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THE PILOT NEW ZEALAND MARITIME PILOTS ASSOCIATION

Volume 25, Number 3. www.nzmpa.org Sep 2016

The Hue & Cry One of the highlights of the Rio Olympics was when NZ runner Nikki Hamblin helped American Abbey D’Agostino, both having fallen after colliding: everyone admires good sportsmanship. There was a similar show of empathy when refugees in Italy gave money and help to the victims of the Amatrice earthquake, because the scenes of destruction reminded them of their own homes destroyed by war. Empathy is fundamental to BRM: by conscious effort, we try to imagine the other’s perspective, which increases our self-awareness making for better communication and cooperation from bridge teams. However, BRM is not just a tool to be used at work: it is a whole philosophy since it influences how well we relate to others. Another element of BRM is a greater awareness of what it means to be Human - both strengths and weaknesses. Admitting our Human fallibility allows us to both ask for and receive help; humility also allows us to forgive Human error - both in ourselves and in others. Arrogance, bullying, and dishonesty are all evidence of dysfunction i.e. a deficit of BRM. BRM is firmly based on ancient wisdom. Technology has to be designed for Humans, not the other way about. The financial argument is self-evident (see Costa Concordia). Other gains are beyond financial measure – integrity, fairness, respect and trust. BRM is also about Empowerment i.e. speaking truth to power; our NZMPA Conference in Auckland coincides with an arms fair hosted by Lockheed-Martin, thus supported by NZ Kiwisaver funds. Not only is this banking practice morally and ethically indefensible, it is also illegal. The links between banks, CIA and arms-dealers are well-established. Timely perhaps to remember the Battle of the Somme (p.9) where 1.4 million died, though reaping huge profits for the masters of war. New Zealand has a proud history of standing up to bullies – even those armed with nukes! RIP Kirk & Lange. Finally, Glasgow Celtic FC was fined $20k by UEFA for flying the Palestinian flag at a recent match against an Israeli team. In response, Celtic fans raised $200k for Palestinians – the power of Empathy! Watch out for “Aida Celtic”.

CONTENTS N.B. Opinions expressed may not be those of NZMPA. 1. The Hue & Cry Ed 1. Photo: NY Pilots share mental model David Barnes 5. Shared Mental Model Steve Banks 6. Ports of Call Men on the ladder 10. The Pilot’s Conundrum Nigel Meek 13 Pilot/Tugmaster Training-Sorensen/Brosted/Arnskov 19 September Song Hugh O’Neill

HMS New Zealand

“Because we’ve always done it this way”

NZMPA EXECUTIVE President: Steve Banks seabear@xtra.co.nz Vice-President Lew Henderson lew.h@xtra.co.nz Secretary S. Gilkison secretary@nzmpa.org Executive Officer Kirit Barot kiritbarot@xtra.co.nz Treasurer Olaf Wahlen treasurer@nzmpa.org WebMaster Troy Evans webmaster@nzmpa.org Editor Hugh O’Neill editor@nzmpa.org

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!

The SeaWays Group have gained accreditation for their Tug Master training programs

from a major Classification Society, ClassNK. This achievement is an industry first

within the towage sector and ensures the highest of standards and outcomes.

Having already established itself as a leader for delivering world-class, independent

Tug Master training, SeaWays were sought out by ClassNK to assist with and

establish a gold standard for Tug Master training for their clients.

The year-long accreditation process included a complete rewrite of the SeaWays CTS,

ASD, ATD, VSP & RotorTug Tug Master training manuals, taking theory learning

online via an eLearning platform, a full review of all training material, scrutinising of

Training Masters' qualifications & experience and ClassNK attending an actual training

course to audit the processes and delivery.

In addition to ensuring safe and effective operations this formal accreditation by

ClassNK will assist towage companies and their stakeholders to meet the ever-

increasing need to prove compliance and the competency of key personnel.

SeaWays are now in the process of having their Pilot Boat Coxswain training program

also accredited by ClassNK.

Announcement made at ITS Boston USA Capt. Naoki undertaking audit of course at STA UK

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SHARED  MENTAL  MODEL    

 

Recently   a   pair   of   totally   different   events   made   me   realise   that   without   doubt,   we   need   to   look   at  ourselves  and  how  we  manage  our  high-­‐risk  operations.  Firstly,  I  received  TAIC’s  preliminary  report  on  the  Azamara  Quest  grounding  in  Tory  Channel  earlier  this  year.  Secondly,  on  the  same  day  I  watched  the  programme  MayDay  on  TV,  which   featured  the  crash  of   the  Air  Florida  737   into  the  Potomac  River   in  Washington  in  1982,  where  only  5  survived  the  crash.  In  so  many  respects  they  were  poles  apart,  yet  it  was   immediately   clear   to  me   that   they   shared   something   in   common  –   humans  were   involved!   Both  cases  shared  similar  failings,  which  I  feel  is  the  lack  of  a  shared  mental  model  and  the  management  of  an  unfamiliar   situation.   Terms   from  our   recent  BRM  courses   and  Air  NZ  presentations   came   to  mind,  such  as  Continuation  Bias,  and  Hindsight  Bias.  Yes,  how  could  the  aircraft’s  pilots  have  failed  to  follow  simple  SOPs,  and  how  could  a  ship’s  pilot  and  master  get  so  far  off  the  intended  track?  But  can  we  say  that  this  could  not  have  happened  to  any  one  of  us?  I  can’t.  This  most  recent  event  supports  our  need  to  seriously   look   at   ourselves,   our   SMS’s   and  our   Safety  Cultures.  How  often  have   you   felt   things   aren’t  ideal,  but  have  chosen  to  continue  rather  than  abort,  or  “Go  Around”?    

We  should  never  feel  the  need  to  continue  if  we  have  any  doubts,  and  this  should  be  supported  by  our  SOPs.  However,  most  of  us  have  probably  encountered  operational  pressures,  introducing  urgency  to  a  task  because  of  commercial  considerations  or  personal  factors.  The  new  Health  &  Safety  at  Work  Act  (2016)  has  brought  about  a  reappraisal  by  companies  -­‐  both  in  respect  to  their  responsibilities  to  their  workers,   and  culpability  when   things  go  wrong.  Company  Officers   (Directors  or  CEOs)  have  a  duty   of  care,  and  must  ensure  Due  Diligence  is  exercised.  A  conviction  for  a  serious  event  can  see  a  fine  of  up  to  $3  million   imposed.  Pilots  however   are  not   immune,  with   responsibilities  of  workers   explained  under  Section  6.3   in  the  Act.  This  year’s  conference  has  a  particular  focus  on   improving  Safety  Cultures.  The  new  Act  should  assist  us  to  increase  engagement  between  company  and  worker,  and  bring  about  a  shift  away  from  Blame  Cultures  where  punitive  action   is  seen  as  more  common  than  a  safety  outcome.  At  this   year’s   conference   John  Wright   from   the  UK,  will   present  his   views  on  how   to   keep  workers   safe,  proposing  increased  engagement  and  a  reduced  power  distance  between  management  and  worker.  He  is  a  strong  advocate  of  the  “One  Team”  approach,  which  can  increase  productivity  and  produce  positive  gains   on   the   bottom   line   of   the   company’s   balance   sheet.   This   is   a  win-­‐win   situation   for  worker   and  company,  and  is  an  approach  which  is  supported  in  Section  3.6  of  the  Act.  

