Coast Guard News

[EX-CG-GM]

OK, they should take the three of us. I wonder if my kids and your kids went to the same schools?


 

[popeye]

Maybe all I remember about there moms was that they were about 4ft tall with long black hair brown eyes and that they would love you long time just don't leave your watch or wallet laying around.

[Salba]

Ahhhhh Popeye....

I found a few Westpac widows that weren't 4 ft tall, and who had blonde or red hair who'd love you long time too?

 

Seriously, four of us now... with kids we may not know about in various ports... ouch.  Thank god we're back statesides... maybe that explains why the population bomb they were talking about in the 60s never exploded!   

Best Wishes

[vftb]

Sonny or Stan; remember the term "legal hold"    Never actually had it happen to me, but was threatened 

[EX-CG-GM]

Sonny or Stan; remember the term "legal hold"    Never actually had it happen to me, but was threatened 

Oh yeah, forgot about that threat!   

[BuoyJumper]

Air Force trains Coast Guard students in altitude chamber

4/28/2008 - LANGLEY AIR FORCE BASE, Va. (AFPN) -- Coast Guard aircrew students completed altitude-chamber training taught by the 1st Fighter Wing Airmen here April 23. The base provides training for all Coast Guard members and the instructors tailor the class specifically to them, said Master Sgt. Rodney Morris, the 1st Aerospace Medical Squadron NCO in charge of aerospace physiology.

The base provides training for all Coast Guard members and the instructors tailor the class specifically to them, said Master Sgt. Rodney Morris, the 1st Aerospace Medical Squadron NCO in charge of aerospace physiology.

The two-part training involves a classroom portion where Langley AFB instructors travel to Elizabeth City, N.C., to teach. The second portion involves the altitude-chamber and is conducted here at a later date. The Coast Guard students are usually aircrew members on C-130 Hercules aircraft and a variety of helicopters, he said.

Airman 1st Class Brendan Davis, an 1st Aerospace Medical Squadron class instructor, demonstrated the hazards of spatial disorientation to the students using a spinning device, called a Barany chair, to simulate aircraft maneuvers using centrifugal force. The chair produces disorientation similar to what pilots commonly experienced during flight maneuvers. The training assists students in recognizing their body's false indicators on positioning during aerial missions.

A large portion of the training involves the altitude chamber. Based on their aircraft types, the Coast Guard students experience a simulated altitude of 25,000 feet. The simulation induces hypoxic symptoms in a controlled environment for the students.

Hypoxia is a physical state resulting in low oxygen levels in the body. High-altitude environments ( anything above 10,000 feet ) will produce this condition because the air pressure isn't strong enough to force enough oxygen from the lung's air sacs into blood cells.

The training is a safe way to teach students how to recognize symptoms of hypoxia, and don oxygen masks, before the ultimate symptom occurs -- loss of control or consciousness, Sergeant Morris said.

Students are taught to recognize symptoms such as blurred vision, tingling sensations, dizziness, sleepiness and mental confusion.

"( The chamber ) allows students to get hypoxic in a controlled situation," Sergeant Morris said. "We have instructors there so it's completely safe."

It also allows students to witness the symptoms in other people, he said.

Airman Davis said the chamber is necessary because experiencing the symptoms makes a deeper impression as opposed to learning about them. Also, not everyone's body reacts with the same symptom of hypoxia, he said.

"If you haven't had the chamber training then you don't know what your symptoms to hypoxia are -- and that's the scary part about it," Sergeant Morris said. "Hypoxia doesn't hurt -- it actually feels good. One of the most common symptoms is euphoria; a state of well being."

He compared the feeling to having two or three alcoholic drinks.

"Unfortunately, it's a significant downfall after that," he said. "After the state of feeling good, you'll get mental confusion, dizziness, and eventually you won't be able to do your job."

The biggest danger comes from not being able to recognize the symptoms, he said.

The 1st FW holds classes for the Coast Guard about every other month, Sergeant Morris said, with many of the students experiencing the altitude chamber for the first time.

Coast Guard Airman Andrew Wood, an aviation maintenance technician student, said the overall training was very helpful. His training with the Air Force has been his best experience in a joint environment, he said, after training with two other services.

Original Article

[sparky]

Those guys in the picture are either suffering from hypoxia or a hangover.

[BuoyJumper]

Environmentalists sue Coast Guard and Fed Agency
as virus aims at Lake Superior's fish

By PAM LOUWAGIE, Star Tribune
Last update: April 30, 2008 - 10:47 PM

For several years, an ebola-like virus that is deadly to fish has been spreading in the Great Lakes. With the virus perched on Lake Superior's door, environmental groups are taking aim at federal agencies that they claim have the power to stop it.

