light over a red light in a vertical line
C. two red lights in a vertical line
D. all of the above

3. An International Tonnage Certificate will be issued to a vessel when it meets several requirements, one of which is that the vessel must__________.

A. admeasure over 100 GT
B. be 79 or more feet in length
C. engage in intercoastal or international trade
D. be issued a certificate of inspection

4. Wages due a seaman may be attached by the court for the__________.

A. payment of any fines imposed by the court
B. payment of back taxes to the IRS
C. support of a spouse
D. all of the above

Stay tuned to see the answers to these Nautical Deck Queries.

Subscribe online at http://www.uscg.mil/proceedings/subscribe.asp

Nautical Engineering Queries Answers Part—2

Excerpt from U.S. Coast Guard Proceedings of the Marine Safety & Security Council magazine. Nautical Engineering Queries Answers Part—2.

1. Amortisseur windings are installed in a synchronous motor to __________.

A. reduce eddy current losses
Incorrect answer. To reduce eddy current losses, the core of the synchronous motor stator is built up from many thin steel sheets that are insulated from each other with a coating of varnish.
B. produce a higher power factor
Incorrect answer. To adjust the power factor of a synchronous motor, a DC exciter varies the amount of current to the rotor field windings. Low values of field current result in less hold-in strength and a lagging (lower) power factor. Conversely, high values of field current result in greater hold-in strength and a leading (higher) power factor.
C. provide a means for starting
Correct answer. The amortisseur winding is a squirrel-cage winding consisting of copper bars embedded in the rotor pole faces, and is used to start and accelerate the synchronous motor to near synchronous speed.
D. eliminate arcing between
Incorrect answer. Any arcing would occur at the DC exciter circuit breaker when opened. To prevent this, a “field-discharge resistor” converts the energy stored in the magnetic field of the rotor to heat energy that is harmlessly dissipated to the atmosphere.

Note: Synchronous motors are utilized in applications in which constant speed is essential, or where the power factor of a system must be maintained at a high level. Large machines that are in continuous service for long periods of time operate more efficiently when driven by synchronous motors.

2. Coast Guard regulations (46 CFR) define several acceptable means of closure for ballast and fuel oil tank vents. One of the acceptable means is by the use of a/an __________.

A. manually operated ball
Incorrect answer. 46 CFR 56.50-85(a)(7)(i) states: “A ball check valve where the ball float, normally in the open position, will float up and close under the action of a submerging wave.” A ball float check valve that will float up and close under the action of a submerging wave is an automatically operated valve.
B. automatically operated
Correct answer. 46 CFR 56.50-85(a)(7)(ii) states: “A hinged closure normally open on the outlet of the return bend, which must close automatically by the force of a submerging wave …”
C. permanently installed
Incorrect answer. A permanently installed canvas hood over the vent would prevent proper venting of the ballast and/or fuel oil tank under normal operating conditions.
D. corrosion-resistant wire screen I
ncorrect answer. A corrosion-resistant wire screen is a permeable material, and would not prevent the entrance of water into the ballast and/or fuel oil tank from a submerging wave or other source.

3. A continuous blow is used to __________.

A. regulate the density or salinity
Correct answer. A continuous blow, as the term implies, is the continuous removal of water from the boiler via a tapped connection close to the boiler water surface. A continuous blow allows for the regulation of the salinity of the boiler with minimal loss of water and heat from the boiler.
B. remove scum from the surface
Incorrect answer. A surface blow is used to remove scum and light solids from the surface of the boiler water via a tapped connection at the boiler water surface.
C. permit air to escape while
Incorrect answer. Venting of the boiler through the “aircock” permits the escape of air from a cold boiler when raising steam. The “aircock” is a high-pressure globe valve installed at the highest point of the steam drum.
D. remove sludge from the bottom
Incorrect answer. A bottom blow is used to remove heavy solids and sludge via a tapped connection at the bottom of the water (mud) drum.

Note: Boiler blowdown is the removal of water from a boiler to control boiler water parameters within prescribed limits to minimize scale, corrosion, and carryover.

4. What type of engine lubrication oil filter system sends filtered oil directly back to the high-pressure discharge
manifold?