Professional  pride  is  something  I  have  found  as  a  common  trait  in  the  vast  majority  of  our  members,  and  to  stay  current   I  see   it  as  our  responsibility  to  ensure  we  are  not   just  efficient  ship-­‐handlers:  we  must  also  be  expert  managers  of   risk,  ensuring   the  safety  of  people,   ships  and   the  environment.  Whilst  we  may  think  we  are,  have  we  really  been  trained  sufficiently  in  the  non-­‐technical  skills  which  the  aviation  industry  considers  essential?  Companies  such  as  Air  NZ  and  Qantas  accept  that  humans  make  mistakes,  and  they  see  it  as  their  responsibility  to  train  their  pilots  to  manage  these  when  they  occur.  It  is  a  pre-­‐requisite   for   airline  pilots   to  pass   a   test  on  Human   Factors   before   they   can  proceed   in   their   training.  They  adopted  Error  Management,   and   this   I   feel   is   required   to  manage  our  mistakes   in   the  maritime  sector  also.  Yes,  I  hear  you  say:  “we  don’t  have  an  equally  trained  co-­‐pilot  sitting  next  to  us”,  and  for  this  reason  we  need  to  re-­‐appraise  our  practices  and  how  to  capture  errors  before  they  become  incidents.  This  will  be  a  challenge  for  us,  but  without  the  appropriate  training,  things  are  unlikely  to  change.  For  those  who  can  attend  our  conference,  my  hope  is  that  you  will  go  home  with  fresh  ideas,  and  new  ways  to  address  such  challenges.  Safe  sailing,  and  re-­‐appraise  your  situation  if  in  doubt.  

 

Steve  Banks,  President,  NZMPA.

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Ports Of

Call

 

BLUFF Those of you who have the luxury or the necessity for 3 tugs will understand how useful that spare tug can be. The Hauroko had taken the blocks and the platform was home when one of the winches decided not to stop and over-wind itself. This has meant that a 3-week docking has stretched to 3 weeks already without any work being done on the tug, while I-beams were manufactured and installed to take the weight when the winch was backed off. These have now been put in place, and work on repairing the winch and the tug survey work has commenced in earnest. An unexpected dent found beneath the rear fender - which wasn't there 2 years ago - has lead to a round of "Not Me's" (mine with my hand on my heart). The upshot for the Monowai is it may have brought her a new lease on life as the plan had been to offer her to what I suspect would have been an indifferent market. At 43yrs old, 28tbp (and without a winch) she is not brimming with saleable points despite being in excellent condition inside and out. The thought of the extra charter rate the port would have had to cough up had we not had her may just be enough to convince management to keep her. The cruise season is almost upon us and despite having over 50% of the licensed pilots, we again have been asked to accept a paltry allocation. It must be said that South Port management have been working hard to increase our numbers and I hold out hope that sense will eventually prevail. Doran joins the ranks of Unrestricted for Fjordland and Josh has gained his B License. The company has announced another record profit (helped in no small part by its Pilots). However this is said to be the last for a few years as there is an extensive maintenance program to be undertaken over the next few years with large amounts

to be invested to extend the life of the port. It will be interesting to see the results. They (South Port) will have been glad the Tiwai Smelter had taken over the maintenance of the causeway after a pile was discovered to be collapsing. This required the Rakiura Maru to be shifted over to the Island Harbor to finish loading as the causeway was closed to even light traffic until it was fixed. It was fixed before the next Gear-bulk vessel arrived and you've never seen faces fall like the Master and Mate's did on the Merlin Arrow when I told them they were going to Tiwai and not a luxurious 2-weeks loading on the Island Harbor: I felt awful. No sooner had I hit send on my last piece for this fine publication, to inform you and the world at large that we had a full and complete pilot pool; then my phone buzzed to tell me that Pier-Paolo had accepted another position with MSC, basically effective immediately. We wish(ed) him well. From Ruff and Tuff Bluff, thank God Spring is on its way. (Steve Gilkison)

BAY OF ISLANDS Bay of Islands was quiet during winter, though had our first cruise ship in on 1st September, and they hit it lucky with a glorious fine day for tendering. Pilot/work boat had its first serious hull & paint maintenance after 12 years, which cleaned out the budget for the year! Otherwise developments at Whangarei with deeper channels and a new cement ship for Portland have been keeping me busy with my harbourmaster hat on (Jim Lyle)

TAURANGA Well it’s been all go here for the last few months. After 9 months of dodging dredges and having most of the inner harbour buoys and beacons shifted at some stage to accommodate the dredges, we

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now can have our channel back in a somewhat deepened and widened form. We now have a maximum low water draft of 15.8m outside and 14.5m inside. It didn’t take too long for the larger ships to appear: Aotea Maersk (347m) is due on 4th October. Peter Jackson and Phil Julian were in Hong Kong recently to have a ride along and were suitably impressed. These ships are on the trade from Hong Kong to San Antonio (Chile) on a weekly service and the deviation to Tauranga was pretty minimal. After 38 years of faithful service (well most of the time), and a year at our graveyard berth (Number 5) awaiting sale, our oldest tug Kaimai left us under her new name Alba Samuder 8, destination Indonesia via Auckland (to tow one of their more mature tugs to the same destination). Two new container cranes have just arrived in many pieces from Ireland and should be assembled and ready to go in a couple of months. When they are up and running, our No. 1 crane (again after 38 years service) will be dismantled. And that, readers, sums up the comings and goings at the Port of Tauranga. (Tony Hepburn)

AUCKLAND

This past week we bade farewell to a couple of trusty old mates: Our old Voith tug Tamaki and the pilot boat Waitemata departed our shores, heading to different destinations for a second lease of life in India and Indonesia. The Tamaki’s last few years here had been interesting: she had been on the market for some time, when someone from the “Parks & Recreation” side of the organisation decided she would make a marvelous waterfront sandpit for the children of Auckland to play on. Whilst their intentions were no doubt admirable, it did highlight their lack of expertise in the area of sandpits and children. Which, when you consider the recent OSH legislation, would have resulted in little more than a couple of her smaller tyre fenders being the only suitable bits left to play on, requiring a huge stretch of imagination - even for a child - to reconcile that two sand-filled tyres represented a 215 ton tug.

