Description:
A 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.
Contents:
Lessons Learned—A Ship Capsizes While Loading Cargo—Part I
 Excerpt from U.S. Coast Guard “Proceedings of the Marine Safety & Security Council” magazine by Captain Brendan Saburn, U.S. Coast Guard Office of Investigations and Casualty Analysis.
Lessons learned from USCG marine 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.
It is important to note that lives were lost in some of the marine casualties we present. Out of respect for the deceased, their families, and surviving crewmembers, we do not mention the name of any person involved.
On December 9, 2003, the 289-foot heavy-lift freighter Stellamare capsized and sank in Albany, N.Y., while loading a 308-metric-ton generator. This marine casualty, which resulted in the deaths of three of the ship’s crew, was caused by improper ballasting and the speed of cargo handling.
The operation of a small heavy-lift ship is highly specialized. This is a ship less than 300 feet long, whose deadweight tonnage is only 2,760 metric tons, with cargo gear capable of lifting a total of 360 tons. This ship was fitted with two heavy-lift derricks, each of which was rated for a safe working load of 180 metric tons, so a combined load of 360 tons was permissible.
Two generators were to be loaded aboard this ship that day. One weighed 308 metric tons, the other 234 metric tons. During operations, the smaller generator was loaded as planned. It was loaded first, onto what had been an empty ship, to make the ship more stable in preparation for the heavier generator.
Stability: An Illustration
It’s important to understand what is meant by “stability.” There are three states of stability: stable, neutral, and unstable. Think of a child in a rocking chair. The chair rocking forward and backward is analogous to a ship rolling to starboard and port. If the child is sitting, the chair is very stable and can be rocked back and forth, but won’t topple over forward or backward because the center of gravity of the child and chair combination is down low.
But what if the child decides to kneel? Then the chair will be in “neutral” equilibrium. If the child leans forward, there is neither a tendency for the chair to return to the upright position nor a tendency for the chair to topple. The chair will stay where the child positions himself while kneeling.
If the child stands up in the chair, the center of gravity of the child and chair combination is now too high—unstable equilibrium. If the standing child moves too far forward or backwards, the chair can topple.
Let’s continue our example. How can we make the chair more stable so the child can’t upset it by standing? One way would be to fasten bricks to the underside of the chair, which would add weight below the desired center of gravity. In other words, we could “ballast” the rocking chair. We could also lengthen the chair’s rockers, which would be analogous to making a ship wider.
In Part II, we will examine how these principles were used in the failed loading operation.
For more information:
Full article is available at www.uscg.mil/proceedings. Click on “archives” and "2008 Volume 65, Number 2" (Summer 2008).
Subscribe online at http://www.uscg.mil/proceedings/subscribe.asp.
Direct requests for print copies of this edition to: HQS-DG-NMCProceedings@uscg.mil.
Going Green Reaps Rewards—the Coast Guard recognizes industry’s marine environmental protection efforts
 Excerpt from U.S. Coast Guard “Proceedings of the Marine Safety & Security Council” magazine by LT Jarrod DeWitz, Vessel Response Plan team, U.S. Coast Guard Headquarters Office of Vessel Activities.
RADM William “Mike” Benkert (see sketch) was considered by many to be the father of the U.S. Coast Guard’s marine safety program. While serving as the office chief of marine environmental systems, RADM Benkert initiated many of the programs we have in the prevention department today.
RADM William M. Benkert Award
This prestigious award recognizes outstanding achievements that extend far beyond mere compliance with industrial and regulatory standards. More than just a symbol of excellence, the award provides an avenue for creative exchanges of ideas and innovations that benefit both the industry and the public.
The U.S. Coast Guard is proud to partner with the American Petroleum Institute (API) in this program. The API has hosted the Benkert Award presentations during the last several award ceremonies and plans to continue its support of this award. API also provides senior event staff to assist with coordinating the Benkert Award presentations during its bi-annual tanker conference.
Although this event was originally geared toward the tanker community, it has expanded to include many important topics that cross all of the maritime industry.
Eligibility Details
Any marine transportation-related commercial organization owning, operating, or otherwise managing vessels, facilities, or fleeting areas; oil spill removal organizations; or other entities engaged in maritime operations are eligible to apply.
There are six categories in which a company may submit an application:
- Small business—vessel operations: less than 50 employees, headquarters in the United States
- Small business—facility operations: less than 50 employees, located in the United States, regulated under 33 CFR 126.05 or 33 CFR 154.105
- Special small business: less than 25 employees, located in the United States, maritime transportation-related entity
- Large business—vessel operations: 50 employees or greater, headquarters in the United States
- Large business—facility operations: 50 employees or greater, located in the United States, regulated under 33 CFR 126.05 or 33 CFR 154.105
- Foreign vessels: 250 full-time employees or greater, must have at least one foreign-flagged vessel over 1,600 gross tons and have conducted commerce at a U.S. port during the given award period
Organizations are evaluated on: - environmental policies, objectives, and targets;
- pollution prevention, preparedness, response, and safety management;
- environmental outreach;
- partnerships;
- performance measures and results.
