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# Anchor Watch

June 2013

## I. AITA Annual Members Meeting 2013

Guest Speakers:
 Amy Duz ~ Safety Consultant iWorkWise,
 Jerry Dzugan ~ Executive Director AMSEA
 Kenneth M. Lawrenson, Commercial Fishing Vessel Safety Coordinator US Coast Guard 17th District
 Gail Smith ~ Alaska Dept. of Fish & Game Project Coordinator TLandings
 Harold Whittlesy ~ Satellite Technical Services

The March 22, 20123, annual meeting held in Sitka was rich with information and featured industry
safety specialists who spoke with the membership about current and future changes in regulations and
training and how they will impact Alaska Fish Tenders.

This year’s meeting was videoed by Sitka’s Ellen Frankenstein so that the
entire membership could benefit from the breadth of knowledge and
presentations of the industry safety professionals speaking. Those videos can
be viewed on the AlaskaTenders.org website. They are well worth viewing.
Thank you very much, Ellen!

Understanding the physics of stability is the most important part of keeping our own vessels floating
and stable. The focus safety topic at this year’s meeting was “Stability” and understanding how quickly a
stable vessel can become unstable. When is a vessel stable or unstable? It depends on two key factors:
i. The moments acting to right the vessel (vessel’s hull shape and loading).
ii. The moments acting to capsize the vessel (weather, sea conditions, fishing
operations, etc.)
These conditions are constantly changing.
Given that Stability “undergoes continuous changes”, what do you think are the “best stability

## Parametric comparison (/ˌparəˈmetrik/ Adjective 1.Of, relating to, or expressed in terms of a

parameter or parameters. 2. Assuming the value of a parameter for the purpose of analysis)

Parametric roll resonance in ships is a resonance phenomenon that gives a roll motion
due to longitudinal waves acting on the ship. This roll motion, which can achieve roll
angles so high that the ship could capsize, can be dangerous for the ship. Even when
parametric resonance does not lead to capsizing this can be dangerous for the crew,
cargo and ship itself.

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Calculate minimum amount of angle that you can sustain to down flooding point

When a ship is heeled the center of buoyancy of the ship moves laterally. The point at which a vertical line
through the heeled center of buoyancy crosses the line through the original, vertical center of buoyancy is
the metacenter. The metacenter remains directly above the center of buoyancy regardless of the tilt of a
floating body, such as a ship. In the diagram to the right the two Bs show the centers of buoyancy of a
ship in the upright and heeled condition, and M is the metacenter. The metacenter is considered to be
fixed for small angles of heel; however, at larger angles of heel the metacenter can no longer be
considered fixed, and other means must be found to calculate the ship's stability.
The metacenter can be calculated using the formulae:
_

_
Where KB is the center of buoyancy (height above the keel), is the Second moment of area of the
waterline in meters and V is the volume of displacement in meters. KM is the distance from the keel to
the metacenter.

## Minimum free-board standard

The Plimsoll Line is the line where the hull of a ship meets the surface of the water, in concept or
reality. Specifically, it is also the name of a special marking, also known as the International Load
Line or water line (positioned amidships), that indicates the draft of the ship and the legal limit
to which a ship may be loaded for specific water types and temperatures in order to safely
maintain buoyancy particularly with regard to the hazard of waves that may arise. Temperature
affects the level because warm water provides less buoyancy, being less dense than cold water,
as does salinity because fresh water is less dense than salty seawater For vessels with
displacement hulls, the hull speed is determined by, amongst other things, the waterline length
In a sailing boat, the waterline length can change significantly as the boat heels, and can
dynamically affect the speed of the boat.
The purpose of a load line is to ensure that a ship has sufficient freeboard (the height from the
water line to the main deck) and thus sufficient reserve buoyancy, indisputable seen from the
outside.

## Calculate out rolling period to GM (metacentric height)

The rolling-period test involves rolling your vessel until it is rolling well and measuring the time it takes for
the vessel to roll one complete period from one side to the other and back again. The metacentric height
of your vessel is mathematically related to this roll period Standard on subdivision for bulkhead integrity .

New Tools - Download the handy and very cool Small Craft Motion Program “SCraMP” roll test app and
an aid to online safety drills, FVdrills (both iPhone, iPad only) @AlaskaTenders.org website.

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Jerry Druzen, AMSEA, gave a Fish Vessel Stability and Damage Control Training class the day before the
AITA annual meeting and many of our members attended. This 7 hour class received excellent reviews
and offered “hands-on” exercises - and it was “free”!
Jerry reported the current status of the Alternative Safety Compliance; “ACSA” training requirements
are yet to be determined by Washington DC. Jerry said at this time it looks like the requirements will be
5 days of training and can be taken over a period of 5 years or until implementation of training
requirements, once determined.
Jerry’s full AITA talk can be view on the AlaskaTenders.org website.