The groups have sued the Coast Guard and the Department of Agriculture's Animal and Plant Health Inspection Service, among others. At issue are the transportation of fish that could carry the virus or other diseases, and the water that ships discharge, such as ballast water. Commercial vessels often take on ballast water for stability, then dump it before loading cargo or fuel when they reach port.

Federal agencies already have regulations to prevent the uptake and discharge of ballast water from infected areas and prevent fish transportation from infected areas, according to the lawsuit. Filed by the Save Lake Superior Association, the Izaak Walton League of Duluth and Minnesota and Wisconsin chapters of Trout Unlimited, the suit seeks an injunction to make the agencies enforce those regulations.

"Going to court is not something that any of the groups involved here does lightly ... we have tried everything else," said the Izaak Walton League's Curt Leitz at a news conference Wednesday in St. Paul. "The epidemic has risen to the level of a federal emergency."

Federal agencies wouldn't comment on pending litigation. Coast Guard Environmental Protection Specialist Richard Everett pointed out that areas of concern need to be defined with boundaries before the Coast Guard can act.

"Who's going to declare these areas? What's the rationale that's going to be used?" Everett asked. "We're not a biological resources agency, so we don't have the expertise to go out and evaluate fishery diseases ... and make independent determinations," he said. The boundaries would have to change frequently because organisms move and circumstances change, he added.

A U.S. Department of Agriculture spokeswoman said the department is not responsible for ballast water regulations. However, it has instituted new orders about transporting certain fish from infected areas in Canada.

The suit, filed Tuesday in U.S. District Court in Minneapolis, follows a long list of actions that environmental groups and state governments have taken to prevent the spread of the fish virus and other invasive species.

The Ninth Circuit U.S. Court of Appeals is considering a district judge's ruling against the U.S. Environmental Protection Agency, which exempted ballast water from regulations.

The Minnesota Center for Environmental Advocacy sued the state Pollution Control Agency over a similar exemption and won in Ramsey County District Court.

Last week, the U.S. House of Representatives passed legislation for implementing ballast water treatment plans on oceangoing vessels.

While the groups filing suit say there are concerns about various invasive species, the suit focuses on viral hemorrhagic septicemia (VHS) because the threat is imminent.

The virus appeared in Lake St. Clair, which connects lakes Huron and Erie, in 2003. It is now in all Great Lakes except Superior. It causes infected fish to hemorrhage and die of organ failure. More than 5 billion gallons of water from other places was dumped into Duluth Superior Harbor in 2005.

A U.S. Department of Agriculture spokeswoman said the department is not responsible for ballast water regulations. However, it has instituted new orders about transporting certain fish from infected areas in Canada.

The suit, filed Tuesday in U.S. District Court in Minneapolis, follows a long list of actions that environmental groups and state governments have taken to prevent the spread of the fish virus and other invasive species.

The Ninth Circuit U.S. Court of Appeals is considering a district judge's ruling against the U.S. Environmental Protection Agency, which exempted ballast water from regulations.

The Minnesota Center for Environmental Advocacy sued the state Pollution Control Agency over a similar exemption and won in Ramsey County District Court.

Last week, the U.S. House of Representatives passed legislation for implementing ballast water treatment plans on oceangoing vessels.

While the groups filing suit say there are concerns about various invasive species, the suit focuses on viral hemorrhagic septicemia (VHS) because the threat is imminent.

The virus appeared in Lake St. Clair, which connects lakes Huron and Erie, in 2003. It is now in all Great Lakes except Superior. It causes infected fish to hemorrhage and die of organ failure.

Original Article

[BuoyJumper]

Federal agencies wouldn't comment on pending litigation. Coast Guard Environmental Protection Specialist Richard Everett pointed out that areas of concern need to be defined with boundaries before the Coast Guard can act.

"Who's going to declare these areas? What's the rationale that's going to be used?" Everett asked. "We're not a biological resources agency, so we don't have the expertise to go out and evaluate fishery diseases ... and make independent determinations," he said. The boundaries would have to change frequently because organisms move and circumstances change, he added.

   Even if this pending legislation passes, what more is CG-LE going to be asked to do and how will they do it? 

[EX-CG-GM]

This one is absolutely nuts.  Makes about as much sese as making the Navy responsible for it.  Seems to me this belongs under either the EPA or the Dep't of the Interior, maybe some other agency, but certainly not  the CG.  Friggin' politicians just don't get it!   

[mike220]

Friggin' politicians just don't get it!   

Unfortunately, that's never stopped them before, and won't in the future. Oh well, not they've got to actually live with their decisions. 

[BuoyJumper]

Press-Telegram
                     LONG BEACH, CA

On the waterfront:

U.S. not ready for port attacks
By Kristopher Hanson, Staff columnist
Article Launched: 01/14/2008 09:28:44 PM PST

A new federal study claims the U.S. Coast Guard remains unprepared to adequately protect oil tankers and other fuel ships from terrorist attacks in the nation's harbors.