The award program has three levels of recognition—gold, silver, and bronze. If an organization exceeds all review criteria expectations, then an “Osprey” is awarded as the top prize. The program is capable of recognizing multiple recipients at any or all of these levels.
The application submission deadline is February 1 every “even” year. The selection process concludes April 1, and the informal notification is expected in May of the award year. Award presentations are held in June. For more information, go to http://homeport.uscg.mil/benkert.
For more information:
Full article and “Environmental Protection” edition of USCG Proceedings is available at http://www.uscg.mil/proceedings/Winter2008-09//.
Subscribe online at http://www.uscg.mil/proceedings/subscribe.asp.
Direct requests for print copies of this edition to: HQS-DG-NMCProceedings@uscg.mil.
Electronics Stewardship—“greening” the U.S. Coast Guard computer lifecycle
Excerpt from U.S. Coast Guard “Proceedings of the Marine Safety & Security Council” magazine by LCDR Amy Bloyd, Standard Workstation asset manager, U.S. Coast Guard Office of Information Systems and Infrastructure.
Like any other federal agency, the U.S. Coast Guard relies on an extensive network of computers to support all of its missions. Managing these computers in an environmentally sound manner is an important goal of the U.S. Coast Guard’s information technology (IT) community.
Environmentally Responsible IT Procurement
In procuring computer resources, the U.S. Coast Guard not only looks for the best value and performance in equipment; it also uses available federal resources to ensure its computers are environmentally friendly. An important tool used to procure computers is the electronic product environmental assessment tool™ (EPEAT).
This tool was sponsored by the Environmental Protection Agency and developed by a team comprised of industry experts that allows purchasers to compare electronic products based on environmental attributes, including reduction and elimination of environmentally sensitive materials, design for end of life, lifecycle extension, energy conservation, and packaging.
Environmentally Friendly Operations
Not only does the U.S. Coast Guard seek to minimize the environmental impact of its computer resources in procurement, but it also takes steps to operate its systems in a manner that is safe for the environment. The Coast Guard uses computers that are Energy Star®-qualified, which establishes efficiency requirements for all modes of a computer’s operation, enhancing energy savings.
In addition to conserving energy during the operation of its computer resources, the U.S. Coast Guard also maximizes the lifetime of these resources. We currently purchase a five-year warranty with all Coast Guard standard workstations. A longer computer lifetime leads to decreased waste production and saves money by decreasing the demand for new hardware.
 Environmentally Aware Disposal
After a computer has reached the end of its useful life, we take several important steps to ensure that all computers are disposed of in an environmentally friendly manner. One way is to transfer the equipment to other federal agencies that might be able to put the equipment to use.
Yet another option for computer disposal is to donate the computers to a learning program. In the USCG photo at left, 23 used computers were donated to Gakona Public School in Valdez, Alaska, courtesy of the local Coast Guard Marine Safety Office.
Finally, if the systems are not suitable for donation to either schools or other federal offices, the U.S. Coast Guard transfers the equipment to local defense reutilization marketing offices, where the equipment is sold, donated, or disposed of in accordance with federal environmental regulations.
For more information:
Full article and “Environmental Protection” edition of USCG Proceedings is available at http://www.uscg.mil/proceedings/Winter2008-09/.
Subscribe online at http://www.uscg.mil/proceedings/subscribe.asp.
Direct requests for print copies of this edition to: HQS-DG-NMCProceedings@uscg.mil.
Creating a Culture of Preparedness—the International Oil Spill Conference
Excerpt from U.S. Coast Guard “Proceedings of the Marine Safety & Security Council” magazine by LT Kristen Preble, U.S. Coast Guard Office of Incident Management and Preparedness.
The International Oil Spill Conference (IOSC) is jointly sponsored by industry, government, and non-government organizations and is considered the Americas’ premier oil spill preparedness, prevention, and response conference. Since its inception in 1969, a total of 20 International Oil Spill Conferences have been held.
The IOSC is sponsored by the U.S. Coast Guard and some of its key maritime partners, including:
• the International Maritime Organization,
• the National Oceanic and Atmospheric Administration,
• the American Petroleum Institute,
• the Minerals Management Service,
• the United States Environmental Protection Agency,
• the International Petroleum Industry Environmental Conservation Association.
The U.S. Coast Guard provides critical leadership to the IOSC as co-chair of the general committee and chair of the program committee.
IOSC 2008
The theme of IOSC 2008 was “creating a culture of preparedness.” This theme served as a reminder to the response community that preparedness is a critical component of any oil spill response. More than 2,000 people from over 80 countries were in attendance for the technical sessions and viewed more than 250 exhibits.
