From the Bridge The Newsletter of

Master Mariners of Canada www.mastermariners.ca

November 2015

Representing the interests of shipmasters and senior deck officers in Canada and, internationally through membership in the International Federation of Shipmasters Associations.

FROM THE MASTER’S DESK

On October 3rd, the National Council held the 48th AGM in St. John's, NL at the Murray Premises, near the waterfront. The AGM was preceded by the 194th National Council and followed by the 195th National Council meeting on October 4th. Issues discussed were;

• To date, lack of response from Government to our letter regarding training positions for DP3 operators onboard foreign vessels operating with a Coasting Licence in the Canadian offshore oil and gas exploration and production fields.

• The lack of information from Transport Canada regarding the new requirements for re-validation of Certificates to meet the STCW amendments agreed at the Manila Conference in 2010. The deadline for the new requirements for 'convention' certificate revalidation is January 1st, 2017. Update: I was tasked by Council to write to Transport Canada regarding the new requirements. This letter was promptly answered and a few days later a Ship's Safety Bulletin was published - SSB 09/2015. http://www.tc.gc.ca/media/documents/marinesafety/SSB-09-2015E.pdf. Further update following a meeting with the new Executive Director Marine Training and Certification on November 10th: I was advised that approved training from another Convention signatory administration will also be recognized by TC for re-validation if you are unable to secure a training position here at home.

• National Council has agreed to roll out a Professional Development program that has been developed by Captain Patterson (NL Division). More to follow soon.

• Views and Positions: Captain Turner has resigned the position of Chairman of the V & P Committee and Captain McCann was elected to Chair this important position.

• The V & P issues are

o Places of Refuge and a centralized decision-making authority

o Sea time for Dynamic Position Operators

o Access to shore leave at most terminals in the US. We have also followed this up with TC

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for action to remove restrictions at some terminals in Canada.

• Strategic Plan: Captain Hall proposed that we should outsource to a communications company to develop a video to promote the Company. This also leads to the updating of our website and making it mobile friendly for easy use on smart phones and tablets. We will also be developing a Facebook page.

• Membership Secretary, Captain Kooka reported that over the past 10 years the membership has declined from 470 to 390 full, associate and senior members. This lead to a discussion on getting information about the number and level of certificates issued each year in Canada to enable us recruit new members.

• I was also tasked to attend CMAC in Ottawa, expected in late November or early December. Due to a lack of funding from the Government the meeting has been cancelled until 2016.

• A discussion on corporate re-branding following the new Article of Continuance of a Not-for-Profit organization. Then I proposed that the nom culture of the organization should be updated to be more in keeping with current business organizations. It was proposed the re-branding should also change the name to 'Master Mariners of Canada'. Following a lively discussion, Council agreed with the proposal and the Divisional Masters were asked to report back from their Division at the January National Tele-conference. We still retain the copyright for The Company of Master Mariners of Canada. The executive title changes are as follows;

o President Capt. Patrick Gates

o 1st Vice President Capt. Christopher Hearn

o 2nd Vice President Capt. Christopher Hall

o Past President Capt. John McCann

o Treasurer Capt. Jack Gallagher

o Secretary Capt. Ivan Lantz

o Membership Secretary Capt. Yezdee Kooka

o Education Chair Capt. Anthony Patterson

o Foundation Chairman Capt. James Parsons

o Each Divisional Master will become Vice President of - Division

• Other committee chairs;

o Views and Positions Capt. John McCann

o Strategic Plan Capt. Christopher Hall

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o Editor "From the Bridge" Capt. David Whitaker

o Webmaster Capt. Klaus Hye-Knudsen

• As agreed from the 47th AGM, the dues are to remain the same for the next four years. As mentioned last year, we would donate $10.00 per member to the Foundation until the expenses catch up with revenue. We were able to hand over a cheque to the Foundation for $4,000.00. We can all help to keep the dues the same longer by recruiting new members!

• The 49th AGM will be held in Halifax September 24th, 2016 and plans are in the works for the 50th AGM to be held in Vancouver where the organization was originally established in 1967. Below is a photo of the 2015 National Council in St. John's. Thank you Newfoundland Division for hosting the AGM.

Attendees at the 2015 AGM in St. John’s.

Back row L-R Anthony Patterson (Education Chair & NL), Alec Provan (Van), Christopher Connor (VP Maritimes), Yezdee Kooka (Membership Sec), Geoffrey Vale (VP Van Is), Christopher Hall (2nd VP & VP Fundy), Ivan Lantz (Nat Sec), Marshall Dunbar (VP

Great Lakes). Front row L-R Christopher Hearn (1st VP & VP NL), John McCann (Past Nat President), Patrick Gates (Nat President), Jack Gallagher (Nat Treasurer), Michael Hubbard (VP Capital)

I was invited to attend the National Remembrance Service and lay the CMMC Wreath at the Cenotaph in Ottawa this year. It was a great honour and privilege to attend on behalf of the Master Mariners of Canada.

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CMMC Wreath and on the right the Governor General (Admirals' uniform)

and Prime Minister Trudeau et al Nov 11, 2015 On November 10th, Capt. Hubbard (Capital Div.) and I met with the new Executive Director of Marine Training, Certification, Pilotage, Medical and Security at Transport Canada office at Place de Ville. I was able to raise a number of concerns that had been raised at the AGM. Places of Refuge and follow up to the Expert Tanker Review where Recommendation 3.1 was to establish a single point of Contact for response to a serious marine casualty, similar to the UK or Australian concept. The impression was that this was not very high on the priority list and we will continue to stumble along until we have the next major incident. The availability for DP3 positions on Coasting Licenced vessels. Mr. Garber indicated that he would follow up with the appropriate department staff. The need for safe access to shore leave via the dockside at some terminals where security plans currently deny this. Mr. Garber indicated that a new Seafarers' ID is being developed using a Biometric iris scan. This will be discussed at the next meeting of IMO in February 2016. While this sounds all well and good, it is going through the ILO and it will be years before anything happens on this file. Seafarers should be allowed access via the shoreside gangway and it was suggest that complaints should be take to the local TCMS office and alleging a safety issue by having to going ashore on the offshore side of the ship. We discussed the Professional Development Program, but TC have decided that they would rather have a documented refresher training courses as set out in SSB # 09/2015 on a 5 year basis. As mentioned earlier, courses provided by other signatory administrations will be acceptable if you are unable to get a course position before the end of 2016. We discussed accessing information on the number and level of commercial nautical certificates issues by each examination centre. This information will be passed on to Captain Patterson for review and distribution to National Council. I will take this opportunity to wish all our members, families and friends Happy Christmas and looking forward to great progress in 2016. Respectfully,