Ken Lawrenson, USCG, spoke to us about some ACSA standards that may be considered - vessel stability
arrangements; fire-fighting; emergency drills and communication; navigation safety; environmental
compliance; etc.

## Ken showed the USCG “Stability 101” slideshow (available @

http://www.uscg.mil/d13/cfvs/training.asp) and gave a commentary on Vessel Stability.
Note: video of Ken’s commentary on “Stability 101” can be viewed on the @ AlaskaTenders.org.

## Ken’s entire 2013 Annual Meeting presentation can be viewed @ AlaskaTenders.org

Amy Duz, iWorkWise, pointed out that most tender vessel sinking’s are caused by stability issues or
groundings. The proposed requirements for load line (stability) testing could be very costly for the
tender fleet and can cost as much at \$25,000 or more for a letter.

Amy asks AITA “What are the “best practices for stability” -vs. - a “stability test (load line)”?

Stability is the ability of a vessel to return to its upright position after being heeled by an
external force, such as the wind, a wave or the strain from its fishing gear.

 Stability it is determined by the characteristics of the vessel, such as hull form and
weight distribution and how the vessel is operated.

##  The stability of a fishing vessel is not a constant condition; it undergoes continuous

changes during each voyage and through the vessel’s life.

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 An originally stable fishing vessel may become unstable because of changes in weather,
because of the way it is loaded and operated, or if the vessel’s layout or equipment is
changed.

This question and many more need to be answered to develop a Tender Compliance Plan that
addresses all the safety concerns that we are faced with as owners and operators of an Alaska
tender vessel.

## Amy’s full AITA talk can be view on the AlaskaTenders.org .

AITA would appreciate hearing from you concerning your thoughts on these stability questions. Email

Gail Smith, (ADF&G) demonstrated the recent improvements to the T-Landings tickets and software
system. Gail described the benefits of the E-Landings program to everyone including the fact that
electronic data on an interagency server makes all fish ticket data faster, cheaper, legible, and
mathematically correct! ADF&G is moving in the right direction utilizing new technology with an
improved and more accurate reporting system.

Thanks to Gail for her time and energy in the development and training of the E-landing / T-landing
System and for keeping the Alaska Independent Tenderman’s Association up to date on this important

Gail’s full AITA talk and Q&A can be view on the AlaskaTenders.org website.

Harold Whittlesy announced that Glentel has sold its services to InfoStat and that there would be
changes in the billing system. There will no longer be an option to suspend service when not using and
that there would be a possible flat rate service fee of \$60 per month with an annual payment option
equal to 10 or 11 months. Harold continues to work with InfoStat regarding the new fee schedule. Some
other features that will be available include emailed and subscription service may be paid by credit card
on file.

The equipment the fleet is currently using will continue to be supported by InfoStat – so no changes or

Thanks to Harold for his support of the Alaska Independent Tenderman’s Association and his Affiliate
Membership.

Harold’s full AITA talk and Q&A can be view on the AlaskaTenders.org website.

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## II. Compliance Plan Update

The need for a tender compliance plan is an important step for the entire fish tender fleet
Ken Lawrenson provided us with this data from NIOSH, for “Tenders” >= 50, West Coast and
–3 fatalities in 3 fatal events; 1 vessel loss, 1 onshore, 1 onboard

## –23 non-fatal vessel losses: of which (all in AK),

•9 vessels were wooden hulled

## •8 losses started with striking rocks/bottom, 6 with flooding or wave, 6 with

fire/explosion, 3 with collisions

Looking at the data above provided by NIOSH, it is evident that the tender fleet is a low risk group when
compared to the total 269 vessel losses in USCG District 17 & 8 during the same time period (89 in the
past 5 years).

The Alaska Fish Tender Fleet, as a whole, is doing a lot of things right and run safe operations, however
there is room for improvement in the vessel losses area. Some “best practices” requirements could be
owning and using a watch alarm, electronic navigation systems, navigation safety and crew training, etc.

The 23 tender vessel losses give the fish tender fleet a good indication of the areas the tender
compliance plan needs to focus on. We should consider what “best practices” currently exist in the
tender fleet to lower vessel losses, and then determine whether those are sufficient to meet the
objectives of ACSA.

 No Later Than January 1, 2017: the Coast Guard must prescribe an alternate
safety compliance program.

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##  Compliance Fund Contributions Needed …..

The AITA Tender Compliance Plan Fund has received \$19,000 in donations from members. Thank you to
the AITA Board of Directors who donated \$1,500 each to the Compliance Fund and “Tending to our
future”. We need \$11,000 more to reach our goal and the projected cost of creating a Tender ACSA
Plan. We will be asking the membership to contribute what they can. We also need volunteers for
various task force projects and information gathering. If you are interested in helping - contact us at
admin@alaskatenders.org . You will be receiving a Donation Letter from us this Fall.

