Author Archives: Rebecca Hanratty

YOU MAY NOT RECEIVE AIS BROADCASTS WHENEVER A VHF MARITIME RADIO IS KEYED

USCG Marine Safety Alert, February 20, 2024

A very high frequency (VHF) maritime radio transmission on one’s own vessel, or even transmissions by a nearby vessel a football field’s length away (about 136 meters or 445 feet), may block AIS reception for the duration the radio is keyed. An analysis of the relevant standards has shown that this may impact all classes of AIS equipment regardless of how the antennas for the two systems are installed. Antennas installed in conformance with the International Maritime Organization’s (IMO) COMSAR.1/Circ.32/Rev.2 Harmonization of GMDSS requirements for radio installations on board SOLAS ships, IMO SN.1/Circ 227, Guidelines for the installation of a shipborne automatic identification system (AIS), or the National Marine Electronics Association (NMEA) Installation Standard 0400 per 33 CFR 164.46(a), while helpful, will not avoid this blocking. It is important to note that this temporary disruption will not be readily apparent to AIS users nor noted on AIS displays.

As stated in IMO Resolution A.1106(29) Revised Guidelines for the Onboard Operational Use of Shipborne Automatic Identification Systems (AIS), users should not rely on AIS as the sole information system for collision avoidance or navigation decision-making, but should make use of all safety relevant information. Delayed updates to AIS positions and Aid to Navigation reports caused by keyed VHF radio transmitters, as well as possible loss of certain safety-related messages, are examples of why the AIS should not be solely relied upon for collision avoidance. Navigators are further reminded of Navigation Rule 7 – Risk of Collision, which states that “every vessel shall use all available means appropriate to the prevailing circumstances and conditions to determine if risk of collision exists” and that “assumptions shall not be made on the basis of scanty information,” such as AIS.

This Safety Alert is provided for informational purposes only and does not relieve any domestic or international safety, operational, or material requirement. Developed by the U.S. Coast Guard, Spectrum Management and Telecommunications Policy Division, in cooperation with the Radio Technical Commission for Maritime Services (RTCM). Distributed by the Office of Investigations and Casualty Analysis. Questions may be sent to HQS-SMB-CG-672@uscg.mil.

LESLIE AND STEVE HUGHES DONATE $100,000 TO NPFVOA

 

 

 

 

 

 

 

 

 

 

 

 

We are thrilled to announce that Leslie Hughes, who served as executive director of NPFVOA before retiring in 2012, and her husband Steve, formerly of Natural Resources Consultants, are donating $100,000 to NPFVOA. This generous donation will be made over the course of three years and will be immensely helpful to the program. NPFVOA couldn’t provide the life-saving training we do without the support of donors like the Hughes.

Thank you to Steve and Leslie for this generous donation!

PERSONAL LOCATOR DEVICES: IMPROVE YOUR CHANCE OF RESCUE

NTSB Safety Alert, December 2023

THE PROBLEM

  • During an emergency at sea, a mariner’s chance of survival decreases if search and rescue cannot quickly and accurately identify their location.
  • While many commercial vessels are required to carry emergency position indicating radio beacons (EPIRBs), this equipment does not provide the precise location of all individuals who may be in the water and drifting away from the vessel’s EPIRB position.
  • Although personal locator devices, such as personal locator beacons (PLBs) or satellite emergency notification devices (SENDs), are affordable and can accurately pinpoint a person’s location to search and rescue, the use of these devices is currently not mandated.
  • The NTSB’s investigations of casualties in which crewmembers had to abandon a vessel without a means to communicate their individual locations to search and rescue assets found that currently available PLBs provide a location accuracy of about 300 feet and nearly instant search and rescue notification when activated. As a result, we issued Safety Recommendation M-17-45 to the US Coast Guard in 2017 to require PLBs for mariners aboard vessels. We have reiterated the recommendation three times since then (in 2021 and 2022), yet the Coast Guard has not acted.