President, Master Mariners of Canada

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Maritime Museum of BC announces offer of financial support: The Maritime Museum of BC (MMBC) is excited to announce a conditional offer of financial support by “The TK Foundation” to assist with fitting out the lower level of the CPR Steamship Terminal Building in Victoria, B.C. for use as a new location for the Museum. The $500,000 indication is conditional on, among other things, the MMBC’s successful negotiation of a long‐term lease of

the space, located on Victoria’s Inner Harbour. The “TK Foundation” is a private independent foundation based in the Bahamas that supports maritime educational and youth development initiatives around the globe. The MMBC Society and Board are immensely appreciative of this initiative at this crucial time in the Museum’s history. The Museum intends to submit an Expression of Interest for a long-term lease of the lower level of the Steamship Building space by the August 24 deadline. This support is very significant in helping the MMBC to secure a long‐term home, and in assisting us to fulfil our mandate to tell BC’s maritime story, in an iconic new location. If a lease can be successfully negotiated, this generous private financial contribution will be used as

the basis for raising matching funds from the Federal Government and from a local fundraising campaign. As “The TK Foundation’s“ support is contingent upon the successful negotiation of a long‐term lease of the CPR Steamship space, we encourage the Provincial Government to continue to partner with the MMBC and the “TK Foundation” in a public private partnership to find a mutually agreeable permanent home consistent with the Province’s historic obligations to the museum. We are grateful to the Province for its efforts to support the MMBC’s transition from Bastion Square thus far. We hope that we can reopen the dialogue on finding a long term home for the Museum in the CPR Steamship Terminal Building, that would not only help us to be more viable and self‐sustaining in the future, but would also help us to fulfil our mandate to engage with all British Columbians in the story of our invaluable maritime heritage. 20 August 2015. http://mmbc.bc.ca/flymetothemoon/wp-content/uploads/2010/07/MMBC-Press-release-20-08-15-Final.pdf REMEMBER: National Records of the Company are stored at this Museum. See FTB February 2010, Page 5.

Québécois Innovation: Canadian ferries are undergoing rejuvenation as new and innovative vessels are launched and trialled, several this July. In accordance with Québec’s Maritime Strategy, which incorporates policies for low pollution on its waters, FA Gauthier the first of three Liquid Natural Gas (LNG) fuelled vessels was completed and will take up her duty in the lower St Lawrence for Société des traversiers du Québec. She is said to be the first ferry in North America to be fuelled by LNG and replaces the Camille Marcoux on the Matane – Baie-Comeau – Godbout route. https://www.traversiers.com/en/home/ FA Gauthier was delivered from the Fincantieri yard, Castellammare di Stabia, Naples, and has a diesel electric system with four dual fuel diesel power generators that can run on either LNG or marine diesel oil. A good-looking vessel, she has a service speed of 20 knots, 133m in length, with a capacity of 800 passengers and 180 vehicles. Ice-strengthened, she should be able to operate year-round.

The next two ferries for the same company are sisters who will work the Tadoussac–Baie-Sainte-Catherine crossing. They are building at the Davie Shipbuilding yard Lauzon, Québec. The first, still named Hull 723 launched in July, is claimed to be the first ferry actually built in North America to be LNG fuelled. She is to be in service at the year-end. At 92 metres long, the vessels will have 625-lane metres capacity across two decks, allowing the transport of over 110 vehicles including trailers. This time at Damen’s yard, Galati, Romania, the second new

ship for service in Newfoundland-Labrador waters, Legionnaire, was also launched in July. She is the sister of Veteran (see FTB May 2015, Page 10) launched earlier this year. Legionnaire will serve Belle Isle from

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Newfoundland at a service speed of 14 knots carrying 64 car equivalents and 200 passengers within her 81m length and 17m beam. She too is diesel-electric with three Caterpillar motors driving her generators. 02 September 2015 http://www.seabreezes.co.im/index.php?option=com_content&view=article&id=1897:quebecois-innovation&catid=30:ferry-world&Itemid=51

Names of New BC Ferries Announced: The names of our three new intermediate class ferries were unveiled today. Following a contest in which BC Ferries received more than 7,100 entries, a panel of judges selected Salish Orca, Salish Eagle and Salish Raven as the names for our new ferries currently under construction. The names were chosen to honour the Coast Salish people and the Salish Sea where the vessels

will operate. The names are a reflection of the west coast travel experience and the culture of British Columbia. The first ship arriving in 2016 will be the Salish Orca, replacing the 50-year old Queen of Burnaby on the Comox - Powell River route. The Salish Eagle will arrive in the fall of 2016, replacing the 51-year old Queen of Nanaimo on the Tsawwassen – Southern Gulf Islands route. The Salish Raven is scheduled to arrive in 2017 and will also service the Southern Gulf Islands. To further honour Coast Salish culture,

BC Ferries is working with the First Peoples Cultural Council to select Coast Salish artisans to design artwork for the exterior and interior of the vessels. We look forward to the designs that will adorn our vessels and represent the names for years to come. A panel of 12 judges comprised of local media representatives, Ferry Advisory Committee members and BC Ferries’ employees had the difficult task of selecting the three names. Thank you to the judging panel as well as everyone who submitted names in the contest, and congratulations to the winners. Safe travels. Mike Corrigan CEO and President, BC Ferries. July 28, 2015. http://www.bcferries.com/about/ceo-message/2015-07-28.html The three ferries are being built at the Remontowa Shipyard in Gdansk, Poland. Each is capable of carrying up to 600 passengers and 145 cars. They will be powered by liquefied natural gas (LNG). Where is the Salish Sea? Take a look at Page 11 of the August 2010 edition of the FTB. The article describes the area that is now known as the Salish Sea. http://www.mastermariners.ca/fromthebridge.php PRINCESS OF ACADIA Ends Her Reign: The last passenger ship with ties to the famous Canadian Pacific Railway and Steamship Company has made its final voyage. The PRINCESS OF ACADIA was built in Canada for Canadian Pacific at a cost of $8 million by the Saint John Shipbuilding & Dry Dock Limited, entering service on May 27, 1971. With a gross tonnage of 10,109 and an overall length stretching 480 feet, she was by far the largest unit of the Princess Line of Canadian Coastal ships which once operated on both the East and West Coasts. Most recently operated by Bay Ferries on a government subsidized service between Saint John, New Brunswick and Digby, Nova Scotia, the old ship made her final round-trip voyage on Monday, July 27, 2015. After much fanfare and gala send-offs on both sides of her run, the PRINCESS OF ACADIA was laid up at Saint John and is being offered up for sale by the Minister Of Transport with the seller listed as one “Elizabeth R, in right of Canada.” Few ships manage to spend their long careers under the same name. This one did, although it was originally laid down and launched as the PRINCESS NOVA. Before entering service, it was renamed PRINCESS OF ACADIA, when the previous ship of that name relinquished the moniker. (The predecessor regained its original name PRINCESS OF NANAIMO and was later rechristened HENRY OSBORNE before grounding and subsequently being scrapped in 1974). Canadian Pacific actually sold the new PRINCESS OF ACADIA to the Canadian Government in 1974 but it continued to be managed by the C.P.R. As originally built, the ship presented a sleek and beautiful profile. The white hull and superstructure was topped by a large funnel wearing the red, white and black colors of the railway. On the interior, attractive lounges could accommodate 650-day passengers. In many ways, the ship was a greatly enlarged version of the earlier 5,554-ton PRINCESS OF VANCOUVER built in 1955 for West Coast service. A huge single-level car deck with six roadways could accommodate 159 automobiles or 40 large trailer trucks. Vehicles could roll on and roll off through bow and stern loading doors. Below decks, four diesel engines generating 11,500 b.h.p. drove the ship at 19 knots allowing for two round trips every 24 hours between St. John and Digby. In 1976, a new Crown Corporation, CN Marine was created which became Marine Atlantic in 1986. From that time they managed operations of the ship until the Canadian government decided to get out of that side of the shipping business and privatize the services in 1997. The winning bidder for the route was Bay Ferries which itself is a subsidiary of Northumberland Ferries Limited. The Canadian government retained ownership of the PRINCESS OF ACADIA and the ferry terminals.

