No matter what is preserved or kept safe, it costs money! In my past life I shared my useful abilities with the U.S. Merchant Marine and the U.S. Navy. I shipped in 12 merchant ships and served in 7 navy ships, commanding 3. In each I came away with lessons that today I share in VOX OCEANUS articles, a dozen published pieces and three novels. What little wealth I acquired is from my retirement from the Navy, the California Maritime Academy, employment as a pilot, consulting, and wise investments thereafter. So, I ask myself, who do I owe? [Continue Reading →]
- John Denham is a retired USN Captain, licensed Master Mariner, former San Francisco pilot, maritime academy teacher, and author with extensive experience as a marine consultant. He is also author of The Assistant and DD 891.
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S O S = Save Our Ships
November 12th, 2009 · Comments Off
Comments OffTags: · john denham, merchant-marine, U.S. Navy
Ship simulators are not stimulators!
September 29th, 2009 · 2 Comments
Simulator are not stimulators!
By John G. Denham
After a career at sea and a period of piloting I tried a tour in academia. I was surprised to find that maritime academies, along with other educational institutions were using classrooms furnished with middle school furnishings and tools. Are we teaching kids or future professionals I thought? Mostly the furnishings are still in use. If you treat students like kids, they will act like kids. Therefore, tools and the environment are important.
Involved in continuing education, simulators attracted me. At Marine Safety International, then the fore runner in maritime simulation the concept of simulation (make believe with electronics) was interesting, but unreal. Nature can not be simulated. For the next 10 years I visited simulators in Kings Point, New London, Piney Point, Toledo and San Diego. Each facility emulated the other and the concept of instruction was the same and teaching was partially effective. A critiques of students indicated, it’s great, but not the same.
Why doesn’t simulation prepare one for the real experience? [Continue Reading →]
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Big Motor Problems
August 19th, 2009 · 4 Comments
Big Motor Problems
I am impressed with the significant improvements that large diesel engine manufacturers are making in reducing offensive emissions, improving operational efficiency and cutting costs. When the “Firecracker Engineers” put their mind to it, it happens. Government is putting a lot of pressure on engine exhausts; the bigger the engine the more political pressure. Owners want more speed and efficiency and less cost. I have not observed any government involvement except to increase standards. The diesel engine manufacturing guys have addressed faster, more powerful, cleaner, efficient and less costly engines admirably, but there is another problem that effects operations: minimum speed.
The minimum speed limitation is an operational safety factor when maneuvering in confined, congested and special maneuvering areas. Rule 6 of the International and Inland Rules:
“Every vessel shall at all times proceed at a safe speed…” A gold mine for maritime lawyers.
The Pacific Maritime Magazine May 2008 issue’s feature article “Large Marine Diesel Engines” exemplified:
“APL recently ordered eight MAN B&W 14K98ME-C7 two stroke low-speed crosshead engines …will generate 115,000 bhp at 105 RPM …to be installed in eight new 10,000 teu container ships.”
As advertised the operating range of similar behemoths maybe as low 45 RPM and as high as 120 RPM. With direct drive and an efficient propeller the probable minimum speed may be 5.0 knots. Persons piloting such vessels may need to stop and start the engines any number of times due to circumstances; the engines are usually started with compressed air. Therefore knowing the quantity of consecutive start and stops is essential as an operating factor. There are two navigation considerations that must be resolved while en route: the safe speed of advance and the hydrodynamic effect of the vessel’s movement; the greater the speed the greater the effect. So far, ship handlers have developed procedures to reduce the speed of advance but as the engines become more powerful the solutions will be less effective.
While transiting a narrow channel there are three sub-factors involved that need to be considered to safely proceed: the bow wave, suction effect and the wake; all relate to speed and displacement. The details and an excellent explanation are provided in Caryle J. Plummer’s “SHIP HANDLING IN NARROW CHANNELS; Cornell Maritime Press.
Large direct drive diesel ships may have as many as 10 or 12 consecutive starts if the propeller is free rotating, but less if backing (need more air). Of greatest concern is an emergency full astern from full speed ahead; the air pressure may not be adequate to counter the propeller rotations.
Therefore, the ship owner must not only consider the environmental impact and economical advantage, but the cost of additional tugs and support services when entering congested and confined water. JGD.
NOTE – This article was first published in June of 2008.
John Denham is a retired USN Captain, Licensed unlimited Master and Pilot, maritime academy teacher,and author with extensive experience as a marine consultant. He writes for Pacific Maritime Magazine and is the author of The Assistant and DD 891.
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Safety at Sea=PAP
June 16th, 2009 · 1 Comment
Safety at Sea=PAP
In my naval experience I hated inspections more than storms. Most of the inspectors were knowledgeable, competent but tended to harp on what they knew and nit-picked technical items the average sailor barely understood. There were two exceptions: the Nuclear Technical Proficiency Inspection (NTPI) and the Board of Inspection and Survey (INSURV). The ship was either determined ready and capable or it was not. I played several roles in those processes and gleaned an important lesson: a ship operates best when Policy, Attitude and Procedures are in sync.
Every ship at sea operates within some form of policy, be it the companies or the Master’s. The policy normally dictates the attitude in which procedures are executed. Success starts with a realistic policy. A policy that demands 100% effort all the time has little chance of success, whereas a reserve margin for emergencies provides probable achievement. If one can not pick-up the beat, the race may be lost.
The maritime situation today is rapidly changing; sailors are technicians, ships are mechanical, electronic packages of modern technology, the old buckets are disappearing, replaced by behemoths with a hand full of people in charge. Modernization and maximum-efficient processes are the order for survival.