Fortunately the plan was quietly shelved and it was decided she would be taken around to the slipway where she would be scrapped. When word of her imminent demise got out, several staff (with permission) decided to help out by removing any annoying bits of brass and wooden furnishings etc. Such was their zeal and attention to detail that she was fairly well hollowed-out - although, unfortunately by this time, the dramatic drop in the price for scrap steel meant that it was no longer economically viable to cut her up; so she remained at her berth (a little higher in the water) for another year or so, until a buyer from Indonesia purchased her to be used as a working tug (well…she still worked). So last week she was towed out of Port by the old Tauranga Tug Kaimai, manned with an Indonesian delivery (possibly wrecking) crew, and as I write this, she is being towed “out of the environment”. Although, after witnessing the skills of the crew, I would put even money on her eventual future. The Waitemata’s departure was a little less complicated, although the online purchasers from somewhere in India could have benefitted from a quick look at an atlas, and perhaps considered the full ramifications of the “buyer must pick-up” clause. As a post-purchase enquiry from them revealed, they had a very optimistic expectation that she would be able to make her own way to India with her 1800 litre fuel capacity. Nevertheless, a practical solution was reached and I sailed her out for the last time on Sunday night - lashed to the poop of the Maersk Jabal, bound for Singapore… There is nothing much else to report, other than the appalling weather over Winter that even managed to put big ripples in our frog-pond harbour. We have also finally moved our Alpha boarding position back to a suitable distance from the channel entrance. The initial position had been foisted on us during a previous regime (against our wishes) in an apparent fuel-saving attempt for the pilot boat. Fortunately, this state of affairs has been quickly rectified under our new regime, encouraged in part by the initial instigator being one of the more

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vocal proponents for the change…better late than never! (Craig Colven)

NAPIER Following on from our June entry and my trip down to Dunedin for the AB’s v Wales game, the result was predictable and so was the long weekend with a good time had by all. The Welsh rent-a-crowd pressganged from Otago pilots performed admirably with a passable if somewhat confused rendition of Mae Hen Wlad Fy Nhadau – no one noticed and by that time no one cared either! Anyway now onto to slightly more serious matters: the ‘quiet season’ has been kept reasonably challenging with more wind than forecast here in Napier. Big ships and big winds appear to come together and nothing is bigger on the container side in Napier than the ANL Waratah. The afore mentioned and the Kota Lestari have both recently been shot-out through our abort channel in challenging conditions over our allowable criteria. The Kota itself is no small vessel for a wee place like Napier, but the Waratah is a big step up at 294m. Notwithstanding the fact she is a fair lump to squeeze into Napier, we have the additional problem of the aft bits only having a SWL of 33t per bitt. As the indirect tow for the turn followed by an arresting tow is essential - and with very little help forthcoming from the operators, we have had to come up with an arrangement to spread the load across two sets of bitts. Not an ideal arrangement but at the moment it is all we have got. With most of our NZ ports building tugs in excess of 70t and older larger tonnage continuing to come our way this problem is going to keep on reappearing and is one we are all going to have to deal with in one form or another in our respective ports. Retirements, sick leave and training of new staff in Marine has caused additional problems over the last 6 months. Even with a rigorous training program for our mooring guys there has often been a lack of experience on deck in challenging conditions. With this in mind greater attention has had to be made to safety criteria and berthing limits.

Talking of Retirements, Gus Matson has hung up his water-wings and has decided to retire, he has not been farewell’d yet as he is currently in Europe deciding where they are going to finally hang up their hats. Gus has been a constant here over the last 25 years as pilots have come and gone, passing on his piloting skills to two generations of pilots. As I mentioned in our June entry, Sven Van Dulm, was taken on to replace Gus after a pretty thorough selection process. The selection was driven by the pilots and then finalised between HR, Management and ourselves. Sven got his C Class a couple of months ago and did his first ship on 16 July. Well done Sven, welcome to the brotherhood of lost souls and ‘adrenalin junkies’. (Quote) Our commitment to Marimatech Trelleborg is about to be strengthened by the purchase of another E-Sea Cat 111 unit. This takes our number of units to 3 with two lap-tops and 3 iPads with Safe Pilot. With the next Cruise season just around the corner and container vessels on the NZ coast continuing to get bigger, we need the extra redundancy before shipping kicks-off again for the next season. With Pilot Ladders and the safety of our guys a hot topic, at last we purchased a Gecko Helmet to trial alongside a peak-less helmet from NZ Safety. The AMPI report on Safety Helmets for Pilots is pretty conclusive, but all pilots have got to be comfortable with the minimum amount of distraction to concentration when boarding vessels. To that end we will continue to trial before further purchase and final selection. The Conference and AGM is fast approaching and 3 of our guys will be attending. The line-up of presenters once again looks impressive and it should be an outstanding few days. With howling Southerlies and huge swells hammering the coast this weekend I wish all of you guys safe Piloting from team Napier. (John Pagler)

MARSDEN POINT Not much of a winter this time around, and we are already into spring. I hardly remember any bad rides on the pilot boat this winter, so nobody is complaining!

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Our marine officer Richard Oliver has started his pilot training, and is clocking his numbers. Andrew Baker has just about reached his second last pilot grade. The Refinery has been seriously deepening the channel in order to bring fully loaded Suez-max tankers; we did a second round of simulation at the Maritime school. We also went for a second round of simulation for the proposed bigger coastal cement carrier, which sometime in November. One of us also went on the manned model course as part of our CPD. NorthPort is busy as usual with log ships, and always some expansion is happening, Log storage area is being increased, trying to entice some container traffic! The new coastal tanker Matuku seems to have been slotted in well, handling-wise it looks and feels familiar. We are looking forward to another busy Cruise season at the Bay of Islands. I understand 50+ ship visits are planned. I will be helping the Harbour master. For those who are not aware, our recently retired Pilot Hugh Pevy passed away all of a sudden, while on overseas holiday. He had been pilot for last 25+years in this port, from harbour Board days. He had retired in Sept 2015 but still was involved in relief pilotage duties. The news came as a shock to all who knew him; he will be missed. The NZMPA Event Reporting system seems to be working well; good to see that more usage, it has truly taken off. Safe piloting to all. (Kirit Barot)

PORT OTAGO Brexit: Who said the little man can’t win? Yes, he can, and Brexit is a fine example; a small-minded, “Little Englander”-led victory for global right-wing propaganda and xenophobic propagation. Thank everyone’s god that I’m an Anglo-Scottish mongrel with a New Zealand passport. The English (and Welsh) have got what they voted for in spades: uncertainty. The Scots and the people of Ulster seem to have thought about things a bit more deeply but to no avail, as they are dragged into the mire. It is said that man’s greatest fear is that of the unknown - but apparently not. With neither side really having the slightest idea as to what the

post-European Union future might hold, they have all been caught like rabbits in the headlights. The Exit campaign focused on immigration and the Remain campaign focused on the corresponding economic advantages and disadvantages of staying or leaving. No one it seems, was minded that the initial reason for the setting-up of a European Union was to stop the big boys of Europe from carpet-bombing and generally slaughtering each other every 30 years or so, whilst trampling over the little boys of Europe as they did so. That is somewhat ironic as I type this today, July 1st, the centenary of the first day of the Battle of the Somme. By the time the battle was over in November 1916 nearly 1.4 million allied and German mothers had lost sons. It was the “War to end all Wars” and what a pathetic phrase that was (and is) as we consider how we have since improved our abilities to slaughter each other; and by risking the disintegration of the European Union, we also risk having another pop at each other in a few years time - once the fires of manic xenophobia have been stoked a bit more. But then Britain has only ever really been in the squad, but never played on the team - as far as Europe is concerned. It was tough enough to get into Europe in the first place (with France’s Charles De Gaulle stymying the first two attempts) before finally conceding to Britain’s entry in 1973. Once in, we signed up to the Treaty of Rome, which clearly stated the principal requirements of European Community membership (which inter alia included a Customs-free trade (the so called ‘common market’) with monetary union and free-movement of people within the Union. Secondary legislation went on to describe more clearly how this might be done. Having signed up to what most people (in the United Kingdom, at least) did not understand at the time, the Little Englanders some considerable time later began campaigning vigorously, egged-on by the popular press, to keep their pint and their pound. The unwieldy European government institutions are by no means blameless when it comes to Brexit. Long since identified - mostly correctly - as a bureaucratically labyrinthine gravy train,