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With rising costs and concerns about the viability of the service, in 2006 the Government once again extended operating subsidies to the ship. Beginning in 2013 they began looking into a replacement for the over 40 year old vessel. On October 27, 2014 it was announced that a newer ship, built in 2000, had been purchased for €31 million from Blue Star Ferries of Greece. The 10,193 gross ton FUNDY ROSE (ex BLUE STAR ITHAKI) has now been placed into service as a replacement for the veteran PRINCESS OF ACADIA. If a trading buyer cannot be found, the classic PRINCESS OF ACADIA will most likely be sold for scrap.

The PRINCESS OF ACADIA in her original Canadian Pacific colors shown in Digby Gap, Nova Scotia early in her career. Postcard from the collection of Shawn J. Dake

The MV PRINCESS OF ACADIA taken 2008 near Saint John, NB. Photo in public domain.

http://maritimematters.com/2015/08/princess-of-acadia-ends-her-reign/ August 13, 2015 For merchant seamen, life at sea is losing its glamour: Rohit Sharma, a 41-year-old former Merchant Navy Captain, is a much-sought-after man in the world of shipping. He has four years’ experience navigating MS Berge Stahl, one of the longest and largest iron ore carriers in the world. The ship, at 1,122 ft., can fit the Eiffel Tower within its length easily. This year, he quit the Merchant Navy despite his employer doing everything to keep him back; Sharma is now his own boss, having started a business. With each year, more and more highly trained and experienced Indian officers and sailors are quitting the uncertainty of the high seas for a calmer life on shore, like

Sharma. The Shipping Ministry is still collating the data on those quitting the seafaring life, but initial trends show that for every 100-officer cadets joining the Merchant Navy, about 25 put in their papers. The causes: Increasing work pressure, piracy and security restrictions while travelling overseas have resulted in faster exits, creating a manpower crunch at Merchant Navy shipping companies. Captain Sunil Thapar, Director of Shipping Corporation of India’s Tanker Division, confirmed the increase in attrition in the Merchant Navy. “Today, life at sea is not glamorous. Officers make their big bucks and move on to other businesses at a

young age. To get good manpower at a senior level is a major problem,” said Thapar. He revealed that piracy was one of the factors that led good officers to call it quits. The other reason is that the officers get good salaries, helping them accumulate large savings. A Captain, for example, makes at least $15,000 a month. Captain Gurprasad Kohli, Managing Director of Wallenius Wilhelmson Logistics India, said the merchant shipping sector faces the same problem as the Indian Army — lack of good officers. “Companies, especially in the logistics space, prefer former Merchant Navy personnel because they are well-educated, disciplined and show good leadership qualities,” he said. Source: The Hindu Business Line Sept 21st 2015. http://www.hellenicshippingnews.com/for-merchant-seamen-life-at-sea-is-losing-its-glamour/ Horace Carley: Unknown Inventor. His invention saved countless sailors from death in cold and perilous waters. His name is still synonymous with the life raft he designed and created: However Horace Carley the man is largely forgotten. Without Carley's ingenuity, untold thousands of sailors might have perished at sea. His invention changed maritime rescue practices and was a boon to mariners worldwide. Yet Horace Carley did not test and market his design for a sturdy, self-righting life raft until he was well into his sixties. By then he had already had a full and varied career as a soldier, inventor, artist and musician, to name just a few of his many talents. He was born July 22, 1838 in Sherborn, Massachusetts, and fought in the American Civil War in his youth, enlisting as a private in Company K in the 30th Massachusetts Volunteer Infantry. He was honourably discharged at New Orleans

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in 1862 due to disability. Less than a year later, Carley re-enlisted for service in an armed schooner, the Thomas Woodard. The Woodard's mission was to seek and destroy the Confederate steamer Tacony, which was busy attacking and sinking Gloucester's fishing fleet. It was a mission that proved unsuccessful. In civilian life, his pursuits were varied. By profession he was an interior decorator, but being gifted with musical talent, he also enjoyed singing and playing. For some years he was associated with travelling minstrel shows, in which he played starring roles. It is possible that the idea for the float may have been with Horace Carley for decades. At age 16, he worked aboard a whaling ship, hunting for whales in Hawaiian waters. He witnessed his share of tragedies at sea, as would virtually any sailor of the period. But it was a pair of notable nautical disasters at the close of the 19th century that prompted Horace Carley to move his design off the drawing board and into production. His life raft had already been under development for years when, in July 1898, the French steamer La Bourgogne was in collision with a British sailing vessel off Cape Sable, Nova Scotia in deep fog; 571 lives were lost. In November the same year, the American steamer Portland was wrecked off Cape Cod, Massachusetts; 157 lives were lost. In the La Bourgogne collision, the passengers panicked and there was a dash for the boats and much bad behaviour as people struggled to survive. The ship was also not equipped to cope with such a scenario. The only boats fit for service were on the port side (the collision smashed all those to starboard), and no lifebelts were distributed. Those who couldn't swim drowned immediately they fell into the water. The Portland, a 19th-century steamship, sank in one of worst hurricanes in New England's history, a disaster that prompted changes in ship design and maritime practices. Carley's Float: Invention Born of Disaster. Clearly, inventor Horace Carley was interested in saving lives. But there was another pressing motive for launching his invention, as a newspaper report of the period explains: "With this he (Carley) hopes to capture the prize offered by the Polleck heirs of $20,000 for the best float invented." Mr. Polleck Sr. had drowned with his wife in the La Bourgogne accident. His surviving family was offering a hefty cash reward for new life float designs, designs that worked and saved lives. Horace Carley's invention did both these things admirably, as later tests were to prove. She went down off the Massachusetts coast on Nov. 26, 1898. More than 190 people died. The vessel had ignored storm forecasts and sailed from Boston bound for Portland, Maine. Tragically, she was caught up in the "Portland Gale", the 19th century equivalent of the "Perfect Storm". Bodies and wreckage began to wash up on the shores of Cape Cod soon after the storm, and Portland came to be known as the "Titanic of New England". Horace Carley's float was an important innovation because it launched with comparative speed and ease. It was light enough to be launched quickly and without special machinery or davits. It could be built and sold inexpensively. It would resist a cruel battering against the side of a vessel, being made of a sturdy copper core covered with cork and canvas. Each of its thirty-five compartments were air and watertight. And unlike lifeboats of the period with pneumatic tubes inside, it wouldn't puncture. Horace Carley's invention did not earn him his fortune, or bring him widespread recognition. Days before his death, he received news that the Carley Life Float Company was close to sinking, due to competition from a rival shipbuilder, and ongoing tussles over patent rights. Horace Carley died Christmas Day, 1918. He is buried at Forest Hills cemetery. By Clare Sharpe, Museum staff member. CFB Esquimalt Naval & Military Museum http://www.navalandmilitarymuseum.org/ Submitted by Captain Alan Knight. Maritimes Division. Carley Floats on HMCS Sackville, now a museum in Halifax, Nova Scotia.