The report by the U.S. Government Accountability Office says Coast Guard personnel are stretched too thin in many ports to protect increasing numbers of ships importing crude oil, jet fuel and liquefied natural gas.

Researchers, who examined security at dozens of domestic and international seaports, said more protective measures are needed.



"Port facilities are inherently vulnerable, because they must provide access by land and sea and because they are sprawling installations, often close to population centers," the report states.

"Likewise, the ships that transport (fuel) products are vulnerable because they travel on direct routes that are known in advance and, for part of their journey, they may have to travel through waters that do not allow them to maneuver away from possible attacks. Since so many different players are involved, terrorists have room to probe the supply chain for the weakest link."

In the ports of Long Beach and Los Angeles, which together handle large volumes of crude-oil shipments from Alaska, Mexico, Iraq and Saudi Arabia, the Coast Guard maintains a base responsible for maritime security throughout Southern California.

The report studied security efforts at specific ports, but redacted those assessments in the interest of national security.

Still, officials said many Coast Guard posts remain unprepared.

"Coast Guard records document that at some ports, a lack of resources has hindered some Coast Guard units from meeting their self-imposed requirements for security activities, such as escorts and boardings," authors note.

The report is likely to raise more questions about a proposed $800-million LNG terminal in the Port of Long Beach, which Sound Energy Solutions, a Mitsubishi/ConocoPhillips subsidiary, wants to build on 25 acres of Pier T.

The proposal was shelved by port officials in early 2007 following a wave of protest from community groups and elected leaders concerned the facility would be a magnet for terrorists.

LNG, if released into the air and ignited at a very precise air-gas mixture, is capable of exploding, although the risk of such an incident is minute.

But with U.S. imports of crude oil and LNG expected to grow respectively by 4 percent and 400 percent in the next seven years, federal officials are warning that security needs to be a top priority.

"The supply chain faces three main types of threats - suicide attacks such as explosive-laden boats, `standoff' attacks with weapons launched from a distance, and armed assaults. "Attacks could also have environmental consequences, and attacks that disrupt the supply chain could have a severe economic impact."

To read the full 115-page report, visit www.gao.gov.

Original Article

[BuoyJumper]

Coast Guard Cutter Diligence Departs Today
For Eight Week Patrol In Florida Straits


 
WILMINGTON, NC -- "We sent my husband and her Dad off today."

It was that time again on Sunday morning, when the US Coast Guard Cutter Diligence set off to sea. Left behind were family and friends who dread saying goodbye every few months.

Amanda Morisseau's husband and Nina's Dad was on the ship.

"Its going to be tough this time, because she is starting to realize it." Julie king is a mother of three, and her husband Shannon also left on the ship. Her husband is off to the Florida Straits until the end of June, but it still hurts when he leaves.

It doesn't really get any easier, but we respect his job and we deal with it the best we can. And it's not only family and friends who miss their loved ones when they are off at sea. The city of Wilmington looks a little different without the ship, because it usually docks right here. When it turned around and left, all you saw was open water. Just looked a little bit different, and a lot quieter.

Stephanie Gordon is in town for a wedding this weekend, and staying at a hotel across from the ship. She heard the horn go off at 10 a.m. and watched the families bid farewell. But as the crew settled in, and everyone said their goodbyes and hugged, it was sad watching the whole boat turn around and the families stay and drift off slowly one by one, waving to the guys on board.

In another eight weeks, the ship will be back home on the river, and the crew members will be back home with their families.

[BuoyJumper]

The Washington Times

Scrapped vessels haunt Coast Guard
By Jen Haberkorn
May 6, 2008

Eight ships that were supposed to be the government's latest, best weapon for stopping terrorists, illegal immigrants and smugglers now float unused in a U.S. Coast Guard shipyard in Baltimore, the symbol of a nearly $100 million taxpayer debacle.  Instead of patrolling, the ships were deemed unfit for the high seas after just a couple of months of use and eventually will be dismantled without ever fulfilling their promise.


U.S. Coast Guard cutters sit unused at the shipyard in Baltimore after the costly Deepwater
project encountered problems with extensions and cracked hulls. Commandant Adm. Thad
Allen said problems were too numerous to repair when the vessels were decommissioned
in 2006. (Katie Falkenberg/The Washington Times)

The Coast Guard hopes to finally put the problems with its much maligned "Deepwater" program behind it, taking ownership this month of a brand new 418-foot national security cutter that was built from scratch after contractors bungled the modernization of the earlier eight ships.