Competency is not accomplished overnight or is a high test score an indication of skill. Competency, knowledge, skill, and experience are hard to acquire and are increasing in demand. There are groups, organizations and societies of highly qualified and experienced ex-mariners, licensed masters, captains, mates and engineers that have left the sea and sought employment in related trades and associated professions. Some have formed companies that provide special services to shipping companies e.g., pollution prevention, personnel and vessel manning, license and certification preparation, insurance, cargo operations, ship handling, navigation and seamanship etc. [Continue Reading →]
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Rerport on 9th Maritime Leadership Symposium
May 26th, 2009 · 1 Comment
PORT AND HARBOR MANAGERS MEETING
A gathering of 132 maritime and related afficionados of the California ports, harbors and maritime facilities met in Sacramento on the 12-14 May and were exposed to political, bureaucratic and professional views on the business of directing, managing and surviving in today’s economic and environmentally challenging environment.
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NTSB/USCG Report on Cosco Busan – Analysis of the Analysis
May 8th, 2009 · 4 Comments
Analysis of the Analysis
By John G. Denham
Recently three ponderous documents have been published that may eventually affect pilotage, ship management and hopefully bridge resources management (BRM): USCG report on the allision involving the COSCO BUSAN; NTSB report on the same and the public submission by John Meadows and K&L lawyers representing pilot John Cota.
In examining the reports I arrived at the conclusion that the author(s) are mostly legal people, and therefore compose legally but not nautically. In my up-bringing, I was exposed to a knowledgeable senior officer named that assigned me to review a collision report. “Normally,” he said, “I seek an officer with some personal experience in these thing, but they don’t seem to be around much, therefore as you seem to be somewhat involved. Look this over. Pick out the B.S.” He felt the best experts on accidents were those with actual experience. In three earlier published articles the conduct of bridge team management was presented, the procedures for handling pilots was discussed and the role of persons in command was explained. I have experienced all that and at times did not do too well. Since I have learned a lot from others’.
[Continue Reading →]
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Sea Stories – A Break-Bulk Mate’s Bad Day
April 3rd, 2009 · Comments Off
A Break-Bulk Mate’s Bad Day
by John G. Denham
The weather was raining and windy with some fog from Cape Flattery as far south to Astoria, Oregon. The sea was running high from the northwest being pushed by a 10-20 knots westerly wind. We were heading south and picking up cargo in any port that had a pilot and berth; final port, Valpariaso, Chile. What did not fit in the holds was stored on deck. S.S. Santa Flavia was a war time C2 cargo ship, 16 knot, 5 hatch stick and boom freighter. To go forward, one could only go on the starboard side. Try as we may, we could not build a catwalk on the port side forward of number 2 hold. We waited an hour for the Gray’s Harbor pilot as the bar was breaking but at 0430 we saw the white over red light and had the pilot on board. “Full ahead Cap, We got’ta run the seas and ride the swell. Might roll a bit, But she’ll fit.” Ordered the pilot.
“Johnny you go for’ard and stand by the anchors, Make ‘em both ready,” the Captain ordered. I could feel the throb of the propeller as it neared the surface and felt the ship plowing into the running sea. At first I was looking down on the bridge then it was up in the sky. We rolled to starboard and hung there a bit and then, quicker, rolled back to port. Not a comfortable feeling. It was dark. The sea was alive with foam as spray passed over the foc’sle and a couple of seas rolled up the main deck. I looked aft and estimated we were nearly through the Port Chehalis Reach as I could see channel lights ahead and some lights of Westport. [Continue Reading →]
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Bye Bye Buoy – Sinking Of The “SF” Sea Buoy
February 8th, 2009 · 4 Comments
Bye Bye Buoy
By John Denham
The recent sinking of the “SF” Sea Buoy by possibly a large foreign-flag container ship causes more concern about ship management. In recent published articles we expressed concern about the size of ships and engines, simulator training and both management policy and ship management. All heralding the virtues of “the ordinary practice of seamen” i.e., Bridge Resource Management. [Continue Reading →]
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Pirates be damned!
January 18th, 2009 · 1 Comment
Pirates be damned!
By John Denham
Piracy seem to be the item dejure. I have been exposed to a number of excellent pieces on the subject including Pacific Maritime Magazine’s departing Jim Serrill’s. In summary they express:
- Why they are pirates
- it’s not really that bad
- but, we can handle it.
My understanding of piracy is: [Continue Reading →]
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Piracy – It’s Location, Location Location
December 15th, 2008 · 1 Comment
Piracy – It’s Location, Location Location
By John Denham
If you did not know, pirates have been around for as long as treasure was shipped on boats. Piracy is like robbing banks…it is where the money is. The capitol for piracy is the Malacca Straits. Why? Because that is where the most slow boats from China are.
Recent reports indicate big, slow boats with low freeboard are prime targets. A fast (15 knots plus), high freeboard, maneuverable vessel is not a wise target, but some less than talented pirates might consider it so; obviously not a percentage player. Of course it’s location, location. A high occupancy military area is not advisable for any aspiring pirate. The east and west coast of Africa and waters adjacent to the Gulf of Aden and the nearby Indian Ocean are select areas, but do not displace the Straits of Malacca. The word is out, piracy is back and business is good. Therefore new shopping centers can be expected to open and with some better and more sophisticated tools.
The above graphic shows the latest world wide pirate activity. Courtesy MSN and International Maritime Bureau. [Continue Reading →]
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