Chipchase Liferaft: These life rafts are believed to have been designed by Colonel RS Chipchase, CBE, MRINA, who was Managing Director of Tyne Dock Engineering. They were quicker and easier to build than conventional lifeboats, which were of wooden construction at the time. The Chipchase Life Rafts were made in two sizes for the different size Merchant Ships. The larger one was over 13ft. long by 6ft. wide and fitted with bulletproof buoyancy tanks filled with Kapok. The construction consisted of 3 tanks each side and joined together with a well in between. There was ample storage for essentials such as water, medicine, rations, ropes and an 8ft mast. It was immaterial which side was facing up when it landed in the water as the design made both sides identical so that there was a well for the survivors to sit in. They were made primarily with Douglas fir but if needs must, any other wood available. The planking was 9 to 10” wide and 1.25” thick making them very robust but also heavy to handle out of the water. The smaller one was 10ft by 6ft and fitted with two boxes each side.

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The rafts were delivered painted grey and would be slung across the bulwarks of the ship with quick release slide arrangement for launching. Model of Chipchase Life Raft at Voluntary Life Brigade (VLB) Watch House, South Shields. There is also a model in National Maritime Museum,London. Article suggested by Captain Brian Johnston, Vancouver Division. http://collections.rmg.co.uk/collections/objects/67729.html http://www.britishpathe.com/video/life-raft-demonstration/query/01141400 http://www.nemaritimetrust.co.uk/2013/09/extract-from-newsletter-september-2013/

Indiana establishes Great Lakes shipping partnership with Québec: The State of Indiana and the Province of Québec will establish a partnership through which they will launch an initiative to study opportunities to

strengthen short-sea shipping in the area via greater regional collaboration. Indiana handles nearly 30 million tons of cargo each year on short-sea shipping movements across the Great Lakes, which primarily consists of iron ore for the steel mills in Northwest Indiana. The Port of Indiana-Burns Harbour, situated 18 nautical miles south east of Chicago, Ill. on the south shore of Lake Michigan, shares a strong partnership with the Québec-based Great Lakes

shipping line Fednav Limited, which provides regular ocean service to the port. In addition, Fednav is the parent company for Federal Marine Terminals, the port's general cargo terminal operator. "The Province of Québec and the State of Indiana are connected by more than just water," Indiana Lieutenant Governor Sue Ellspermann said in a statement. "We share strong manufacturing sectors, robust multimodal transportation systems and a heavy reliance on Great Lakes shipping." BY HAILEY DESORMEAUX |THURSDAY, OCTOBER 01, 2015 http://www.americanshipper.com/Main/News/Indiana_establishes_Great_Lakes_shipping_partnersh_61658.aspx?source=Little4 Watchkeeper: Keeping boxes aboard: How many containers are lost over the side from ships at sea each year? The truth is that nobody knows and there are wide variations in the various estimates, which range from “upwards of 10,000” to “an average of about 1700”. They are not figures that are widely advertised, by the lines that have been unfortunate enough to be so afflicted. Should there be rather more transparency over this matter? Certainly, when an entire deck stack has been lost, their absence tends to be noticed at the next port and questions are asked by the questing media. But in many cases, especially when the loss takes place far from land on a deep-sea service, only the cargo insurers, and presumably the sorrowing owners of the cargo, will be made aware of their

failure to arrive. Accurate numbers are hard to come by. It also seems to be a regrettable fact that the size of the ship carrying the boxes does not appear to have any relevance to the incidence of such losses. Both large and small vessels have been affected. While smaller vessels are more prone to damage from boarding waves, which may take boxes overboard, violent accelerations and heavy or parametric rolling have been responsible on even the largest ships. Faults with the containers, their lashing or the cargo inside them have all been blamed for losses due to collapsed stacks. Lost containers can be a hazard for all sorts of different reasons. There are regularly “near misses” reported by small craft which claim to have nearly hit a semi-submerged container, while even if the boxes have sunk in shallow water, they can be a major obstruction for fishing craft if their

nets get caught in them. If they have dangerous goods in them, a range of other hazards, from pollution to personal injury, might have to be considered. There are calls for the compulsory reporting of lost containers, along with better means of identifying them and their contents to coastal states and others who might encounter them. It has also been suggested that if these losses take place where salvage is practical, efforts should be made to salvage them. There have been calls for containers with dangerous good enclosed to be fitted with beacons, which need not be expensive, and which will greatly facilitate location and recovery. On the other hand, recovery of containers can be an expensive proposition. Gard P&I Club reported that when 58 containers were lost in European waters, the seabed surveys and recovery and disposal of beached containers cost

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more than US$ 1m. The club reported that some US$5m was spent in searching and recovery of some 50 out of 150 boxes lost from a ship off the Chinese coast. The IMO sub-committee on the carriage of cargoes and containers seems likely to pronounce on clearer rules to deal with lost containers. It may be however, that new rules for verifiable container weights may have a positive effect. But it is also said to be a positive sign that the latest generation of very large container ships are wider than their predecessors and thus will not be so prone to rolling. Hopefully fewer boxes will end up in the sea. Articles written by the Watchkeeper and other outside contributors do not necessarily reflect the views or policy of BIMCO. 12.08.15. https://www.bimco.org/sitecore/content/home/news/2015/08/12_watchkeeper_week_31 Want to read about bags of Doritos washing ashore? How about chocolate chip cookies? Then take a look at: - http://webecoist.momtastic.com/2011/04/19/deep-cargo-an-ocean-of-lost-shipping-containers/ Also see http://www.shippipedia.com/2000-containers-lost-within-ec-annually/ & http://www.setsail.com/submerged-shipping-containers/

Advanced simulation aids incident reconstruction: The Marine Accident Investigation Branch (MAIB) reports on average six collisions between merchant vessels involving British registered ships every year. There will likely be other near misses that, for whatever reason, go unreported. The consequences of such incidents are inevitably severe as they may lead to loss of life, oil spills and significant costs for aggrieved third parties. The advent of simulation systems, such as Rembrandt, have the potential to minimise the possibility of collisions firstly by offering comprehensive reconstructions during the investigation process, and secondly for communicating the lessons learned through more realistic training.