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the EU has moved far too slowly during crises, and far too fast in expansion and implementation of other policies that were always likely to take generations to become fully accepted. Glaring omissions from a European Federalist’s Utopian vision of a united Europe are Defense & Foreign Policy (addressed briefly in the Treaty on European Union 1992, but devoid of teeth). The main protagonists of two World Wars still got to keep their guns and ammunition and consequently unilaterally decided who they have since gone to war with and against. Meanwhile in Otago Harbour I ran the Molly Manx up onto the putty for a couple of minutes (try not to, if given the chance: it spoils the day and it’s not worth the aggravation). We have another new tug (Arihi), a new Otago & Fiordland pilot (Lawrence Clark) and a new Marine & Infrastructure General Manager (Sean Bolt). More details on all of that stuff in the next riveting missive. (Craig Holmes)

LYTTELTON I was on the bridge wing ready to depart from the Container Terminal when the Master pointed out that all three vessels in port were from companies of Danish origin. I was on the Lica Maersk which

had Maersk painted down the side. Loading logs was the Nicoline Bulker with Lauritzen in bold letters on the hull and a couple of berths away was the Ellensborg discharging steel with Nordana on her hull. The only one of the three registered in Denmark was the Lica Maersk with a home port of Hanstholm. As to how many Danish seafarers were employed on the vessels, it seemed I was talking to him, with the Master of the Lica Maersk being the only Dane in the port. I remember when Union Company stopped painting the yellow band down the side of some of their vessels because of the cost but even in these hard times the Danes are happy to pay to have their names painted on their vessels. As the nights get shorter and the days warmer it is time to reflect on the winter that was. It has been mild and dry either due to climate change or good luck with the days I was rostered on. The one warning of snow we received came to nothing. Having a Pilot Launch with an operational heating system may also be a factor. Having said that, a decent Southerly blast is on its way up the coast to remind us it isn't time to get out the suntan lotion just yet. (Finlay Laird)

 

Passenger  Vessel  Bridge  Teams  –  a  pilot’s  conundrum    

Nigel  Meek  –  Senior  Pilot  (Auckland  and  Manukau)    Many   New   Zealand   ports   and   pilots   are   very   familiar   with   sight   of   a   grand   white   palace  bedecked   with   flashing   coloured   lights   and   a   Tannoy   system   assailing   our   ears   with   the  theme   tune   from   Chariots   of   Fire   or   Strauss’  Blue   Danube   waltz   or   Po   Aterau,   the  Maori  version  of  Now  is  the  Hour.  For  others  though  such  a  floating  behemoth  is  as  alien  as  those  aliens  which   the  US  military   have  not   hidden   in  Roswell,  New  Mexico   since   1947!   In   such  ports,  as   in  Roswell,  1,089m  above  sea   level,  passenger  ships  and   the  military  precision  of  their  bridge  resource  management  (BRM)  may  be  of  only  passing  interest.  For  the  rest  of  us,  passenger   ship   BRM   has   become   a   perennial   topic   that   peaks   as   spring   becomes   early  summer  and  dies  away  with  the  shrivelling  of  autumn  leaves.  The  primary  reason  is  that  passenger  ship  owners  and  managers,  in  their  desire  to  provide  a  safe   and   secure   experience   for   their   fare-­‐paying   customers,   have   become   the   standard  bearers  for  a  version  of  BRM  that  structures  the  pilot  into  the  uncomfortable  and  unfamiliar  straitjacket  of   the   left   rear   seat   “advisor”,   in   a   seated  array  with   a   cast   of   thousands   that  includes,  navigator,  co-­‐navigator  and  an  operations  director,  among  others.  

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 My   purpose   in   the   remainder   of   this   article   is   twofold.   Firstly   I   shall   tiptoe   very   rapidly  through  the  New  Zealand  legislative  framework  insofar  as  it  refers  to  the  activity  of  a  pilot  in  “conduct”  of  a  ship.  Secondly  I  shall  attempt  to  offer  a  few  personal  insights  gathered  from  my  own  experience  as  a  frequent  pilot  of  passenger  ships.    New   Zealand   pilots   are   primarily   concerned   with   NZ   legislation.   International   passenger  vessels   however   operate   within   a   variety   of   national   and   international   legislative  environments.   In   a   significant   portion   of   the   world   the   judicial   system,   based   on   the  Westminster  parliament  model,  has  developed  a  vast  library  of  “Common  Law”  which  often  informs   the   outcomes   of   incident   investigation   in   a   wide   variety   of   international  jurisdictions.   While   we   may   not   know   the   specifics   of   each   other’s   legal   framework   we  should  have  taken  the  time  to  familiarise  ourselves  with  reported  outcomes  of  investigated  incidents  around  the  globe  and  have  a  good  idea  of  how  we  pilots  might  be  treated  in  a  New  Zealand  context.  The  NZ  Maritime  Transport  Act  1994  includes  the  word,  “pilot”  27  times  in  13  sections.  “Master”  means   any   person   (except   a  pilot)   having   command   or   charge   of   any   ship  –   the  pilot  is  never  “in  command”.  “Pilot”  in  relation  to  any  ship,  means  any  person  not  being  the  master  or  a  member  of  the  crew  of  the  ship  who  has  the  conduct  of  the  ship.  There  is  no  definition  for  “conduct”  either  in  the  MTA  or  in  Maritime  Rule  Part  90  -­‐  Pilotage.  “Conduct”,  dictionary  definitions  include:    

• the  manner  in  which  an  organization  or  activity  is  managed  or  directed;    • lead  or  guide  (someone)  to  or  around  a  particular  place;    • to  direct  the  course  of;    • manage  or   control:   a   police   officer  who   conducts   traffic;   a   scientist  who   conducts  

experiments.  MTA   clause   36   1   (i)   describes   the   defining   of   operating   limits   and   pilotage   limits;   and  specifying  requirements  concerning  pilotage  (including  when  and  where  pilotage  is  required  or  is  not  required,  and  the  classes  of  ships  that  must  carry  a  pilot  in  circumstances  described  in  the  rules).  

