No other vacation of mine has been comprised of so many consecutive days at home. Save for two quick ski trips, one to Maine and one to Vermont, the number of nights I have slept in hotels, hostels or on friends couches has been dramatically reduced. And though I still yearn to spend my time off from sea traveling I've been content this time staying closer to home.
My living situation certainly plays a role in this new found contentedness. I have a small family living at my place now including a cat, a Pembroke Welsh Corgi and my girlfriends eight year old son. The transition from a strict bachelor's pad to that of a home with homework and dog walking has been a challenge to my well established sense of independence but the satisfaction garnered from cooking and eating with the same wonderful people day after day is an unparalleled experience.
The presence of a dog, albeit a small one and not the long haired husky I always pictured, is a perpetual source of entertainment. At one year old he is the archetypal Corgi; athletic, smart, obedient and affectionate. Whenever I move from a seated position at home or when we're hanging out at our favorite bagel shop I have to take care not to step on him. Though never fed from the table his favorite spot when not on the move is directly under my chair.
With more people, animals and furniture in my modest home than ever before I have been reflecting on the situation in Japan where in an instant thousands of homes were obliterated by the power of nature.
I have an image from the Internet trapped in my mind of the devastating tsunami. The image is reinforced by the time I spent on Honshu, most of which was with my brother, at the time an apprentice seaman on my ship. The scene showed a sidewalk, meticulously hand swept, along a narrow road lined by miniature automobiles parked in an orderly manner as if they were cargo on the roro. Across the road is a low levee separating the order of Japanese civilization from a wide river fringed in the distance by green conifer covered hills. Pouring over the levee is a black wall of water three meters high as full of flotsam as it is wet heaving the compact automobiles up and sweeping them towards the front of what moments ago must have been occupied store fronts.
Longshoremen loading break bulk cargo in Tokyo
It is a terrifying scene from a place that I have very fond memories of. I have never enjoyed working with stevedores and longshoremen as much as I did in Japan. The efficiency and work ethic that was carried onto the ship each time the stern ramp went down is unparalleled in my experience. The pilots were memorable for their advanced age and naval like formality. Many of the pilots were teenagers during World War Two, their age a reflection of how much trouble the associations in Japan have recruiting younger people into the marine profession. But despite their rigidness and extreme politeness they usually had a sense of humor and enjoyed talking on the bridge during long passages through the inland sea.
Prayer cards at a shrine in Kobe
World events are weighing heavily on my mind as I begin packing my bags for this next hitch. Almost every nation in the Middle East is experiencing some level of historical instability. Somalia, always the deep sea mariner's first and foremost concern, has shown no change in the pace with which piracy is being committed despite increased pressure from the coalition Navy.
The deaths of four Americans on the Sailing Vessel Quest has only reinforced my opinion that the only proven defense for merchant vessels is to have better weaponry and more of it in the hands of personnel with superior marksmanship than the pirates. Until the incentives of big paydays and all the khat you can chew is met with an equal disincentive of having your skiff sunk from under you in the shark infested Indian Ocean or a life sentence in Guantanamo Bay piracy will continue unabated.
My sense of self worth, something linked closely to my job performance and reputation at work, has been somewhat bolstered by reaching one of the mile stones I set for myself a decade ago. I'm the proud owner of my first Merchant Mariner's Credential, the unimpressive and disappointing 21st century version of a USCG paper license. My own is a little more memorable as it has printed, if you can find it in size nine font under the Medical Waiver requiring that I carry a spare set of corrective lenses on board, the word "Master".
Besides my GED the State of Florida Department of Education mailed to me when I was seventeen and my college diploma this passport sized booklet is the most valuable piece of paper I have ever received. Not so much because it represents my legal ability to operate any motor or steam vessel floating on any of the world's oceans but because it is proof that I have spent no less than three years, eight months and 20 days of my life working on board vessels of one type or another.
Because I take such satisfaction from knowing the numbers I did a quick tally of my total sea time and was surprised to find that in the last seven years I have spent 1,359 total days on documented vessels. Of these sea days 192 were spent on sailing vessels up to 115 tons, the rest on unlimited tonnage ships. In addition to sea time I have also spent nearly four months of my unpaid vacation time attending mostly required training.
Thanks to my affiliation with one of the United States three unions for seafaring officers my training has been completely subsidized through employer contributions and my payment of quarterly dues. Otherwise the 72 days spent in IMO required "upgrade" training would have cost me not just precious time at home but also $29,376 including room and board. Add on the other 45 days of training attending courses like Medical PIC refresher, Vessel Security Officer, and Fast Rescue Boat Operator and the bill would total over fifty thousands dollars!
While most management level officers belong to a union, or better yet a company that will pay for this onerous training, there are some out there that have had to pay out of pocket to climb the license ladder. As for the unlimited HP engineers who haven't yet tested for their First Assistant/Chief Engineers license the days of living without the burden of upgrade courses are numbered. Rumor has it that beginning in 2012 the IMO in it's infinite wisdom will begin requiring competencies that can only be documented in the classroom and not where you'll actually use them, on your ship.
As I sit in my kitchen on one of my remaining days at home watching the snow continue to fall on this, the fifth day of spring, I chuckle at the mental anguish I know it inflicts on all the New Englanders fed up with the winter of 2011. Personally I don't mind all that much. It's going to be a hot spring where I'm headed to in a few days and not just on account of the scorching sun. Autocracies, revolutions, no-fly zones and hijackings abound so it stands to be an interesting trip. I'll do my best to keep you posted.