The material supplied to investigators in the wake of an accident is often limited. On many occasions the only witnesses will be the ships’ crewmembers who may have conflicting accounts of the incident. While physical evidence such as the type and extent of damage sustained will help investigators form a conclusion, a tool that offers a reconstructive function will increase clarity for those involved in the investigation process. Paul Morter, business line manager at BMT Argoss, the company behind the Rembrandt, told The Marine Professional that "the ability to visualise different blocks of facts such as AIS data, VDR [Ed: blackbox] data and radar imagery and the ability to consolidate it –

particularly for non-marine people – is when simulation comes into its own." The capacity to view any incident from the bridges of different ships involved not only reduces ambiguity for litigation processes but also allows for 'digital empathy' – literally being able to see the incident from either party's perspective. Simulations also allow an investigation to determine whether critical decisions or actions would have influenced the outcome of the incident. "Once VDR data becomes available, there are occasions when we can extract the data to give the ship operator a quick head's up in the form of a visualisation." The ability to create hypothetical scenarios lends itself to a variety of other functions such as crew training and port development planning. According to Morter, the immediate area for product development is in shorter turnaround times for generating the simulations through increased automation. 21 August 2015 http://www.imarest.org/themarineprofessional/item/1737-advanced-simulation-aids-incident-reconstruction Watchkeeper: Egypt’s New Treasure. Somewhat eclipsed by the spectacular developments in the Isthmus of Panama and even the publicity surrounding transits on the Northern Sea Route, the “new” Suez Canal has opened to shipping. In every sense it is an astonishing feat of engineering, with the first ships making their transit ahead of schedule and just over 11 months after the excavations to provide a “dual waterway” commenced. While the Suez Canal has been regularly deepened and navigation improved in the 145 years since transits began, the $8bn improvement programme has been designed to halve the transit time from an average of some 22 hours to 11 hours. The programme, reduced from its initial three years to just one by order of presidential decree saw more than 200 million cubic metres of sand excavated along the 72km route. A fleet of nearly 35 large dredgers employed in an international group of contractors, along with more than 40 supporting craft, worked around the clock to complete their work a month ahead of schedule. The fleet dredged and excavated some 35km of entirely new waterway to a width of 317m and a depth of 24m. Egypt, and indeed the teams of contractors, can be justifiably proud of the hugely improved waterway, which will end the practice of convoys of ships having to wait mid canal for ships going in the opposite direction to pass. The canal

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is, however, just one part of a major scheme for a massive industry and logistics hub to bring development and employment to the region. The strategic implications of this from a commercial potential are seen to be massive, with the location being so favourable to such developments. The Canal, which earns some $5bn annually from its existing transits and trade, hopes to be in a position to triple this in the medium term, amply justifying the costs of the massive investment. With the enlarged Panama Canal due to come on stream next year, there is a certain fascination in projecting how international shipping will adjust to the opportunities of two “new” major waterways appearing on the scene within a few months of one another. True, the savings from a Suez transit may be less than half a day, but this of course matters and quickly adds up with repeated transits.

Almost as important are the promises of a slicker, more efficient operation to speed ships through with the minimum of delay. There are of course some long haul routes where there will now be a genuine possibility of competition between the waterways, with the seasonal opportunities of the Northern Sea Route remaining as a option for some carriers. How international shipping will cope with its new choices will remain a matter of conjecture for some time to come. But Egypt and its hard-working contractors, deserves congratulations for this engineering feat. Articles written by the Watchkeeper and other outside contributors do not necessarily reflect the views or policy of BIMCO. 03.08.15 https://www.bimco.org/en/News/2015/08/03_Watchkeeper_week_32.aspx

A cargo ship is seen crossing through the New Suez Canal, Ismailia, Egypt, July 25, 2015. Also see: http://www.businessinsider.com/egypts-authoritarian-president-is-celebrating-the-completion-of-an-8-billion-suez-canal-expansion-that-nobody-asked-for-2015-8 The history of signal flags: Marine communications today is largely accomplished by high-tech means. Still, many will recognize and admire the small colourful flags sometimes seen flying from vessels. This method of communication was developed before the advent of the radio and is called flaghoist signalling (or maritime signal flags). Currently, signal flags are largely seen only on “dressed ships” hanging bow to stern on holidays and special occasions. Even though these flags are almost never used, they can still relay meaningful messages, whether hoisted individually or in small groups. Before the radio took over, signal flags were one of the best ways to communicate at sea. In fact, mariners still learn this form of communication in order to sit their exams today. The history of maritime signal flags stretches back to ancient times. It is said that Athenian Captains used flags to send messages between their ships. But it wasn’t until the 19th century that they were standardized and heavily in use. Now, any form of non-naval signalling – by light, sound radio or flags – falls under the International Code of Signals (ICS). Before that, there were various codes in existence, making communications on the open ocean potentially quite confusing. While there is evidence that the Royal Navy used signal flags as far back as the 1500s, one of the first established codes was from Admiral Lord Howe, developed in 1790. Eventually the Royal Navy took the idea and developed its own code, which is published in a book in 1799. In 1800 Captain Sir Home Popham expanded on the Navy’s code by using a telegraph flag to refer to a separate dictionary of words and phrases. This allowed for more complex communications. In fact, perhaps the most famous signal of all, Lord Nelson’s 1805 message at the Battle of Trafalgar, which read, “England expects that every man will do his duty” was conveyed using Popham’s code. By 1813 the British code communicated 6,000 phrases and 60,000 words. Shortly after, the American Navy developed its own code using a similar system. These systems were working quite well for the world’s most powerful navies, but what about civilian ships? In the 1800s there were various commercial codes the average merchant seaman could use, including Lynn’s, Squire’s, Phillips’, Röhde’s, Raper’s, Walker’s, Watson’s, Rogers’, Reynold’s and Marryatt’s to name a few. The most popular of the time, however, was Marryatt’s (published in 1817). Marryatt’s code consisted of six parts: a list of English men-of-war, a list of foreign men-of-war, a list of English merchant vessels, a list of lighthouses, ports, headlands, rocks, shoals, reefs, etc., a selection of sentences, and the vocabulary. These words and phrases were conveyed using numerical flags only. His code was devised just for British ships and was based largely upon the Navy’s code, although he added more words specifically for commercial use.