  Maritime   Rule   Part   90   Pilotage   repeats   the   MTA   definition   of   “master”   and   “pilot”   and  attempts  to  create  further  clarity  with  the  following:  

  “advice”   means   pilotage   advice   given   by   a   pilot   to   the   master   of   a   ship   navigating   in   a  pilotage  area.  

  “pilotage”  means   the   conduct  of   a   ship  by   a  pilot   and   to  pilot   a   ship  has   a   corresponding  meaning.  

  That   stuff   is   bread   and   butter   to   the   legions   of   grey   people   who   are   worker   bees   in   the  Wellington  hive.  In  another  world  entirely,  automation  and  robotics  are  technologies  racing  exponentially  ahead  of  the  glacial  pace  of  national  and  international  legislative  frameworks  tasked  with  attempting  to  manage  and  control  such  technologies.    In  my  personal  view  a  time  will  come  when  pilots,  just  like  straddle  carrier  drivers,  container  crane  drivers,   linesmen   and   even   entire   ships’   crews  will   be   obsolete   and   redundant.   The  drive  for  “efficiency”  has  no  humanity  and  is  funded  by  the  future  salaries  of  the  no  longer  employed.  Thus  we  are  managing  a   transition   in   the  activity  of  a   traditional  harbour  pilot.  Into  the  foreseeable  future  we  will  continue  to  step  on  board  a  second  hand  Pacific   Island  trader,  paid   for  with  a  portion  of   the  NZ$889  million  that  our  Government   invested   in   the  

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Pacific  region  in  the  2013  to  2015  period  (source:  NZ  Foreign  Affairs  &  Trade),  take  part  in  a  comprehensive  discussion  of  our   intentions,   receive  agreement   from   the  bridge   team  and  commence  giving  direct  instructions  to  helmsman,  navigating  officer,  tugs  and  linesman  and  sometimes   even   to   the   captain.   That  model   is   incomprehensible   on   a  modern   passenger  vessel.  The  master  and  navigators  have  spent  three  months  in  a  simulator  at  MPT  Florida  or  ABB   Finland   or   CSMART   in   Holland,   learning   everything   there   is   to   know   about   azipod  manoeuvring   on   their   ship,   everything   about   generic   and   type   specific   ECDIS,   automated  track   control   systems,   comprehensive,   precise   and   accurate   berth   to   berth   passage   plans  and  everything  about  building  a  cohesive,  competent,  self-­‐contained  and  expert   team  that  includes   several   levels   of   immediately   available   redundancy.   In   support   of   such   advances  Ports   of   Auckland,   for   example,   will   shortly   send   interactive   harbour   passage   plans   to   all  customers   for   loading   into   their   ECDIS   systems;   yet   another   technological   advance   that   is  light-­‐years   removed   from   the   traditional   model   of   a   pilot   closely   guarding   his   local  knowledge  on  a  dog-­‐eared  and  much  annotated  chart  wrapped   in  a  piece  of  oiled  canvass  and  taking  his  cash  payment  in  advance  before  weighing  anchor  and  proceeding.    The  pilot  as  a  keen  observer  of  human  nature  and  cultural  diversity  must  draw  upon  all  of  his  personal  capability  to  adapt  his  piloting  style  to  suit  the  environment  that  he  finds  on  a  ship’s   bridge.   His   “conduct”   of   the   pilotage  will   range   across   the   spectrum   from   directive  through   to   gently   supportive.   Always   observant,   always   willing   and   ready   to   make   a  response   appropriate   to   the   standard   of   the   bridge   team   and   equipment.   If   that   is   as   an  “indirect   participant”   and   “local   knowledge   advisor”   and   keenly   focused   observer   and  commentator  about  local  visual  cues,  then  so  be  it.  In  a  Ports  of  Auckland  Ltd  example,  our  pilots  will   very   soon  be   receiving   live   streaming  of   local   tides   from   the   local  Captain  Cook  wharf  tide  gauge  directly  to  our  Navicom  Dynamics  tablet  PPU’s,  which  all  pilots  are  required  to  carry  and  use.  Thus  we  can  add  value  by  defining  go/no-­‐go  areas  at  any  tick  of  the  clock.  Live   streaming  of   anemometers   from  stations  aboard  each   shore-­‐based   container   crane   is  also  contemplated.    Several   years   ago   I   observed  while   a   rail   ferry  used   its   automated   track   control   system   to  navigate   along   Rangitoto   channel   towards   its   Devonport   dry   dock   survey   appointment.   It  worked   very  well.   That  was   the   same   equipment  which   nearly   led   to   a   grounding   in   Tory  Channel   a   few   years   later.   My   point   is   that   this   technology   is   not   new.   It   has   improved  remarkably  over  the  years  but  most  pilots  and  ship  masters  have  remained   in  the  thought  pattern   that  ours   is   a  directive   role  of   taking  a   load  away   from   the  master  and  navigating  through   the   pilotage   district.   In   my   view   it   has   always   been   no  more   than   advisory.   The  future  of  our  profession  and  our  reputation  will  stand  or  fall  depending  on  how  we  learn  to  package   that   advice   in   a   way   that   can   be   accepted   and   acted   upon   in   the   specific  circumstances  of  bridge  team  structure,  ship  technology  and  environmental  conditions  that  we  encounter.  The  next  passenger  ship  staff  captain  who  ignores  my  advice,  turns  his  very  modern  and  highly  technically  sophisticated  ship  early  across  a  fast  flowing  tidal  current  and  subsequently   takes   my   advice   to   back   off   from   Princes   wharf,   regroup,   turn   sheepishly  towards  me  and  ask  for  a  more  directive  style  will  not  be  the  first.  I  learn  from  such  an  event  and  the  ship  master  learns  from  such  an  event.  We  both  take  the  opportunity  to  reflect  and  to  modify  our  styles  accordingly.  

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The following article has been significantly abridged. Readers should refer to the original article for the bigger picture, diagrams, tables, photos and references. (Editor)

BOSTON

Organised by The ABR Company Ltd

Combined Pilot/Tug Master Training

“The Experience and Advantages” Peter K Sørensen (speaker/co-author), Jesper Ejdorf Brøsted (co-author),

Michael Macdonald Arnskov (co-author), Force Technology, Denmark.

