Class of 2024

Not many weeks ago, the US Merchant Marine Academy celebrated its commencement for the Class of 2024. Each year, there are around 200 graduates receiving their bachelors degrees, and an start to life as officers at sea (with a few going into the Army and Air Force). There are also a handful of masters degrees in Engineering, with one of my Class of 2015 classmates commencing again in 2024. I may not be a diploma-winning part of this pomp and circumstance, but I do feel something in common with these fresh graduates. In the past year, I earned my Chief Engineer's license. While I had done the studying and exams back in 2018, the final step- acquiring sea time as second-in-charge of the engineering department, eluded me for a while. It involved a job and lifesytle change (from office-based electrical engineer to at-sea First Assistant Engineer), as well as learning my new shipboard role in a fly. As someone else mentioned, they have books telling you how to be a new officer or a captain, but nothing for the roles in-between. There is a bit of foolish pride: a wall by the dining hall lists every graduate who became a Chief Engineer or Captain. At least it used to be there. As I analyzed previously on this blog, some classes graduated many who achieved this license, and some graduated few, depending on strong advancement opportunities in early career. My class was fortunate in this way. Literally having their name scratched on the wall, the maritime officer comes full circle from their classroom education. Other careers may require a masters degree or doctorate, but working through the ranks of shipboard positions is an indispensable part of educating those who lead onboard ships.

Industrial Resilience on the Chesapeake Bay

The ill-fated M/V Dali is pierside at Norfolk International Terminal in the Hampton Roads area, having been towed south through the Chesapeake Bay last month from Baltimore. During the accidental blockade of Baltimore’s inner harbor as a result of the Key Bridge collapse, the additional maritime traffic sent to Hampton Roads exercised, but did not overstress, the capabilities of the local maritime industry. At a Maritime Day event in May, I casually surveyed various local maritime service providers. Among those who experienced a windfall of business were harbor pilots, tug boat operators, and longshoremen. Being on the roads, I noticed the increase of terminal truck drivers and trains carrying shipping containers and coal from April to June. Coal carriers and container ships made an increase of visits to Norfolk International Terminals, driving the increase in road and rail traffic. Several Ready Reserve Fleet ships were stranded in Baltimore; their counterparts in the Hampton Roads area picked up at least one cargo mission. Two classes of ships that appear to have diverted elsewhere are cable-laying ships and car carriers (or, roll-on, roll off). Baltimore’s inner harbor had special facilities for both. Also of note is one historic ship whose maintenance schedule was altered by the blockade. SS John Brown, a museum ship normally docked in Baltimore, is now in Colonna’s drydock undergoing a periodic maintenance and repair period. Different than the usual assortment of inland vessels and small offshore craft, this vessel is a decorated piece of World War Two history. The SS John Brown was a full-fledged break-bulk cargo ship, and was built to typical dimensions of the era. To arrive in Norfolk from Baltimore, she cruised the Chesapeake Bay on her own power.