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Marryatt’s and the other codes were useful; nevertheless, the need for a single code to be used internationally was apparent. A committee set up by the British Board of Trade drafted the first International Code in 1855. They first examined all the most popular codes in use at the time however their code borrowed most heavily from Marryatt’s. For example, Marryatt’s Union Jack with a white border meant “I require a pilot,” but with the new code it was changed to signal the letter “G”. The International Code used 70,000 signals with 18 flags and was published in 1857. The book was very successful and was adopted by most seafaring nations. They decided against using a purely

numerical system so they named each flag to ensure that each character was familiar. They also decided that the letters of the alphabet would suit this purpose best, although they originally left out the vowels. There were a few revisions over the years but the true test came with the First World War when occasions of signal failures were numerous. In 1927 a conference a conference was held to further revise the code. At this time it was decided that it should be translated into seven languages: English, French, Italian, German, Japanese, Spanish and Norwegian. The new edition also included aviation vocabulary and medical codes. This edition was completed in 1930 and was adopted at the International Radiotelegraph Conference in 1932. Several further revisions were made until the 1969 edition, which is still largely in use today. At that time Russian and Greek were added to the translations and some flag meanings were

adjusted. The most recent print edition of the code was published in 2005. The history of using flags at sea stretches far back into human history. Many of the flag designs themselves have unique histories that constitute their own articles. Signal flags are even the origin of some popular naval phrases such as “Bravo Zulu” meaning “well done”. Although they may be seen as outdated, signal flags are not only eye-catching but still meaningful in a society that, perhaps too heavily, relies on technology. Hopefully these analogue methods of communication continue to be taught and celebrated into the future, and not just decorate ships. One just never knows when our modern technology may fail. It is certainly comforting to have an alternative when the power goes out! Lea Edgar. Librarian/Archivist, Vancouver Maritime Museum. BC Shipping News. September 2015. http://www.bcshippingnews.com/ WCMRC launches new rapid response vessel: We launched our newest oil spill response vessel on September 1st in Burrard Inlet. The boat, named after former employee George Penman, was christened at a private ceremony in Coal Harbour. The $4.5 million G.M. Penman is a 65-foot Ocean Class Oil Spill Response Vessel (OSRV) built by Rozema Boat Works in Washington State. It is only the fifth vessel of its kind in the world with sister vessels operating in Santa Barbara servicing the offshore production platforms off the California coast. The 65-foot OSRVs are smaller, faster and more cost effective than older unsheltered water vessels. The G.M. Penman provides WCMRC with improved open water rapid response and nighttime operations capacity. The G.M. Penman has a top speed of 26 knots when travelling to an incident. Once on-scene, the boom arms can be deployed within minutes. Two onboard Lamor skimming brushes have a combined skimming capacity of 32.8 tonnes per hour. With overnight accommodation space for five crewmembers and a FLIR (forward-looking infrared) camera, the G.M. Penman is the first vessel in WCMRC’s fleet that can operate continuously for multiple days in open water before requiring resupplies. The G.M. Penman joins WCMRC’s fleet of 32 spill response vessels, including two other Rozema built vessels – the 47-foot Bay Class OSRV’s the Eagle Bay and the M.J. Green. It will conduct sea trials in Vancouver for the foreseeable future until it is deployed to one of WCMRC’s satellite response bases on the West Coast. Quick Facts

• 65-foot OSRV designed for unsheltered water • Powered by twin 1,600 HP Caterpillar diesel engines, giving it a top speed of 26 knots • With boom arms deployed the skimming speed is 1.5 knots • 3,000 gal of fuel storage for increased range and endurance • Skimming system: Two Lamor brush skimmers • Can skim 32.8 tonnes per hour with a storage capacity of 30 tonnes

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• On deck boom reel with 1,500 feet of 42″ Kepner ocean boom • Equipped with an Aerostat Ariel observation balloon • Equipped with a gyro stabilized FLIR (forward-looking infrared) camera

Sept 2nd 2015. http://wcmrc.com/news/wcmrc-launches-new-rapid-response-vessel/

HMCS Frédérick Rolette is the name of Navy's new Arctic patrol ship: The Royal Canadian Navy's newest Arctic patrol ship is named HMCS Frédérick Rolette, honouring a War of 1812 hero who was stationed in Amherstburg, Ont. Essex Conservative MP Jeff Watson made the announcement on behalf of Minister of Defence Jason Kenney at HMCS Hunter in Windsor, Ontario. "Lt. Rolette served our country with great distinction throughout the War of 1812. Naming a Royal Canadian Navy ship after him honours the bravery and valour this great French-Canadian exhibited throughout his career," Kenney said in a statement. "The Government of Canada remains committed to recognizing the service and sacrifice of all men and women in uniform, both past and present." According to a War of 1812 history posted on the Government of Canada's website: Charles Frédérick Rolette was born in Quebec City in 1783 and joined the Royal Navy as a midshipman while a young teen. He served under Admiral Nelson at the Battle of the Nile in 1799 and at Trafalgar in 1805. Just before the outbreak of the War of 1812, Rolette was posted to Amherstburg as a First Lieutenant in charge of the brig General Hunter. When word of the outbreak of War reached Amherstburg on July 3, 1812, Rolette acted immediately, capturing an American vessel, the Cuyahoga, before the Americans in the Detroit area even became aware that their country had declared war on Britain. The first shots of the War of 1812 were fired in this brief engagement. Rolette was very active in the war, conducting several daring captures of American supply vessels and participating in land battles at the Capture of Detroit, the Battle of Frenchtown and the skirmish at the Canard River. He was severely wounded at Frenchtown in January 1813 but was able to return to duty by late summer of that year and commanded the British vessel Lady Prevost at the Battle of Lake Erie on September 10, 1813. The Americans won that battle. Rolette was again gravely wounded and captured when his vessel surrendered to the Americans. He spent the rest of the War as a prisoner-of-war. When the War ended, Rolette returned to Quebec City but never fully recovered from his wounds, dying in 1831 in his 49th year. "As the Arctic/offshore patrol ships are being named after Canadian naval heroes who displayed outstanding leadership and heroism while serving in the Navy during wartime, Lt. Rolette is an excellent choice," Vice Admiral Mark Norman said in a statement. "Throughout the War of 1812, Lt. Frédérick Rolette's decisive and daring actions served this country well. His leadership and courage model what it means to be a member of the Canadian Armed Forces." http://www.cbc.ca/news/canada/windsor/hmcs-frédérick-rolette-name-of-navy-s-new-arctic-patrol-ship-1.3155129 Droning on about unmanned ships. The shipping industry has the technology and the wherewithal to develop autonomous commercial ships, but it’s the ‘softer’ issues that will prove much harder to overcome: Scarcely a day goes by without some new and exciting example of what we used to call “remote control”. On the domestic front we have software that will enable you to turn on your oven and central heating before you leave your office desk. Amazon is only waiting for clearance to begin delivering your parcels by small “quadricopters”, which might be an alarming experience when the doorbell rings and you expect to meet a postman. We have marvelled at unmanned probes probing the secrets of comets millions of miles from earth and carrying out complex scientific analyses on the surface of Mars. There are several keen teams of automobile engineers developing remotely controlled cars where all the occupants will be able to relax with a good book as the onboard electronics safely conduct them to their destination. Surely remotely controlled, unmanned ships are just around the corner. There is a growing number of enthusiasts for this technological development, which some might suggest, compared to space exploration, should be a piece of cake. Ships don’t go very fast, don’t sail into extreme temperature conditions, and don’t have to accelerate to several times the speed of sound to escape the pull of gravity. They don’t have to worry about colliding with seagulls or space debris, or a lorry coming in the opposite direction with the driver asleep. There is surely an awful lot of sea for them to happily navigate in? The proper term for “unmanned”, which sounds somewhat neglectful, as if the crewing department just went on holiday, is “autonomous”. That seems a lot more purposeful and deliberate. There are already some autonomous