INTRODUCTION

The captain of the ship, the pilot and the tug masters form a team of professionals who are all involved in ensuring that port and towing operations are carried out safely and efficiently. It is therefore important that their collaboration is conducted with mutual understanding of each otherʼs roles, responsibilities and limitations as well as a high degree of situational awareness both individually and at team level. In recent years, we have seen a great variation of new sophisticated designs such as Voith, ASD, Rotor and lately Carousel tugs. These designs have very different handling

SYNOPSIS Combined pilot/tug master training using advanced simulators and training methods has proved to be highly efficient, as it provides a professional insight and understanding of the challenges faced by both pilots and tug masters. Over the past decade, we have seen significant development in tug designs. The capability of these advanced and highly manoeuvrable tugs has to be understood by both the tug masters and the pilots in order to use the new tugs to their full potential. The urgent need for training is exemplified by observations during such training where younger pilots, due to their experience with very responsive systems, are giving orders to the tugs at a pace that cannot realistically be executed due to the inertia that still exists when handling modern tugs. More experienced older pilots are used to this inertia and consider this when ordering tug manoeuvres. The trend with large vessels fitted with smaller engines due to fuel/emission reduction requirements will increase the demand for tug assistance and hence the demand for training of both pilots and tug masters as the manoeuvrability is affected. Likewise, the increasing regulations restricting maintenance, repair and painting in port makes it more and more expensive to repair and maintain the tugs. This also underlines the importance of understanding tug-handling principles to avoid damage to the tugs. It emphasises the importance of both technical ship handling and the human factors aspects i.e. the importance of professional communication in order to achieve the highest possible degree of situational awareness between pilot and tug, and executed in a way that makes it possible for the shipʼs captain and crew to follow the intentions and operation. The overall aim of training is to keep tug operations safe, efficient and profitable. This paper will focus on a teaching-based approach which has proved to be highly efficient with regard to both technical aspects and human factors. Further, the paper will address some of the pitfalls and how such training can be combined with, and based on, efficient selection tools which can also be used to ensure that the right candidates are hired and any possible inappropriate behavioural strategy detected and addressed.

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characteristics and performance envelopes. It is therefore imperative that all involved in ship-handling operations are well acquainted with the operational limitations and possibilities to utilise these tugs optimally. Advanced simulator training for pilots and tug masters has gained increased attention as it has been acknowledged that this approach provides fast progressive development of knowledge and skills. The key to safe and efficient ship-handling is the ability to counter the exciting forces induced by the environment, by utilising the manoeuvring capabilities of the vessel combined with situational awareness. A high degree of safety culture at individual, as well as at collective, level adds to the efficiency of the operation. In this paper, we will address simulation-based programmes as an efficient tool to train the pilot and tug master co-operation, but also address an advanced and efficient set of psychometric tests that can be used to test skills and safety awareness on an individual level. Such tests can be used for the selection of staff and also for benchmarking the need for training and adjustment of attitudes.

THE CHARACTERISTICS OF EFFICIENT SIMULATOR TRAINING Four elements are crucial to efficient simulator training:

• Simulator hardware; • Mathematical models; • Instructors; • Training methods.

The simulator hardware should be flexible and able to easily integrate instruments, and handle communication systems so the feel and look for pilots and tug masters are as realistic as possible. This means that they will not use an unnecessarily high level of mental resources to adapt to the simulator and vice versa to go from the simulator and back to the real situation. This does not mean that the simulator should match reality 1:1, but consideration must be given to the layout of the panels, position of handles and instruments and position of important information at the various displays. An important part of the simulator system is the capability to log and replay data in a way that supports optimal training transfer. A birdʼs eye view of the exercises, combined with a series of selectable parameters, supports efficient debriefings, as well as video and audio loggings synchronised with the replay system. In this way, what happened, what was said, and how the ship and tugs were operated, can be presented in an objective manner – avoiding unnecessary discussions and unjustified conclusions and enhancing situational awareness. The simulator software configuration should be easy to change to match the different types of tugs, which is especially important now that there is such a great variation in tug types. It must also be possible to use several coupled simulators so that the number of tugs operated by the tug masters in the real operation is the same as the number used in the simulator system. In general, the fidelity of the simulator should be considered and evaluated against defined training objectives. It is obvious that the accuracy of the mathematical models of ships and tugs involved in handling ships must be very high. Otherwise the difference between simulation and real operation could lead to negative training effects affecting safety and efficiency. The accuracy is achieved when the model keeper is able to integrate what is considered the most valid data from a selection of real data from, e.g., sea trials, tank tests, CFD, extrapolation from other similar models using neural networks etc.

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The instructorʼs role is to support the training process by guiding the participants, providing knowledge and being able to observe where the individual participant needs support to reach a higher skill and knowledge level. The instructors should preferably have sufficient experience from operations similar to the trainees. In addition, they must be able to teach, guide and motivate. Furthermore, the instructor must be capable of operating the simulator and understand its limitations. An element that is often overlooked is the training methods: the actual practice of teaching. In 1997, we realised that it was not sufficient to select the ʻbestʼ captain to train professional mariners. We hired teaching experts to work with our instructors and simulators for several months to understand the nature and strengths of simulator-based training. Based on this co-operation, the so-called participant logical concept for efficient simulator training was developed. The concept is in contrast to the often-used ʻgas stationʼ method where the participants are coming to get ʻfilled upʼ with knowledge provided by the teacher and based on a lesson plan that has been more or less randomly put together. The participant logical method is very much focused on the training objectives, and the first thing that is identified is a list of knowledge and skills that the participants are expected to develop and use in real operations. Based on this, a number of important points are identified to be able to undertake the required work. These points are identified during a brainstorming session and are organised in relevant groups, and next suitable training tools supporting the mediation of the individual points are determined. Simulator exercises are one tool, but other tools such as group discussions, role-play, games, power point presentations etc., can also be used when carefully considered and selected to support maximum and efficient training transfer. A number of other elements are considered before initiating the production of the lesson plan:

• What is the participantʼs experience, and how much can this experience be used during the training?

• Is there any resistance/barriers towards participation in the training? The above-mentioned points are organised in a lesson plan together with the training tools so as to make sense to the participant together with the most relevant training tools. The identified points guide the development and content of the simulator exercises. When this is done, it is possible to consider the length of the course. From this it can be seen that starting the course design by determining the course length (which is often the case) is unfortunate since it can limit the training transfer and become a stressful experience for all. This leads to another point important for efficient training transfer – the debriefing. Debriefing sessions are only useful if there is sufficient time for reflection – no reflection, no learning! We utilise a highly efficient de-briefing tool composed of four different types of questions supporting the aim of a high learning transfer. The method is sometimes referred to as discovery learning, circular questioning technique or inquiry method.

THE DESIGN OF SIMULATOR-BASED PILOT/TUG MASTER TRAINING The aim of conducting such courses is to enhance the co-operation between pilots and tug masters, thereby essentially ensuring more efficient and safer operations. The need for such courses has increased as new and more advanced tugs have been introduced.