A. centrifugal purifier system
Incorrect answer. The centrifugal purifier filtering system is a “sump”-type filtering system. The purifier is supplied lubricating oil from the engine sump, purifies same, and then discharges the clean oil back to the engine sump.
B. bypass system
Incorrect answer. In a “bypass”-type filtering system, a portion of the oil discharged by the lube oil supply pump is continuously passed through filter(s) and then discharged back into the sump. To ensure that sufficient oil is supplied to the engine bearings, the amount of oil passed through the filter(s) is limited through the use of a flow-restricting orifice.
C. shunt system
Correct answer. In a shunt-type filtering system, oil taken from the engine sump by the lube oil supply pump is discharged first into a strainer, then through a filter and cooler, and finally to the high-pressure discharge (supply) manifold. To ensure that an adequate flow of oil will be delivered to the engine at all times, the filter and strainer are fitted with pressure relief valves.
D. batch system
Incorrect answer. The “batch” system of filtering lubricating oil is a reclamation process performed periodically. When the engine oil has become too contaminated, it is drained and the system refilled with fresh oil. After the drained oil has been permitted to settle, any water or contaminants are removed through filtering and/or centrifuging. After the reclamation process is complete, the oil is stored for reuse.

To see the questions to these Nautical Engineering Queries click here.

Full article is available at http://www.uscg.mil/proceedings/articles/90_EngineeringAnswers.pdf.

Subscribe online at http://www.uscg.mil/proceedings/subscribe.asp

Fall 2011 Search and Rescue is available online!

The current edition of Proceedings (Fall 2011 Search and Rescue) is available online at http://www.uscg.mil/proceedings/. This edition highlights search and rescue agencies, partners, and the Good Samaritans who work alongside Coast Guard responders to improve response time to distressed boaters/sailors all around the world.

This issue is very exciting for Proceedings, since changes have been made to the way readers will view our editions. This edition officially kicks off our digital viewing option, which is more reader-friendly. To view our digital edition, click on the Fall 2011 headline icon, the magazine cover, or the link beneath the magazine cover to be directed to the digital magazine. We hope you enjoy this new edition and new format!

Nautical Engineering Queries Questions Part—1.

Excerpt from U.S. Coast Guard Proceedings of the Marine Safety & Security Council magazine. Nautical Engineering Queries Questions Part—1.

1. Amortisseur windings are installed in a synchronous motor to __________.

A. reduce eddy current losses
B. produce a higher power factor
C. provide a means for starting
D. eliminate arcing between the stator and the rotor

2. Coast Guard regulations (46 CFR) define several acceptable means of closure for ballast and fuel oil tank vents.
One of the acceptable means is by the use of a/an __________.

A. manually operated ball check valve
B. automatically operated hinged closure
C. permanently installed canvas hood
D. corrosion-resistant wire screen

3. A continuous blow is used to __________.

A. regulate the density or salinity of boiler water
B. remove scum from the surface of boiler water
C. permit air to escape while raising steam in a cold boiler
D. remove sludge from the bottom of the water drum

4. What type of engine lubrication oil filter system sends filtered oil directly back to the high-pressure discharge
manifold?

A. centrifugal purifier system
B. bypass system
C. shunt system
D. batch system

Stay tuned to see the answers to these Nautical Engineering Queries.

Subscribe online at http://www.uscg.mil/proceedings/subscribe.asp

Yes We CAN! The Citizens’s Action Network Part—2.

Excerpt from U.S. Coast Guard Proceedings of the Marine Safety & Security Council magazine by Ms. Judy Darby, Program Coordinator, U.S. Coast Guard Auxiliary, District Eight.

The success of the Citizen’s Action Network program is proportional to the number of members in the network, the extent of their training, and their familiarity with their particular waterway. A member’s contribution is not dependent on his or her ability to confront a situation or fix a problem, but on the ability to report appropriate information to the Coast Guard investigator.

CAN members might be called upon to aid search and rescue efforts, verify radio calls and flare sightings, and note unsafe vessel operation, aids to navigation equipment outages/abnormalities, suspicious activity, and marine pollution.

After training, a member receives the Coast Guard sector communications emergency number to be used for reporting purposes. CAN reporting uses the acronym “LAST” to describe the information to be reported:

• location of the incident,
• activity,
• size and identification information of the vessel involved in the incident,
• time, date, and conditions at the scene of the incident.

As well-trained members are best prepared to aid Coast Guard watchstanders, the committee provides a CAN observers’ manual that instructs members as to the order in which the watchstander will ask for pertinent information and terminology that will be used.

See Part 1 here.

Full article is available at http://www.uscg.mil/proceedings/fall2010.

Subscribe online at http://www.uscg.mil/proceedings/subscribe.asp.