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craft around now, if you count various devices used by oceanographers to probe the sea bottom (http://www.whoi.edu/main/remus), underwater kits used in the offshore energy sector or maritime military derivations, mostly undertaking classified tasks. We already have robots of various types working in shipbuilding and ship repair, where among other things they very efficiently clean the weed and barnacles off ships’ bottoms. The ability to control ships from the shore is already proven, so perhaps the exciting pictures we see around us showing ships speeding along with their accommodation islands omitted might not be too far off in the future. There is one particular artist’s impression showing a large containership passing a sizeable bulk carrier on the River Thames, with Canary Wharf and the Dome in the background. None of this is entirely fanciful, with classification societies, marine technology companies and shipbuilders all undertaking research on how the remaining technical barriers to unmanned commercial ship operation might be overcome. There is a sort of ‘background hum’ of encouraging comment from various parts of the shipping industry to all this specialised research. Many people latched on to the Drewry report, which estimated that the global industry will require 42,500 extra officers in the next five years. There seems quite a lot of incentive for autonomous ship development in that sentence, which carries with it the ‘baggage’ of skill and experience shortages coupled with the manpower costs that are going through the roof. It is also worth pointing out, perhaps unfairly, that the world’s shipbuilders are going through a terrible time at present, as owners try to digest the enormous surplus they recklessly ordered on account of ships being cheap. A yard or design organisation that could offer a viable autonomous ship would, it is assumed, take an enormous commercial leap forward, as every owner on earth will surely want to take advantage of such a vessel. But sadly, despite all the futuristic illustrations and encouraging talk, there are enormous obstacles that still have to be overcome before the first ship remotely opens its hatches or cargo valves to load its inaugural cargo. There are enormous legal mountains to climb if anyone wants to sail one of these ships internationally, let alone do a trip in domestic waters, which might be marginally easier to accomplish. Enthusiasts for drones like to tell us about the success of driverless trains, but such vehicles operate on rails and can be reasonably assured that they wont meet another train with an incompetent driver aboard, approaching from the port side on a steady bearing. Obviously a ship can be built with the same precision and reliability as a space probe. It can be constructed in such a way that it can withstand the dynamic effects of storms and the onset of corrosion and structural deterioration. But what will be the cost of this compared to a standard ship with a competent human crew aboard? It is worth recalling that while the sea is naturally hostile and never gives up its attack upon your ship, there are other major concerns, which range from liabilities and the “insurability” of autonomous ships, to worries about pirates, sundry other criminals and hackers. You can airily dismiss these problems and accuse the naysayers of Luddism, but convincing answers to these problems have not been forthcoming. And when they do come, those answers had better be convincing because sceptical politicians and an even more sceptical, safety conscious public will be the final arbiters of any technical proposals to send such craft to sea. There may be a few places where all objections might be overcome, but I suspect that we are still going to need those tens of thousands of new seafarers, along with those who make their living afloat today. http://www.missiontoseafarers.org/ Michael Grey. The Sea. Sept/Oct 2015. Two Great Lakes shipping companies invest $1.5 million in Georgian marine facility: Algoma Central Corporation and Lower Lakes Towing have come on board in support of Georgian College’s new Marine Emergency Duties Training and Research Centre. Algoma, which owns and operates the largest Canadian flag fleet of dry-bulk carriers and product tankers operating on the Great Lakes – St. Lawrence Waterway, announced their $1-million donation on Friday at the campus in Owen Sound. A long-time supporter of Georgian’s marine programs, the Marine Emergency Duties Training and Research Centre will be named in the company’s honour. “Marine Emergency Duties training is critical to our industry and we are pleased to help make this training available in Ontario, where it has been absent since 2013,” says Ken Bloch Soerensen, President and CEO, Algoma Central Corporation. “Fleet renewal has been a priority for our company but equally as important, we need to invest in training our current and future personnel to ensure our shipping operations flourish.” The centre will be used by students (cadets) enrolled in Georgian’s marine programs and by working mariners. They will take introductory and advanced courses in firefighting, survival craft, life raft and immersion suit training, as well as first aid. Marine Emergency Duties training is mandatory for everyone who works aboard ships and must be renewed every five years.

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Captain Scott Bravener, President of Lower Lakes Towing and Grand River Navigation, is well acquainted with marine training at Georgian College as an alumnus of the Marine Technology – Navigation program. On behalf of the company that he co-founded with fellow Georgian alumni, Bravener announced Lower Lakes Towing will contribute $500,000 toward the development of the centre. “The addition of this centre at Georgian’s Owen Sound Campus ensures shipping companies have a one-stop shop for quality marine programs and training in Ontario. I am proud to be able to return to my college and participate in this important project that will address our industry’s needs today and into the future,” says Bravener. The common area in the centre will be named in recognition of Lower Lakes Towing. The company is a subsidiary of Rand Logistics, Inc., which is a leading provider of bulk freight shipping services throughout the Great Lakes region. With these two gift announcements, Georgian has achieved its fundraising goal of $7.5 million to build the centre and adjacent fire training facility. “We wouldn’t be building this facility in Owen Sound if it weren’t for the generous support of Algoma Central Corporation, Lower Lakes Towing, Grey County and the federal and provincial governments. Our students, alumni, industry and community partners all stand to benefit from this tremendous investment in exceptional facilities located

right here in Grey County that will ensure the future success of the Great Lakes shipping industry,” says West-Moynes. Ontario has been without a Marine Emergency Duties training centre since 2013, thus requiring mariners to travel to the east or west coasts of the country to complete their mandatory training. Construction on the centre has started and it should be completed by September 2016.