RELATED ACCIDENTS

Following are casualties investigated by the NTSB in which personal locator devices could have could have assisted or did assist rescuers in locating survivors:

  • In 2015, the cargo ship SS El Faro foundered in the Atlantic Ocean in a hurricane. None of the 33 crewmembers had PLBs, and none survived or were recovered. Three days after the sinking, searchers sighted the remains of one crewmember in an immersion suit. The NTSB concluded that had that crewmember, or any others who were able to evacuate, been equipped with a PLB, the device would have provided essential information to focus rescue efforts. (DCA16MM001)
  • In 2016, the fishing vessel Ambition flooded and sank in the Bering Sea. A crewmember’s use of a SEND prompted an immediate response from the commercial response coordination center when the Coast Guard did not receive the captain’s Mayday call, resulting in the safe rescue of all those on board. (DCA16FM045)
  • In 2019, the fishing vessel Scandies Rose capsized and sank in the Bering Sea. The vessel’s EPIRB did not broadcast a receivable signal, and, after notifying search and rescue personnel of the vessel’s location, crewmembers were forced to abandon the vessel into water without a means of communicating with them. Only two of the vessel’s seven crewmembers were rescued by the Coast Guard (none had PLBs). Due to an inadvertent miscommunication of the coordinates of the search area, some Coast Guard responders searched an incorrect area, delaying the rescue of the survivors. The NTSB concluded that PLBs would have aided in search and rescue operations by providing continuously updated and correct coordinates of crewmembers’ locations. (DCA20FM009)
  • In 2020, the fishing vessel Emmy Rose sank in the Atlantic Ocean off Massachusetts. None of the vessel’s four crewmembers had PLBs, and none of the crewmembers survived the sinking. Had the crewmembers carried PLBs and been able to activate them, search and rescue crews would have had continuously updated coordinates of their locations, thus enhancing their chances of rescue and survival. (DCA21FM007)
  • In 2021, a fire broke out on board the fishing vessel Blue Dragon while it was underway in the Pacific Ocean off California. A National Marine Fisheries Service observer on board manually activated the vessel’s EPIRB and his PLB, activated the “SOS” button on his SEND, and texted “Fire” with his SEND. The PLB helped validate the position of the vessel’s EPIRB, and the SEND helped responders identify the nature of the emergency, resulting in the rescue of all seven individuals on board. (DCA22FM003)
  • In 2021, the lifeboat SEACOR Power capsized in the Gulf of Mexico off Louisiana during a severe thunderstorm. Three of the persons on board entered the water and drifted for 2.5 hours or more before they were rescued. The longer someone remains in the water, the lower their chances of survival. Had PLBs been available to the SEACOR Power’s crew when the crewmembers abandoned the vessel, search and rescue crews would have had continuously updated and correct coordinates of individual survivors’ locations. As a result, it is likely that they would have been rescued earlier. (DCA21MM024)

WHAT CAN YOU DO?

Vessel owners and operators can enhance the safety of their crews by providing each crewmember with personal locator devices, such as PLBs or SENDs, to supplement EPIRBs. Consider the following when selecting and implementing crew use of the devices:

  • Determine the best type of personal locator device for your crew. Some devices transmit via satellite, while others transmit on terrestrial frequencies. Not all devices notify the Coast Guard directly.
  • Provide each crewmember a personal locator device and ensure they carry it. Devices can be worn in a zipped clothing pocket or a bag attached to a belt or attached to personal flotation devices.
  • Register each crewmember’s personal locator device with the appropriate organization. PLBs must be registered through the National Oceanic and Atmospheric Administration, while SENDs and other similar devices should be registered through the manufacturer or operating company.
  • Ensure crewmembers are aware of the capabilities and limitations of their personal locator devices and understand how to operate their devices, as well as how each type transmits location information.

FIRE SWEEPS WASHINGTON DOCK AT BRINK OF DUNGENESS SEASON

By National Fisherman Staff, January 23, 2024

A major fire raced across the Ilwaco Landing dock at the mouth of the Columbia River in Washington State Monday, blanketing the area in smoke and reportedly destroying crab traps staged for a Dungeness crab season opener on Feb. 1.

Local news media reported the fire erupted around 11 a.m. and spread rapidly, drawing a widespread emergency response and advice from authorities for residents to stay indoors and avoid hazardous smoke from the fire. 