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The content of such a course is focused on both technical ship-handling and important human factors such as communication, and individual/shared situational awareness. In order to experience each otherʼs ʻpainʼ, the participants get an opportunity to experience the operation from the other partyʼs position – the tug master will be standing on the bridge of the assisted vessel and the pilot next to the tug master in his tug. During the courses, we have observed an interesting behaviour. Older pilots are by experience used to a relatively slow reaction from ships and tugs – it took time before you could expect the desired reaction after having ordered the tug fastened at the centre lead aft to: “shift to 6 oʼclock and pull half”. The older pilots took that inertia into consideration and were forced to plan ahead. Today, younger pilots are used to ships (and systems) reacting fast, but sometimes ships/systems do not react fast due to either inexperienced tug masters or technical problems. The consequence is sometimes that the tug masters do not execute one order before another is given. There is a well-known joke about the tug masters delivering a list of the orders that the pilot did not get after an operation. Modern tugs are indeed more responsive and react faster – if handled correctly by experienced tug masters. However, it takes time and training to achieve a given level of experience, and the pilots must be aware of both the tugʼs and the masterʼs capabilities – and that knowledge of each otherʼs competences is highly achievable during the combined courses. Combined pilot-captain-tug master courses are often conducted after a simulator-based port study in relation to the construction of a new port, development of an existing port, or when new types or larger vessels will be calling a port. Such studies will focus on two types of operational limits (wind, current, tide, draft):

• Theoretical limits; • Limits based on the skill and knowledge level of the pilots, captains and tug

masters. If the skill and knowledge level is relatively low among one or more of the involved groups (e.g., due to limited or no experience with the port layout or ship/tug types), the theoretical limits are obviously higher but can be approached relatively quickly through efficient and well-structured training. The result of this is a more efficient, cost-effective and increasingly profitable port operation simply because down-time and incidents can be minimised. It is in this respect important to recognise and take into consideration that pilots, captains and tug masters initially may be working at a lower performance level requiring lower operational limits until it has been proven – through simulator-based tests – that they have gained experience/ confidence whereby the operational limits can be raised. The courses are designed to match the skills of the participants and the challenges that are known among the group of pilots and tug masters to be trained. Such local challenges shall be identified, discussed and built into the training objectives as part of the course design. The training objectives shall consider specific ship-handling, as well as human factors issues.

EFFICIENT TRAINING BUILT ON PSYCHOMETRIC TESTING When pilots, captains and tug masters engage in real life situations or training, each of them has a specific personality in combination with a certain level of ability (IQ, level of experience, level of hand-eye co-ordination etc.). In short, they all have their specific profile. Obviously, this is of crucial importance for the quality and level of teamwork about to take place.

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Professional training must consider the different profiles by measuring them and use the outcome proactively. A specific tool works like this: Prior to (simulator) training, the participantʼs personality is assessed through questionnaire tools giving input to research-based reports on the personʼs:

• personality: behavioural tendencies, social abilities, learning approach etc.; • derailers: patterns of behaviour that emerge when put under pressure and which

can derail communication, situational awareness etc.; • safety profile: probability indications of engagement in safe or unsafe behaviour. • In addition, the participantʼs abilities within areas of importance for modern

maritime bridge work are assessed through computer tests and statistical comparison with a reference group (ʻnorm groupʼ) of known and proven quality.

If you enter a staircase in a very tall building and want to go to the seventh floor, it is crucial to know if you are currently on the second or 11th floor. The same holds for training focusing on communication and teamwork. It is beneficial to know about the entry level, or to put it differently: to know about the strengths and shortcomings of the particular participant. A psychometric-based profile does just that. The individual profile is a description, but also a prediction of the participantʼs performance in the workplace (and in training). Imagine that a given profile of a tug master indicates that he is very easily emotionally upset when faced with strict authority, and that he has to work with an ambitious pilot who – by personality type – communicates as if he ʻknows it allʼ and likes thrills. Put this in combination with a captain who is extremely prudent, diligent and somewhat sceptical of the abilities of other people in general. Having indications of this set-up prior to training is essential for trainers because it gives them a vast range of possibilities for creating training set-ups that bring threats to good teamwork into play. Ideally, in order for the participants to deal with these threats, they need to know about their own behavioural tendencies and their own (often irrational) reactions to other profiles before accidents or incidents happen in real life. Another useful part of the profile is the participantʼs pattern of derailers. Research has shown that, based on personality assessment, it is possible to identify behavioural tendencies that emerge when a person is either stressed, bored or fatigued. The derailers, as Hogan (see FURTHER READING) calls them, fall into three overall categories that any given personality might possess: Flight, fight or freeze. Flight pattern Having this derailer pattern will probably not make the participant physically ʻrun awayʼ from very stressful situations. Instead, the flight concerns turning away from people, either as lowering the level of communication, postponing deadlines set by others, being very sceptical towards others, irritated with others etc. Particularly with regard to communication, this can be dangerous in safety-critical situations, e.g. if the team around the participant is kept unaware of a dangerous situation at hand, or the team simply does not know that the officer needs help. Situational awareness can suffer severely from this. Fight pattern Likewise, this pattern will probably not make the participant fight other people physically, but it could cause the officer to argue exaggeratedly, make much social drama and give those surrounding them the impression of being overly confident and even arrogant (“I always know better than others”). Obviously, this can severely diminish situational awareness as the team around the officer with a fight pattern might avoid him altogether,

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not giving him the information he needs (simply out of fear of giving ʻbad newsʼ) or not questioning his decisions in case they have other ways to handle the, say, safety-critical situation at hand. Alternatively, the participantʼs fight behaviour might even distract or stress the team around him and thus prevent the team from obtaining the appropriate level of situational awareness. Freeze pattern Freezing in this context does not mean ʻdoing nothingʼ. Instead, this derailer pattern could cause the participant to engage in misplaced priorities when a very stressful situation is at hand. Being overly diligent could bring him into a focus on details while ignoring the bigger picture, not trusting the subordinates and preferring to do detail-oriented things himself. In addition, he might be stubborn and inflexible towards subordinates with regard to how work is done. With respect to his orientation towards (other) authorities, his freeze pattern could make him too eager to please and reluctant to act independently. Hence, he might not offer strong opinions in the tug or salvage situation, and he probably seeks approval from authorities before taking action. He simply waits for other authorities to make the difficult decisions. Notably, the personality profiles take into account the cultural backgrounds of the candidates, and this makes the tool useful in any international context. Yet another part of the individual profile created before training concerns the participantʼs level of ability. Comprising seven sub-tests, the ability test indicates the candidateʼs performance within areas of great importance to maritime operations. A time limit in the sub-tests forces the candidate to balance time-consumption with correctness in answers (which can be either right or wrong). Compared to a norm-group of sea officers, the resulting measure of correctness/priority shows whether the candidate places correctness over speed or vice versa. In a safety-critical environment, the preferred strategy is to choose correctness over speed. The combination of a personality profile, a safety profile and the measure of ability as put into practice by Force Technology is unique and a powerful tool for both enhanced training outcome and for efficient selection. The method provides a solid and research-based input to decision makers and – by the way – for the profiled candidates themselves.