The conference began with a series of short courses that ranged in topic from the basics of oil spill response to oil spill response techniques in the Arctic and the use of dispersants. These courses were followed by an on-water demonstration of oil spill response equipment.
The conference was officially convened by keynote speakers John Chatterton and Richie Kohler, co-hosts of The History Channel’s "Deep Sea Detectives" television show. They provided insight into the dangers involved in deep-sea diving and how crucial experience and training is to any operation, regardless of the profession.
In his closing speech, U.S. Coast Guard Commandant ADM Thad Allen highlighted the 40th anniversary of the National Oil and Hazardous Substance Contingency Plan and the importance of cooperation among all levels of government, the private sector, and non-government organizations.
Future of IOSC
The next IOSC will be held in 2011 and will be "going green," with IOSC 2011’s general committee specifically looking for venues that will reduce the conference’s environmental impact and analyzing its processes and products to eliminate waste.
For more information:
Full article and “Environmental Protection” edition of USCG Proceedings is available at http://www.uscg.mil/proceedings/Winter2008-09//.
Subscribe online at http://www.uscg.mil/proceedings/subscribe.asp.
Direct requests for print copies of this edition to: HQS-DG-NMCProceedings@uscg.mil.
Onshore Power Supply for Ships—reducing ship engine emissions
 Excerpt from U.S. Coast Guard “Proceedings of the Marine Safety & Security Council” magazine by Mr. Thane Gilman, P.E., U.S. Coast Guard Systems Engineering Division.
Onshore power supply (OPS) provides ships with a source of electrical power as an alternative to the ship’s service electrical power system. This can lessen engine emissions in the port area since the ship no longer has main or auxiliary engines operating. On the other hand, there are difficulties associated with high voltage, varying frequencies, and infrastructure costs that must be addressed in order to justify an onshore power supply installation. System RequirementsA typical OPS system requires many components. At the very least, significant infrastructure is required for the cable handling system, switchgear, protective boxes, transformers, and power cables. Additionally, this equipment must not interfere with vessel cargo operations, cranes, or passenger transit, so proper location of the ship/shore interface is critical. The onshore power one-line electrical diagram shows a typical onshore power supply system. The design of many modern vessels with high-voltage electrical distribution systems, such as those of 6,600 volts or 11,000 volts, enables more power to be transferred with less cable area than traditional 450V electrical systems. However, most of the vessels comprising the world’s fleets are 440V to 480V systems. The in-port power requirements for different types of vessels can vary substantially. BenefitsThe most notable benefit is reducing engine emissions in the port area. Once the infrastructure is set up, ships that make relatively frequent calls to particular ports can transition to onshore power supply as a matter of routine. A secondary benefit of a secured plant is that maintenance and repairs can be facilitated on equipment that is not in operation. Also, the interval for receiving engine bunker fuel may be increased slightly as less ship fuel is used, and the relative cost of the energy provided by the shore facility may be favorable compared to the operating cost of ship engine/generator combinations. ConcernsCost. The cost of infrastructure, including electrical equipment such as transformers, switchgear, power cables, cable handling equipment, and associated support structures on the piers, is significant. Obviously, as the distance from the shore utility to the ships on the piers increases, the cost multiplies. Similarly, the cost increases as the number of onshore power supply locations increases. Compatibility. The ship and shore frequencies must match within limits for OPS to even be considered. It generally requires a frequency converter for a 50-Hertz supply (shore) to work with 60-Hertz loads (ship), or vice versa. Frequency converters at the power levels required are an expensive addition to an already significant infrastructure. Safety and quality of power. Standards must be agreed upon between ship operators and shore personnel as to safety procedures at a particular installation. Additionally, the minimum quality of electrical power required needs to be defined by the ship, such that safe disconnection of shore power can be initiated if the power quality deteriorates to a level where ship equipment may be damaged. Standardization. Efforts to formally develop an international standard for OPS installations have been underway within the International Organization for Standardization since 2006.
Upcoming in Proceedings
Spring 2010: Rulemaking Update
• Rulemaking 101
• Interagency interaction
• Supporting analysis
• Public participation
Summer 2010: Maritime Domain Awareness
• Transforming MDA policy
• Transforming MDA capabilities
• Transforming MDA through technology
Your Opinion
• What do you want to read in Proceedings?
• What area under the Coast Guard’s marine safety, security, and environmental protection missions affects you most?
• What do you want to know more about?
Post a comment here or send us an e-mail at HQS-DG-NMCProceedings@uscg.mil.
Subscribe online at http://www.uscg.mil/proceedings/subscribe.asp.
Ask the MSSC—You have questions. We have answers from the USCG Marine Safety and Security Council.
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