Firefighters continued working into the evening to confine the blaze at the dock and processing plant, owned by Starlight One LLC, into the evening Monday. Damage reports were incomplete, but in a posting on Facebook, the Newport Fishermen’s Wives group warned consequences could be dire: 

“Today, Oregon’s North Coast fleet has taken a huge hit! A large fish plant in Illwaco, Wash., had a tragic fire that also destroyed 1000s of crab gear that was staged and rigged to finally start their crab season. This is a potential disaster for some.”

The Chinook Observer reported that the landing – where parts of the timber structure dated to the late 19th century – had collapsed after the fire consumed traps on the dock. Fishermen and plant workers had staged the gear for start of the season’s pre-soak Jan. 29.

Pacific County Emergency Management Agency Director Scott McDougall told the Observer that “at this point I do not believe that the [Washington State Department of Ecology] is planning any response out here. Mostly what was in the water was woody debris and is probably going to have some creosote on it but there is not a huge [concern], at this point.”

In a statement Monday, Sen. Maria Cantwell, D-Wash., said the fire “has caused significant damages to the Ilwaco Landing.”

“Thank you to the brave firefighters and first responders on the scene at the Port of Ilwaco. This is devastating news for the entire community, and I am continuing to monitor the situation closely. The waterfront is the heart of Ilwaco and the local economy. My prayers are with the entire community, including the cannery workers and fishing families who rely on the docks for their livelihoods.”

FISHING VESSEL RUNS AGROUND DUE TO CREW MEMBER FALLING ASLEEP

By Carli Stewart, National Fisherman, January 21, 2024

The Tara Lynn II ran aground early Saturday morning during the second storm that hit the Maine coast this past week. David Osier, owner of the vessel and Osier Seafood in South Bristol, says that one of the crew members fell asleep after turning on the autopilot.

According to Osier, there was a bridge alarm installed onboard the Tara Lynn II to keep the crew alert and ensure that whoever was on watch would not fall asleep. From what they can tell, the alarm wasn’t turned on. “Supposedly the crew member piloting the ship fell asleep at the wheel and then just went straight into the beach,” Osier told local media.

“Operator error is the cause of this accident.”

The four people aboard the 50-foot vessel were not injured and were rescued by skiff via the Wet Team of the Cape Elizabeth Fire Department shortly after the Mayday call went out to the U.S. Coast Guard at 12:30 a.m. There was a NOAA Fisheries observer aboard in addition to the crew and captain.

This vessel is one of the four boats in the commercial fishing fleet owned by Osier Seafood and was on its way into port within Portland Harbor after a groundfish trip. The Tara Lynn was only moving at four knots when it struck the beach; the damage was minimal when it initially ran aground. However, the storm made it impossible to tow the boat off the beach at high tide later that day, creating significant damage to the boat’s hull.

Approximately 500 gallons of fuel were discharged, as well as nearly 5,000 pounds of fish from the Tara Lynn II. The insurance company for the boat hired Determination Marine, owned by Parker Poole of Portland, ME, to clean up the wreck. Maine Department of Environmental Protection and the U.S. Coast Guard have been working with Poole to ensure there is no lasting damage.

After days of working with private property landowners and the Cape Elizabeth Land Trust, Poole and a crew were able to start picking up the debris scattered across Trundy Point.

Poole was in preparation mode for the second oncoming storm that week changing fuel filters on his boat New Ledge when the Mayday call came through, “I heard the radio a little past midnight, and was underway within 10 minutes.” Poole shared.

“I was first on the scene of the wreck, but with the winds already picking up, there was no way to get alongside the vessel. The Cape Elizabeth Wet Team did an amazing job getting the crew safely off the boat.”

Throughout the storm, the 45-knot winds and six-foot waves battered the vessel and ran it further up the beach and into the rocks. Poole drafted a full salvage plan for the vessel, which was then reviewed and approved by everyone involved before work could begin.

“Thanks to Scott Dugas Trucking & Excavating, and Material Handling Sales both out of Yarmouth, ME, the vessel should be cleaned up by mid-next week, and the affected property should be in better condition than before.” Poole shared.