Commissioning of the USCGC Bertholf will be the next major step in a 25-year, $24 billion project to extend the Coast Guard's reach further than ever before beyond U.S. shores. Taxpayers, however, won't see much benefit until the Bertholf is tested and cleared for duty over the next couple of years.

Integrated Coast Guard Systems (ICGS), the contracting group that is finishing testing of the $641 million Bertholf, insists the ship is performing well in sea trials and should be free of the problems that doomed the earlier vessels.

The Bertholf also has received high marks from the U.S. Navy Board of Inspection and Survey. The board described the ship — the flagship of the first new class of cutters in 25 years — as "a unique and very capable platform with great potential for future service" in the Coast Guard.

Inspectors found fewer problems with the Bertholf than is typical with a first-of-class ship, according to ICGS, which is made up of Lockheed Martin Corp. and Northrop Grumman Corp.

Spokeswoman Megan Mitchell noted that the new cutter has a totally different design from the eight 123-foot cutters that developed cracks after their upgrades and are now tied up at the Coast Guard's Baltimore yard waiting to be dismantled.

The troubled Deepwater program began in the 1990s, when the Coast Guard sought a modernization project for its aging fleet of ships to improve its capacity to operate more than 50 miles offshore.

The idea was to issue one contract to manage the entire replacement over a 25-year period, rather than replacing the fleet one product at a time.
ICGS was awarded the contract, which eventually will include 91 ships, 124 boats, 195 aircraft, management equipment and logistics.

The first major Deepwater project encountered problems after ICGS spent nearly $100 million to attach 13-foot ramps to the backs of 110-foot cutters to allow small boats to launch into the water quickly to chase suspicious watercraft.

ICGS learned that cracks developed in the hull when the USCGC Matagorda was fleeing Hurricane Ivan off the coast of Florida in 2004. When the Coast Guard decommissioned the vessels in November 2006, Commandant Adm. Thad Allen said the problems were too numerous to repair.

Adm. Allen said the ships were pulled out of service "to ensure the continued safety of our crews as we assess additional structural damage recently discovered aboard this class of cutter." He said the contractor knowingly installed equipment that failed to meet specific environmental requirements outlined in the costly Deepwater contract.

The Coast Guard cited cracking on the deck, deformation of the hull and problems with shaft alignment, and abandoned plans to overhaul all 49 of its 110-foot cutters. In 2005, the eight ships already converted were prohibited from operating in seas deeper than eight feet.

The ships then were moved out of the way in the Baltimore yard.  In several reports, the Government Accountability Office (GAO) criticized oversight of the construction process and said the Coast Guard had to maintain more decision-making authority. In March 2004, the GAO said the Coast Guard's assessment of ICGS's performance "lacked rigor."

Adm. Allen told a Senate committee last year that the failure of the 123s was unacceptable and that he established a group to determine responsibility.

The ICGS said it is investigating the failures. Ms. Mitchell declined to talk about specifics, including the Coast Guard's role in the ICGS investigation.

The Coast Guard requested reimbursement from the ICGS last May and confirmed last week that it is working with "other federal agencies investigating the contractor's failure to deliver 123-foot cutters meeting the requirements," a spokeswoman said.

The Justice Department declined to say whether it is investigating.

Congress also is trying to resolve the issue. Last week, the House overwhelmingly passed the Coast Guard's reauthorization bill. Supporters say it contains safeguards to prevent the mismanagement and lack of oversight that led to the problems with the 123s. The measure would prohibit the Coast Guard from naming a contractor the "lead systems integrator," a chief decision-making role.

President Bush has threatened to veto the bill because of a provision requiring the Coast Guard to enforce security around liquefied natural gas terminals. The Senate is expected to take up its version after the Memorial Day recess.

"The Coast Guard Authorization Act gets the Deepwater program back on course," said Rep. Bennie Thompson, Mississippi Democrat and chairman of the House Committee on Homeland Security. "As someone who cares about the Coast Guard, it has been disturbing to see the mismanagement of this program."

It likely will take years to determine the root of the problem, said one congressional aide, because both sides are trying to "muddy the waters" of information.  "It's going to be very hard to find a definitive answer on what happened with the 123s," the aide said, adding that there are no signs the new cutter has the same problem as the 123s.

Original Article

What are your thoughts on the failed 110 lengthening program ... SOUND OFF.

[Salba]

Sonny or Stan; remember the term "legal hold"    Never actually had it happen to me, but was threatened 

Oh yeah, forgot about that threat!   

Yeppers, I remember it well.  After I came back from P.I., one of the old P.I. hands ran across me and laughed his ass off... supposedly (can't verify)... a week after I departed and inquiry was made to the command about a possible legal hold due to a claim of possible paternity...

Don't know if it's true... but the girl I dated for very short time, was madder than hell when she found out I was marrying another Filipina and it weren't her... so I guess it could have been a spite thing!