The Foghorn
Newsletter of the Maritimes Division of the
Company of Master Mariners of Canada
Master: Captain Chris Connor ([email protected])
December 2014
As I reflect on the issues that are affecting
mariners, in Canada and worldwide, I wonder
how we can improve on the plights of those
forced to live and work in substandard
conditions in all jurisdictions including Canada.
Please don’t forget to let the Secretary, Capt. Jim
Reddy, know whether you will be attending the
CMMC Christmas Dinner on December 10th at
the Royal Nova Scotia Yacht Squadron. This
annual dinner is open to spouses and guests so
please include your total number in your RSVP
to [email protected] or by phone
902-462—3089.
Here in Canada we have visiting crews that are
neglected by their ship's owners due to
bankruptcies of companies in foreign countries.
We have warnings from various organizations
that search and rescue resources in the
Mediterranean will be reduced in an attempt to
deal with asylum seekers. There are ships crews
being denied shore leave, effectively quarantined
on their vessels for 21 days because of the
nationalities of some of their crews and most
shocking of all, we observe government
prosecutors seeking death penalties and life
imprisonment for the master and officers after a
marine casualty in an effort to deflect criticism
of their government and rescue organizations.
In the New Year, I hope to increase our efforts to
raise our small voice in support of improving the
situation these mariners find themselves in.
From the Master
Capt. Chris Connor
Again, I wish everyone Happy Holidays!
First, let me wish all of you a very Merry
Christmas and a Happy New Year!
Unfortunately, I will be unable to do so in person
at our Christmas Dinner scheduled for 10
December; I am currently overseas and will only
return home to Canada late in the afternoon of
the 24th.
I hope all members enjoy the nautical ambiance
that exists at the RNSYS during the Christmas
dinner. The RNSYS recently earned the coveted
Club of the Year Award by the Canadian Society
of Club Managers for their significant
innovation, leadership and social responsibility
in the private club industry in Canada. It is a
privilege to have access to this private club for
our dinner meetings.
Captain G. O. Baugh Memorial Fund
Recipients 2014
The Company of Master Mariners set up two
methods of providing scholarships, bursaries and
financial assistance to persons interested in furthering
their education in Canada, in marine navigation and
technology.
The most recent is the CMMC
Foundation, established in 2003. However, the
“Baugh Fund” began in 1979 with a bequest in the
Will of Mrs. Jean Baugh, the first secretary of the
Company of Master Mariners of Canada, and the
widow of Captain G.O.Baugh, who was one of the
founding members, and a past National Master. The
2014 winners are Tim Westmorland and Matthew
Henri
Maritimes Division, Company of Master Mariners of Canada,
PO Box 315, Man P.O., Dartmouth, NS, B2Y 3Y5
pg. 1
The Foghorn
Remembrance Day 2014
Wonders of the Arctic centers on our ongoing
mission to explore and come to terms with the
Arctic, and the compelling stories of our many
forays into this captivating place will be
interwoven to create a unifying message about
the state of the Arctic today. Underlying all
these tales is the crucial role that ice plays in the
northern environment and the changes that are
quickly overtaking the people and animals who
have adapted to this land of ice and snow
Wonders of the Arctic 3D is presented by
Fednav, with major funding provided by
Raglan Mine – A Glencore Company, and the
Northern Ontario Heritage Fund Corporation.
Financial assistance in support of Science
North’s 30th anniversary year is provided by
the Ontario Cultural Attractions Fund, a
program of the Government of Ontario through
the Ministry of Tourism, Culture and Sport,
administered by the Ontario Cultural
Attractions Fund Corporation.”
As a result of the tragedy in Ottawa,
Remembrance Day took on a increased special
meaning this year.
At the Point Pleasant
ceremony, Captain Angus MacDonald (l) and
Captain Rick Gates (r), National Master,
presented the Maritimes Division wreath.
- See the video at:
http://www.canadiansailings.ca/?page_id
=9211
IMO Adopts Polar Code
Wonders of the Arctic
The following is from Sept 29th edition of
Canadian Sailings:
“The Arctic has always been a place of mystery,
myth and fascination. The Inuit and their
predecessors adapted and thrived for thousands
of years in what is arguably the harshest
environment on earth. Today, the Arctic is the
focus of intense research. Instead of seeking to
conquer the north, scientist pioneers are
searching for answers to some troubling
questions about the impacts of human activities
around the world on this fragile and largely
uninhabited frontier.
During the 9th session, in November of this year,
IMO adopted the mandatory Code for Ships
Operating in Polar Waters. The Polar Code
cover
design,
construction,
equipment,
operational, training, search and rescue, and
enveironmental protection matters relevant ot
ships opering in waters surround the two poles.