“At the end of the day, we are lucky that no one got hurt, and there was a minimal impact on the environment.”

The Tara Lynn II hasn’t been the only incident along the Maine coast, and many fishing communities are struggling to pick up pieces of gear and further damage done from back-to-back storms. Maine Coast Fishermen’s Association and the Island Institute have further information on resources to report damages as well as grant programs to offer urgent financial relief. You can donate here.

“It’s been a busy couple of weeks with back-to-back storms within three days of each other. The Maine coast took it hard, and the community will be busy repairing the coastal infrastructure one project at a time.” Poole mentioned.

COAST GUARD RELEASES SCANDIES ROSE REPORT AND SUPPLEMENTAL DOCUMENTS

The Coast Guard report on the sinking of the SCANDIES ROSE was released yesterday along with supplemental information. This investigation was the highest-level Coast Guard Investigation, a Marine Board, so the Board took a lot of supplemental actions, including Ice Accretion tests and producing Safety Alerts. Please find links below to the report itself, the Findings of Concern, and the report on Ice Accretion on Crab Pots.

Link to report:

https://www.dco.uscg.mil/Portals/9/DCO%20Documents/5p/CG-5PC/INV/docs/boards/SCANDIES%20ROSE%20ROI%20-%2030DEC21_Final%20-%20Redacted.pdf?ver=Dodwr3ybpBFlL21AFW3Jow%3d%3d

Link to Findings of Concern:

https://www.dco.uscg.mil/Portals/9/DCO%20Documents/5p/CG-5PC/INV/foc/USCGFOC_001_24.pdf?ver=BXtUzY7JnlaXZ8-aXXWc6g%3d%3d

Link to REACT Ice Accretion Report:

https://www.news.uscg.mil/Portals/11/Headquarters/Investigations/Scandies-Rose/REACT%20Report%20Ice%20Accretion%20on%20Crab%20Pots.pdf?ver=zjHkgls0agGyoCEFMKPhzw%3D%3D

MIKE RUDOLPH SELECTED AS NEXT USCG D13 CFVS COORDINATOR

Mike RudolphThe Coast Guard has selected Mike Rudolph to replace Dan Hardin as the Thirteenth District Commercial Fishing Vessel Safety Coordinator. Mr. Rudolph brings 30 years of experience working with commercial fishermen in Alaska, Washington, and Oregon. His tours of duty have included Valdez and Anchorage, Alaska; Seattle, Washington; and, for the past 17 years, Portland, Oregon.

Mr. Rudolph is an Alaska Marine Safety Education Association (AMSEA) certified marine safety instructor and has trained over 2,000 fishermen as drill conductors. Most recently, he has taught courses in fishing vessel stability.

Continuing with Mr. Hardin’s legacy website (www.FishSafeWest.info) Mr. Rudolph will take over its management and updates. Mike comments, “The website is a tremendous resource. Not just for fishermen with its vessel checklist generator, but for fishing vessel safety professionals, too. It is one of my go-to resources when I am looking for a reference or the latest information.”

One of Mr. Rudolph’s main areas of focus will be to improve collaboration and partnerships between the Coast Guard and the fishing industry and other stakeholders. “That starts with this position being accessible, visible and engaged in the issues,” Mike said.

Mr. Hardin retired from the Coast Guard in August 2023 after 50 years of combined active duty and civilian service. He spent the past 22 years as the District Commercial Fishing Vessel Safety Coordinator. Mr. Rudolph takes over as the new District Coordinator in January 2024.

PREVENTING SPILLS FROM DRUMS AND BARRELS ON DECK

By Brian Sinausky, Washington State Department of Ecology

You may not immediately think of waste oil storage drums and barrels when you think about oil spill risks on a fishing vessel.  Waste oil storage drums on deck do however pose a real spill risk, particularly if the drums are repurposed for waste oil storage without first inspecting them for rust or leaks. You can minimize the risk of spills from storage drums and barrels by taking the following actions:

  • Thoroughly inspect any container designated to hold waste oil before putting it in service.
  • Ensure that all containers on deck are secured properly for sea.
  • Place waste oil storage containers on deck within suitable containment.
  • Ensure absorbent materials are readily available for use if need.