CONCLUSION It is our experience, based on years of simulator-based training in virtual environments, that the training transfer rate is considerably higher than with conventional ʻchalk and talkʼ methods – if designed and delivered correctly. A simulator system on its own does not guarantee a high training transfer rate. Combined pilot/tug master training using simulators has proved to be valuable and is perceived by the delegates to enhance co-operation, safety and efficiency. Relevant psychometric tests focusing on skills and attitudes required for efficient and safe handling of ships by use of tugs can support selection of pilots and tug masters as well as support the design of efficient simulator-based training programmes. The above article was significantly abridged. Readers should refer to the original for a

bigger picture, diagrams, tables, photos and references. (Hugh OʼNeill, Editor)

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“September Song” Musing about the significance of September, brought me to the eponymous song above: it was composed in 2 hours in 1938 by Kurt Weill and Maxwell Anderson for the film “Knickerbocker Holiday”. Set in New Amsterdam in 1647, it was a political allegory criticizing the policies of the New Deal through the portrayal of a semi–fascist government of New Amsterdam whose corrupt governor (Peter Stuyvesant) surrendered the Dutch colony to the English in September 1664, who then re-named it New York. FDR’s New Deal ran counter to Big Business interests and antithetical to “L’Aissez Faire” ideology of de-regulation. But 1938 saw a volte-face with propaganda depicting the New Deal as Fascism. FDR was hungry for power and patently made expedient compromises. These days, the prevailing propaganda is to remember the 15th Anniversary of 9/11 as a ‘day of infamy’ (re: Pearl Harbor in December 7th 1941). For alternative historians, the linkage between these two events is of great significance: the phrase “Day of Infamy” has a deeper meaning when you consider that a secret memo, written in August 1940 by Lt. Cdr. McCollum, listed 8 steps (which the US took) to provoke Japan into attacking the United States. The US (just as today) had access to all Japanese signals intelligence and knew the time and date of the Pearl Harbor attack, but did nothing to warn Short and Kimmel, the naval and military commanders of Pearl Harbor (other than to order out the aircraft carriers, leaving aged battleships as bait). FDR wanted to enter WWII but in defiance of overwhelming pacifist public opinion. What he needed was a dramatic event to show how dastardly and inhuman was the enemy of peace & freedom loving Americans. To date, there have been ten obfuscating government inquiries into government malfeasance i.e. covering-up earlier cover-ups: quis custodiet ipsos custodes? The sheer number of “official” inquiries gives every indication therefore that Pearl Harbor was a “False Flag” event i.e. a ‘covert operation designed to deceive’ - in this case, the US public - to transform them overnight from anti-war to pro-war. Samuel Johnson in 1774 declared that ‘patriotism is the last refuge of a scoundrel’ by which he meant those false patriots who clutch arms across chests, venerating the flag whilst weeping crocodile tears. If the McCollum Memo is the ‘smoking gun’ of FDR’s foreknowledge of Pearl Harbor, then a paper written in 1998 entitled “Catastrophic Terrorism” either makes an interesting parallel, or is an extraordinary and enviable feat of imagination. “If the device that exploded in 1993 under the World Trade Center had been nuclear, or had effectively dispersed a deadly pathogen, the resulting horror and chaos would have exceeded our ability to describe it. Such an act of catastrophic terrorism would be a watershed event in American history. It could involve loss of life and property unprecedented in peacetime and undermine America's fundamental sense of security, as did the Soviet atomic bomb test in 1949. Like Pearl Harbor, this event would divide our past and future into a before and after. The United States might respond with draconian measures, scaling back civil liberties, allowing wider surveillance of citizens, detention of suspects, and use of deadly force…” (N.B. One author was later appointed CEO of “9/11 Commission”…) When 9/11 happened, I was gently sailing across the Bay of Biscay, beyond the reach of broadcast propaganda; not having TV was further insulation. However, when I finally saw footage of the 3rd tower (WTC7) collapsing at freefall speed into its own footprint (which can only happen in controlled demolitions) and hearing that the BBC had announded this collapse of Salomon Bros. Building (WTC7) some 25 minutes before it actually happened, then either there is something rotten in the state of Denmark, or the BBC has other-wordly powers. Bear in mind too that steel-

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frame skyscrapers are designed to withstand both aircraft strikes and fires, that no such building has ever collapsed from either event either before or since, and yet we are told that not one, but three such buildings collapsed stretches credulity. Furthermore, despite the fact that no evidence connected these attacks with either Afghanistan or Iraq, that Saddam Hussein had as many connections with Al Qaeda as he had WMD, that Tony Blair was convicted (by Chilcot) of deliberately deceiving both Parliament and the British Public, seven countries have been destroyed in this endless War against Terror, countless millions killed, maimed and homeless. But they are just “Johnny Foreigners” so they don’t really matter; however, if the previous logic of the Pentagon (proud sponsors of 1962 “Operation Northwoods” and 1967 “Operation Cyanide”) persists, then the deaths of one’s own troops and civilians does not weigh heavily on political or military minds - especially when there is unlimited money at stake. Cameron (destroyer of Libya) will no doubt find work with BAE. The most decorated marine in US History was Maj. Gen. Smedley Butler (1881-1940). Butler betrayed Wall Street after their 1933 attempted ‘Business Coup’ to install him over FDR. In his book “War is a Racket” (1935) he wrote about being a hit-man for Wall Street and how Wall Street dictated US Foreign Policy. Some things are obvious for those with an eye to History: Bismarck said the only thing we learn from History is that no-one learns from History. Staying with Germany, at the Nuremberg Trials, Hermann Goering said: "Naturally the common people don't want war: Neither in Russia, nor in England, nor for that matter in Germany. That is understood. But, after all, it is the leaders of the country who determine the policy and it is always a simple matter to drag the people along, whether it is a democracy, or a fascist dictatorship, or a parliament, or a communist dictatorship. Voice or no voice, the people can always be brought to the bidding of the leaders. That is easy. All you have to do is tell them they are being attacked, and denounce the peacemakers for lack of patriotism and exposing the country to danger. It works the same in any country." There are other significant anniversaries to September 11th: William Wallace routed the invading English at the Battle of Stirling Bridge in 1297. In 1541, indigenous warriors under Michimalonco attacked the invading Spanish in Santiago de Chile. 1609 began the expulsion of the Moriscos from Spain to the Barbary Coast. 1649 saw the Massacre at Drogheda when Oliver Cromwell’s 12,000 roundheads besieged the fortified Irish port with heavy artillery. When the town surrendered, all 3,000 were put to the sword. Benjamin Franklin in 1773 apparently said: “There is no such thing as a good war, nor a bad peace”. Gandhi in 1906 coined the term “Satyagraha” to describe his philosophy of non-violent resistance. In 1939, British submarine HMS “Triton” torpedoed submarine HMS “Oxley”. In 1941, FDR orders that Axis ships will be attacked in US waters; Charles Lindbergh accuses him of trying to enter WWII. That very day, construction of the Pentagon began! 1958 - UK atomic test in Christmas Island; thousands of nuclear bombs have been exploded above the so-called Pacific Ocean - the lasting legacy of the nuclear powers. On this day in 1973, Chilean President Salvador Allende died in a US-backed coup. Unbeknownst to Australian premier Gough Whitlam, his own secret agents were in Chile assisting the CIA. (Whitlam’s “Dismissal” in 1975 was more peaceful, but similarly engineered). Henry Kissinger is Hillary Clinton’s favourite adviser. Returning to the title theme, September is a metaphor for life’s autumn years, when leaves turn gold and apples fall to the ground. As Obama’s presidency comes to an end, the choice of successor is between evil clown or wicked witch, both bearing big apples. As Captain Jack Aubrey would ask, which is the lesser of two weevils?

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