Nov. 6th 2015. http://www.georgiancollege.ca/news/featured-news/two-great-lakes-shipping-companies-invest-1-5-million-in-georgian-marine-facility/

The challenges that everyday shipping faces in the North: On July 9, NEAS Group President and CEO Suzanne Paquin was asked if the company’s M/V Qamutik, the season’s first supply ship, would arrive at Pangnirtung (Pang) on Baffin Island on July 19 as scheduled, although later than during most shipping seasons. “I can’t tell today, because there is still ice in Pang and Iqaluit” (the next community of call). “We are evaluating the situation day-by-day and all changes are possible in the schedule, including changing the vessel servicing Pangnirtung,” she said. “Unfortunately, it is a difficult year and we are doing the best that we can in providing service to the communities, which is our priority.” That in a nutshell is the annual challenge facing a company involved in Arctic shipping. The delay is not surprising since Iqaluit (formerly Frobisher Bay) and other northern communities experienced several days of - 40°C in

January, with winds ranging anywhere from 15 to 40 km/h, resulting in wind chill values of -50°C to -60°C. Even in late July, the temperature in Iqaluit was hovering around 6 degrees C during the day, and nudging the freezing mark at night. In addition, the communities of

Kuujjuaq and Iqaluit that were also being supplied by another NEAS vessel, M/V Avataq, had its cargo transferred on to Qamutik at Salluit in Northern Quebec. The logistics of these changes are

daunting. Finally, on July 25, Qamutik departed Kuujjuaq for Iqaluit, expecting to arrive on July 27. It arrived, but unloading was limited to a few hours as ice started to creep back into the bay. The

vessel anchored about a kilometre offshore waiting for the icebreaker Pierre Radisson to clear a path into Iqaluit. But Pierre Radisson was called away on a search and rescue mission following the helicopter ditching by a Russian pilot in Davis Strait between Iqaluit and Greenland. Fortunately, the pilot on a solo around the world mission was found unharmed. Qamutik eventually was able to unload all its cargo destined for Iqaluit on August 11 before departing the next day under icebreaker escort. “At this time, there are two icebreakers in the Arctic and there should be four. We are challenged trying to understand CCG (Canadian Coast Guard) priorities,” lamented Ms. Paquin. There is far more to this story. See it at: http://www.canadiansailings.ca/?p=10607#sthash.IhjEczOY.dpuf http://www.neas.ca/

Charting a New Course: Celestial Navigation Returns to USNA: ANNAPOLIS, Md. (NNS) -- Picture this: A naval vessel is navigating the high seas thousands of nautical miles from land. Suddenly all navigation systems become inoperable. What happens next? What does this mean? The Navy looks to its past to chart its future. With today's technology rapidly advancing, the Navy realized that many basic techniques are still relevant to safe operations at sea.

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Celestial Navigation (CELNAV) is one skill that has not been formally taught to Navy officers, depending on one's commissioning source, for more than 15 years. Based on direction from the Chief of Naval Operations, CELNAV has been reinstated into the navigation curriculum and is a requirement in the Officer Professional Core Competencies Manual. This administrative change ensures the instruction will be an enduring requirement. The Naval Academy resumed classroom instruction during the summer session of 2015. The class of 2017 will be the first in many years to graduate with a basic knowledge of CELNAV. http://www.navy.mil/submit/display.asp?story_id=91555

See more at http://science.slashdot.org/story/15/10/17/2254250/naval-academy-reinstates-teaching-of-celestial-navigation

Christmas At Sea - Poem by Robert Louis Stevenson

The sheets were frozen hard, and they cut the naked hand; The decks were like a slide, where a seaman scarce could stand; The wind was a nor'wester, blowing squally off the sea; And cliffs and spouting breakers were the only things a-lee. They heard the surf a-roaring before the break of day; But 'twas only with the peep of light we saw how ill we lay. We tumbled every hand on deck instanter, with a shout, And we gave her the maintops'l, and stood by to go about. All day we tacked and tacked between the South Head and the North; All day we hauled the frozen sheets, and got no further forth; All day as cold as charity, in bitter pain and dread, For very life and nature we tacked from head to head. We gave the South a wider berth, for there the tide race roared; But every tack we made we brought the North Head close aboard: So's we saw the cliffs and houses, and the breakers running high, And the coastguard in his garden, with his glass against his eye. The frost was on the village roofs as white as ocean foam; The good red fires were burning bright in every 'long-shore home; The windows sparkled clear, and the chimneys volleyed out; And I vow we sniffed the victuals as the vessel went about. The bells upon the church were rung with a mighty jovial cheer; For it's just that I should tell you how (of all days in the year) This day of our adversity was blessed Christmas morn, And the house above the coastguard's was the house where I was born.

O well I saw the pleasant room, the pleasant faces there, My mother's silver spectacles, my father's silver hair; And well I saw the firelight, like a flight of homely elves, Go dancing round the china plates that stand upon the shelves. And well I knew the talk they had, the talk that was of me, Of the shadow on the household and the son that went to sea; And O the wicked fool I seemed, in every kind of way, To be here and hauling frozen ropes on blessed Christmas Day. They lit the high sea-light, and the dark began to fall. 'All hands to loose top gallant sails,' I heard the captain call. 'By the Lord, she'll never stand it,' our first mate, Jackson, cried …. 'It's the one way or the other, Mr. Jackson,' he replied. She staggered to her bearings, but the sails were new and good, And the ship smelt up to windward just as though she understood. As the winter's day was ending, in the entry of the night, 'We cleared the weary headland, and passed below the light. And they heaved a mighty breath, every soul on board but me, As they saw her nose again pointing handsome out to sea; But all that I could think of, in the darkness and the cold, Was just that I was leaving home and my folks were growing old. http://www.poemhunter.com/poem/christmas-at-sea/ Submitted by Captain Alan Knight. Maritimes Division.

Yes, it is that time of the year again and there is just room here for me to wish all of you a Merry Christmas and a Happy New Year too. Remember I need articles for this newsletter. Send them to me at

whitknit@telus.net or by post to 509 -15111 Russell Avenue, White Rock, B.C. V4B 2P4. The next edition will be issued in late February. Sincerely, David Whitaker FNI.