The code also requires that ships operating in
polar areas apply for a Polar Ship Certificate.
This signifies that the ship is designed for
operation in polar waters under varying
conditions. It also requires ships to carry a Polar
Water Operation Manual to provide guidance to
personnel in decision-making.
Maritimes Division, Company of Master Mariners of Canada,
PO Box 315, Man P.O., Dartmouth, NS, B2Y 3Y5
pg. 2
The Foghorn
Changes to the ISM Code – Vessel
Manning requirements – Relief for the
Master?
Beginning in the new year, the amended
paragraph 6.2 of the ISM Code will read: “The
Company should ensure that each ship is:
manned with qualified, certificated, and
medically fit seafarers in accordance with
national and international requirements; and,
appropriately manned in order to encompass
all aspects of maintaining safe operations on
board.” Flag state will now have more control of
what is considered to be Safe Manning Levels
and more onus will be placed on companies to
ensure assessment of requirements and
reassessment under changing conditions is
undertaken and acted upon.
This should
address some issues raised by Masters regarding
fatigue and paper burden.
News clipping from Montreal
Captain Ivan Lantz, Montreal Division and
National Secretary, has been doing a wonderful
job of providing daily news to CMMC. It’s nice
to have a source of information which includes
primarily Canadian content. Please don’t
hesitate to pass anything of interest on to him at:
[email protected]
CMMC’s Revised Statement of Purpose
Following on our compliance with the new
requirements of Not-for-profit groups, CMMC
has taken the opportunity to up-date our
Statement of Purpose which now reads as
follows:
-level mariners
in Canada with a representative central body;
international groups in matters concerning the
safety, operation and regulation of ships and
their crews;
To organize conventions and seminars for the
discussion and consideration of topics of interest
to members and mariners;
cooperation
between
the
commercial,
government, and military fleets in Canada.
CMMC Website
www.mastermariners.ca
You might have noticed recently that “The
Company” website is not current. We had
contracted to have a major overhaul done of the
site and, partway through the contract, the
developer changed full time jobs and the project
has been side-tracked temporarily. The National
Executive is working to resolve this issue and it
is forecast to have the up-date completed early in
the New Year.
Do You Have Articles or Stories?
Maasmond Maritime and Capt. Ivan Lantz do a
great job of bringing us information about
international and national shipping issues so
they don’t need to be repeated in “The Foghorn”.
What I would like to see is information about
our members, articles pertinent to our Division,
and stories about your experiences at sea, in
management, research, or new developments
which you become aware of. If you have an
“opinion piece”, I’d be happy to publish it.
honourable standard of ability and professional
conduct among mariners;
mentoring programs for seafarers and cadets;
Maritimes Division, Company of Master Mariners of Canada,
PO Box 315, Man P.O., Dartmouth, NS, B2Y 3Y5
pg. 3
The Foghorn
Halifax Mission to Seafarers
Editors’ Opinion
Capt. Jim Calvesbert
Does Canada Need a “Jones Act”?
The “Merchant Marine Act of 1920”, introduced
by Senator Wesley Jones, hence the nickname
“The Jones Act”, is a United States federal
statute that provides for the promotion and
maintenance of the American merchant marine.
I think that when we usually discuss “The Jones
Act”, we are usually speaking of only Section 27
of the Act which deals specifically with cabotage
which requires that all U.S. coastal shipping
requires that the transportation of goods
between U.S. ports be done on U.S. flagged ships
which are built in the U.S., owned by U.S.
citizens, and crewed by American personnel.
Our Master, Capt. Chris Connor, previously
mentioned that loneliness, danger and
separation from loved ones are just some of the
challenges that seafarers face every day.
The Halifax Mission to Seafarers is a Canadian
non-profit charity. As part of a worldwide
network of Anglican sponsored Missions, the
Halifax Mission offers seafarers help and
support when their ships arrive in port. It
provides a warm welcome where seafarers can
relax away from their ships, get local
information, find help with problems, share in
worship, and phone or email their loved ones.
The annual Shoebox Campaign is in full swing
which enables the Mission to make Christmas
Gift deliveries to every seafarer who visits the
Port of Halifax. Content suggestions include:
HAT, SCARF, GLOVES OR MITTS, SOCKS,
WRAPPED HARD CANDY (NO CHOCOLATES),
SOAP,
TOOTHPASTE,
TOOTHBRUSH,
SHAMPOO, SHAVING CREAM, RAZORS,
DEODORANT AND LYPSYL, PLAYING CARDS,
MEMENTO OF NS, PEI OR CANADA.There
should be no liquor, sharp objects or flammables
enclosed.
Contributions can be dropped off at the Mission
or contact Capt. Jack Gallagher for more
information - [email protected]
The full purpose of “The Jones Act” is to provide
support to national defence in time of national
need, and the development of all domestic and
some foreign (import and export) shipping
capability.