It feels like spring time here in northern New England. Somewhat of a relief where road ice and blocked rain gutters are concerned yet still, I weep for the waning snow and all the fun we had this year. A day of rain and a heavy snow pack is swelling all the rivers and threatening to flood the low lying areas but it's nothing compared to what Japan is going through right now.
Disasters that strike with no warning are usually the hardest to comprehend, especially when all you can do is watch youtube videos as fishing boats and mini vans are swept under bridges in torrents of rushing water. Just the other day I was almost witness to a disaster while waiting for the train at north station in Boston.
After my third and last trip to Ikea (Completely outfitting my home has taken the better part of four years) my girlfriend and I stopped in Boston to take her son to the Aquarium. After parking we all held hands and descended the stairwells to take the T into town. Her son never having been on the T before was probably a little excited and a little apprehensive to be among so many people at once.
Just as the speakers announced the approaching orange line train a commotion began a hundred feet further up the platform. As I peered over the edge and down the rail bed I could see a large man staring at the ground absolutely dazed. Turning my head in the other direction the headlights of the approaching train were all ready illuminating the rails as people began rushing towards the conductor frantically waving and screaming for her to stop the train. Without much thought involved I turned and began sprinting down the station pushing shocked and sedentary bystanders out of my way.
As I approached the group of people all ready trying to pull the guy back onto the platform I was sure the train was moments away from hitting him. With both my girl friend and I heaving on his coat the combined power of four or five complete strangers yanked three hundred pounds of dead weight up and over the yellow line as the train came to a stop 30 feet short of what could have been a grizzly scene.
Every heart was pounding as people slowly backed away from the man, now prostrate on the concrete bleeding heavily from his forehead. I was relieved to see the guy trying to stop the flow of blood with his own hand so I knew he was conscious and somewhat alert. Taking what was available from those around me I applied a wad of tissues to his laceration and told him to keep pressure on the wound.
By the time I had coaxed his first name out of him transit personnel had arrived on scene and were radioing for a paramedic. With nothing left to do but give a witness statement, of which there were plenty standing around, we boarded the train and thanked our stars that my girlfriend's son had not witnessed anything more than his mom save save a clumsy man's life.
It was such a rush to switch from bee bopping around the subway without a care in the world to screaming at the top of my lungs "For f$%#ks sake pull harder" to a group of people I had never met. The real credit goes to the conductor who managed to put the emergency break on in time to stop short of where the guy had fallen. Those trains pull in fast but they also stop just as quick.
After two of my favorite contenders for introducing a bonafide short seas shipping operation here in the USA, Coastal Connect and SeaBridge Freight, shut down there is finally some good news for people who love the idea of moving containers off interstates and onto the Marine Highway system.
American Feeder Lines is poised to begin a Boston, Portland, Halifax service returning a regular container vessel to the Port of Portland's underutilized International Marine Terminal as reported in the Press Herald.
Port of Portland Maine. Note the VLCC along side the Portland Pipeline and the anchored product tanker. Now if only there were a few roros and container ships in the mix.
While the initial service would require the chartering of a foreign flagged vessel if financing can be secured for building 10 Jones Act compliant vessels than perhaps I'll have my dream job of driving one up and down the eastern seaboard someday. It was the lack of such all important financing that dissuaded Coastal Connect from becoming a reality and SeaBridge from using the 3 million dollar marine highways grant received from MARAD as reported below by the Cargo Letter.
***The Seabridge Collapses ... as one of the most promising ventures in the infant marine highways industry went out of business in Jan. for lack of financing. Seabridge Freight was a pioneer operator that established service between Port Manatee, Fla., and Brownsville, Texas, in Dec. 2008, but ceased operations last Nov. Officials announced in Jan. they had been unable to raise enough capital to carry out the company's strategy, and now it is closed with no plans to reopen. A company official explained that an investor who had a 75% stake in the company dropped his support when other unrelated ventures went bad.Seabridge Freight operated a tug and barge on a four-day schedule between ports Manatee & Brownsville. A principal source of business was containers too heavy for highway transit. The company was doing well enough to be the beneficiary of a US$3.34M marine highways grant that the Maritime Administration awarded to ports Manatee & Brownsville. The money, slated for disbursement in March, would have paid for two additional barges to increase service frequency. www.seabridgefreight.com/contact.html
Established: July 1, 1879 Light List: Aid No. 125/J0226 Position: N 43° 09' 54", W 70° 35' 28" Nautical Chart Cape Neddick, near the entrance to York River; York, Maine Characteristic: Iso R 6s (2) [6 seconds Red alternating with 6 sec darkness] Original Optics: Fourth-order Fresnel Lens -1879 (3) Present optic: Fourth-order Fresnel Lens -1928 Elevation: 88-feet high Focal Plane Range: 13 nautical miles visible reach at sea Structure: (Daymark) 41-feet high White Conical Cast iron lined with brick Tower with Black Lantern Fog signal: One Second blast every 10 seconds First Keeper: Nathaniel Otterson Automated: July 13, 1987 Current Use: Active aid to navigation, U.S. Coast Guard Access to Optic; Owned by the Town of York since June 20, 1998