## Contributions to the AITA Compliance Fund can be mailed to:

AITA
PO Box 431
Petersburg, AK 99833

## An exclusive AITA logo jacket will be given to all \$1,500 Compliance

Plan contributors!
(Flame Red and Fossil Grey windbreaker folds into its own chest pocket
AITA logo on left front). Runs true to size – tell us your size (ladies
sizes available too) when you send your check - very cool!

## III. Board of Directors News

Harold Thompson board member and founding member has been serving on the board many
consecutive terms. Harold has retired from the association’s board so that he can spend more time with
other projects. At the annual meeting Chad Parker, Kona Kai, was nominated for a board position and
Tanner Mackiewicz, Deco Bay, was also nominated for the AITA board adding one more board member.

Members, please cast your vote of approval for the Board Member nominations by completing the
Ballot that you will receive via email and returning it to AITA.

Thank you Harold for your years of serving on the AITA Board!

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## IV. One Voice –

Thanks to Ian Pitzman (AITA Board Member) for his testimony at the Board of Fish Meeting in
Anchorage in March. Ian testified opposing Proposal 243 to re-classify herring from a fin fish to a forage
fish.

## V. Round Island Transit Corridor

In June 2012, the North Pacific Fisheries Management Council’s Enforcement Committee brought
forward an unintended consequence of a recent Council action. As a result of Component 9 to GOA FMP
Amendment 83 (implemented on September 23, 2011), federally permitted vessels risk losing their FFP
if they act as tenders for the Togiak area herring fishery to bring herring from seiners operating in the
Togiak area to processors in Dillingham or other nearby villages. Until recently, vessels with FFPs were
permitted to “surrender” their FFP which allowed them to transit the Walrus Protection Area around
Round Island during tendering, with the expectation that they could reapply for their FFP when they
completed tendering. However, the recent passage of a suite of regulations implementing sector splits
prevents those vessels from re-obtaining their FFPs more than once in a three year period. As a result,
those vessels tendering for the Togiak area herring fishery risk being out of compliance with federal
regulations if they transit the Walrus Protection Area during tendering, and risk losing their FFPs if they
choose to surrender their permit during tendering. This also creates a difficult situation for NOAA
Enforcement of either not enforcing an existing federal regulation or citing vessels for an unintended
consequence of an existing regulation. At that June, 2012 meeting the Council passed a motion
articulating the purpose and need and alternatives for an action to allow transit of the Walrus Protection
Area by vessels tendering herring for the Togiak area herring fishery. The Council indicated it was
interested in several options including developing a transit corridor with defined time or space
restrictions, a check-in/check-out procedure, or other method to address the problem.
At their April 2013 meeting in Anchorage, the North Pacific Fisheries Management Council reviewed a
preliminary review draft of an Environmental Assessment analyzing impacts of establishing areas
through walrus protection areas around Round Island and Cape Peirce walrus haulouts. A link to that
paper is below. After public comment and Council discussion the Council passed a motion authorizing
staff, in consultation with stakeholders, to develop additions to the existing alternatives to facilitate
passage through the walrus protection areas. AITA did comment at this meeting via a letter to the
Council. We will be participating in these discussions as a stakeholder. Until a final resolution is found,
vessels that hold a Federal Fisheries Permit can continue to tender herring and salmon as long as they
stay in State waters. That is within 3 miles of shore. If not, they run the risk of being fined and losing
lisa@alaskatenders.org . The preliminary review may be viewed on the AITA website or by following this
link: Establishing transit corridors through Walrus Protection Areas at Round Island and Cape Peirce,
northern Bristol Bay, Alaska March 14, 2013

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## VI. Website Tips

The AlaskaTenders.org website has been gathering documents that pertain to “fish tenders”. If you are
looking for information pertaining to a subject (i.e. stability) use our “search box” and it will list all the
articles on the website that pertain to stability.
If you would like to submit an article to our library, send it to us via email admin@alaskatenders.org.

The AITA website needs your images and movies … please send images files of your vessel and
of tendering activities, also really special shots, are welcome. Send these to AITA
admin@AlaskaTenders.org. We will post them to the website and use them in other AITA
promotional documents.

Meeting minutes are available for Members to view by logging in @ AlaskaTenders.org with your user

## The Alaska Independent Tenderman’s Association thanks our Affiliate

members for their support! Show your appreciation by thanking them
individually as well.

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AITA
P.O. Box 431, Petersburg, AK 99833
Membership Application

## _____ Crewmember \$50.00 yr. Dues – Non-Voting

Name___________________________________________________________________

Date___________________

## Phones ___________________________________________ (indicate cell or home)

Vessel Name______________________________________________________________

Home Port_____________________________

## What areas of concern do you have involving Tenders in Alaska?

_________________________________________________________________________________

_________________________________________________________________________________

## What Tender issues should the association be addressing? _____________________

__________________________________________________________________________________