This capability is not only to be
owned by, but is also to be under the control of
American citizens at all times. In conjunction
with this, shipbuilding and repair facilities are
also included.
In English history, a series of laws, under the
British Navigation Acts, were designed to restrict
England’s carrying trade to English ships, and
were effective chiefly in the 17th and 18th
centuries. The measures, originally framed to
encourage the development of English shipping
so that adequate auxiliary vessels would be
available in wartime, became a form of trade
protectionism during an era of mercantilism.
The defense justification for protection of
domestic shipping dates at least as far back as
the first treatise on national economic policy
written in 1776. In the Wealth of Nations, Adam
Smith argued against the mercantile trade
policies of his era in favor of free trade or laissez
faire. However, when it came to domestic
shipping, Smith believed this industry was a
logical exception to free trade. He supported
England's navigation laws: "The defense of Great
Britain depends very much upon the number of
its sailors and shipping. The act of navigation,
therefore, very properly endeavors to give the
sailors and shipping of Great Britain the
monopoly of the trade of their own country."
Maritimes Division, Company of Master Mariners of Canada,
PO Box 315, Man P.O., Dartmouth, NS, B2Y 3Y5
pg. 4
The Foghorn
Although English tonnage and trade increased
steadily from the late 17th century, critics of the
navigation system argue that this would have
occurred in any case and that the policy forced
up freight prices, thus ultimately making English
manufactured goods less competitive. At first,
colonial merchants benefited from an assured
market, but the tightening of the laws in 1764
contributed to the unrest leading to the rebellion
of
England’s
American
colonies;
their
achievement of independence made the first
serious breach in the navigation system, and
from then on exceptions were increasingly made.
Enumeration was abandoned in 1822, and the
navigation laws were finally repealed in 1849
and 1854.
The Jones Act is highly controversial because
there are definite winners and losers. Critics
claim that the Jones Act raises shipping costs,
thereby making U.S. farmers and manufacturers
less competitive. Jones Act supporters claim that
the Act is needed to foster a domestic
shipbuilding base that is vital for national
security. Shipbuilding, in a 2013 report, was
shown as a strongly growing industry
contributing in a large way to the GDP. On the
other hand, the cost of building a ship in the U.S.
was 3-4 times the cost of a similar ship built in
Asia.
Where is Canada in this discussion?
Our
shipbuilding has diminished to near extinction;
we don’t have any commercial vessels that can
support national defense when needed;
commercial vessel registration, other than the
Great Lakes fleet, is minimal; cabotage
exemptions appear to be granted on a regular
basis; and, ship inspection is slowly being
removed from government hands. Seaspan is
building two of its new ferries, for B.C. service,
in Turkey rather than in their own shipyards.
K.C. Irving, in a dispute with taxation and
registration, moved his fleet flag to Bermuda;
Canadian National Steamships, and the historic
Lady Boats, went under in 1952.
If Canadians are not going to become dependent
upon foreign shipyards, foreign officers and
sailors, and foreign shipping, we need to do
something dramatic and immediate to address
these issues!
CHRISTMAS DINNER ON BOARD SHIP
From What You Always Wanted To Know About
Naval Tradition (ButWere Afraid To Ask)
Captain (Navy) Robert (Bob) Allen
http://www.nsnoa.ca/Naval_Tradition_by_Capt_Navy_Bob_Allan.pdf
Strangely, a pagan custom has been stolen to
assist in the most Christian of celebrations.
Ancient Romans would exchange clothes and
duties on important feast days to reinforce the
hierarchy of society by highlighting the position
and responsibilities of each of its members.
Today, in deference to everyone’s desire to be
home on the holiday, our celebration occurs on a
convenient day prior to 25 December.
Traditionally, the Commanding Officer gives up
his tunic to the youngest member of the ship’s
company, who becomes CO for the day. Actually,
the timing has to be watched, or the novelty can
quickly wear thin. Letting the lad or lass act as
CO for a few hours will certainly suffice, and
excesses must be guarded against. A token
“rounds” of a few mess decks will add mirth to
the occasion, but an extended inspection will
become burdensome. The hands will then enjoy
a proper Christmas dinner served to them by
their officers and Chiefs.
While the junior sailor becomes CO for several
hours, the reciprocal ceremony is not a good
idea, for reasons both practical and legal; the CO
does not, and should not, be treated as the most
junior sailor. In practice, wise COs lend support
to the meal service, and then make themselves
scarce.
F.W.E. for this edition.
Comments and Contributions to
[email protected]
Maritimes Division, Company of Master Mariners of Canada,
PO Box 315, Man P.O., Dartmouth, NS, B2Y 3Y5
pg. 5