The 

Aids to Navigation Bulletin 

National Aids to Navigation School Spring/Summer 2010
National Aids to Navigation School 

US Coast Guard Training Center, Yorktown, Virginia 

ATON systems of the United States and its territories 

are established, operated, and maintained by the Coast 

Guard to assist mariners in locating their position and to 

warn of nearby dangers and obstructions. This is done 

for the benefit of commercial vessels, recreational boaters, and to support the operations of the Armed Forces. 

Title 14 of the US Code makes this a responsibility of 

the Coast Guard. 

The Bulletin is published to support the individuals and 

units involved in providing a reliable ATON system for 

the mariner. The Bulletin seeks to meet the following 

objectives: 

• To provide a means of circulating job skill information among ATON technicians, 

• To increase the professionalism and knowledge of 

all ATON personnel, 

• To act as a channel for information flow amidst the 

ATON servicing units, Sector Office staffs, District 

Office staffs, Headquarters staffs, and units, and 

• To publish articles and photographs about people, 

units, or events which may be of general interest to 

the ATON community. 

To satisfy these objectives, it’s necessary for all who 

read the Bulletin to take an active part in determining its 

contents. If you have found a “better way” or performed 

a unique evolution, share it with other people in the 

ATON field. Submissions are welcome in any form. 

Articles and images may be submitted electronically to 

the editor via email at tracy.m.speelhoffer@uscg.mil or 

mailed to: 

ATON Bulletin Editor (tnaton) 

US Coast Guard Training Center Yorktown 

1 USCG Training Center 

Yorktown, VA 23690 

Electronic submissions are preferred. Please keep photographs in original electronic form, and send them as 

separate files; do not imbed or copy them into word 

documents. 

The articles contained herein are non-directive and nonrecord material. They are published for informational 

purposes only. 

Special permission for reproduction, either in whole or 

in part, with the exception of copyrighted articles or 

artwork, is not required as long as credit is given to the 

Bulletin and the article’s author. 

School Telephone Numbers 

(757) 856-XXXX 

General Information...................... 2139

School Chief ................................. 2143

LT S. Kingsley, Asst School Chief .. 2509

LT T. Speelhoffer, Operations.......2350 

CWO S. Sawyer, Tech Advisor/ 

Buoy Deck Training Team..........2145

BMCM B. Williams, Minor Aids . 2066

EMCS K. Wiehrs, Major Aids ...... 2795 

Fax .............................................. 2326 

After Hours Technical Support Hotline 

(757) 449-3681 

Editor: LT Tracy Speelhoffer 

School Home Page: 

www.uscg.mil/tcyorktown/ops/naton/index.shtm 

Deadlines for Articles: 

Summer 2010 - 30 August 

Summer 2010 - Phonebook 

Fall 2010 - 15 October 

Winter 2011 - 15 January 

Volume 37, Number 2 

 

On the Cover: Photos from USCGC 

OAK’s (WLB 211) recovery efforts 

following the earthquake in Port au 

Prince, Haiti. Details on page 2. 

 
The ATON Bulletin Volume 37, Number 2 

1 

IN THIS ISSUE . . . 

On the Cover............................2 

News Clips................................3 

Positioning...............................32 

Good Times.............................36 

USCGC OAK (WLB 211) alongside USNS COMFORT off of Port au Prince, Haiti 

Photo by PA3 Brandyn Hill 
The ATON Bulletin Volume 37, Number 2 

2 

USCGC OAK Plays Major Role in Haiti Relief Efforts 

by ENS Jason Radcliffe, USCGC OAK (WLB 211) 

Note from the Editor: The photos on the cover of this issue were provided by ENS Jason 

Radcliffe of Coast Guard Cutter OAK. Most photos were taken by PA3 Brandyn Hill. 

The following is a brief synopsis of OAK’s recovery efforts in Haiti. Look for a more detailed article in the next issue! 

On Tuesday January 12th, 2010 a 7.0 magnitude earthquake crippled Haiti’s capital city of Port 

au Prince; proving to be the most destructive natural disaster in the country’s recent history. 

Devastation to local infrastructure rendered hundreds of thousands of people dead, injured, or 

homeless. 

The following day, OAK rapidly mobilized and departed Charleston in a matter of hours; while 

steaming south, tons of supplies were coordinated for pickup along the way. The first stop on 

Thursday January 14th was in Jacksonville, Florida for ATON supplies. OAK continued south 

and arrived in Miami, Florida on Friday January 15th, on loading 62,880 bottles of clean drinking water donated by the Pepsi Cola Company, as well as medical and humanitarian aid supplies. 

OAK cautiously anchored in Port au Prince Harbor the evening of Sunday January 17th. At daybreak the following morning, OAK became the first military vessel to moor in Port au Prince 

using the only remaining portion of the collapsed south main APN terminal pier. The first task 

was slow and challenging; the tons of offloaded water could only be distributed by small trucks 

making multiple trips. 

Well trained and knowledgeable crewmembers comprised OAK’s medical response team and 

every bit of training came in handy as they rushed to the makeshift triage and treatment area at 

Killick, the Haitian Coast Guard base. Multitudes of suffering earthquake victims were treated 

on the spot while the most critical were medevaced by small boat or helicopter to awaiting surgical teams onboard nearby ships or local hospitals. 

OAK and the Port Au Prince Pilot’s Association collaborated to establish new buoys to ensure 

the harbor was properly marked. OAK verified locations and serviced the harbor’s existing 

buoys to ensure the safest waterway environment possible. 

In addition to servicing and establishing ATON, providing relief supplies, and enhancing the 

medical response efforts, OAK hosted the U.S. Coast Guard Maritime Transportation System 

Recovery Unit (MTSRU) onboard and provided Vessel Traffic Service (VTS) for the port. 

Once OAK’s nearly month-long initial response and support work was complete, the ship and 

her crew left Port au Prince in the capable hands of the MTSRU and multi-agency multinational task forces. 

ON THE COVER 
The ATON Bulletin Volume 37, Number 2 

3 

NEWS CLIPS 

From the Editor 

by LT Tracy Speelhoffer, NATON School 

Hello everybody! It’s nice to be circulated around the ATON community once again. First off, 

let me apologize for the erratic nature of the Bulletin lately—we’ve had some issues with the 

company that was publishing it. Specifically, it came to our attention that most of you didn’t 

receive your 2010 ATON Calendar, which really upset me considering that making the calendar 

is pretty much the highlight of my year. I really apologize for this; once again, it was an issue 

at the publisher and we are working to get it resolved. Hopefully we can still send them to you, 

albeit six months late. It’s really unfortunate that this happened because we got a lot of 

GREAT photos from the fleet this year—thanks so much for your submissions! Please continue to send me your photos and articles; they really make the Bulletin what it is. 

If you haven’t checked it out, the Bulletin is also available online, as it has been for a long time, 

at this link: http://www.uscg.mil/tcyorktown/Ops/NATON/bulletin.asp 

What you may not know is that you can sign up to be e-mailed when the latest Bulletin has been 

posted online. You can sign up for notifications by clicking on the “Subscribe Now!” button at 

the above link. This is a good opportunity to see the Bulletin as soon as it’s ready instead of 

waiting for the print version! 

I hope you liked the cover of this issue—thanks to ENS Jason Radcliffe of OAK for sending me 

those great shots during their response to the earthquake in Haiti. And yes, it has been that long 

since I started writing this issue of the Bulletin! I know we were proud to see OAK representing the Coast Guard and the ATON mission in particular during such a crisis. It looked like a 

crazy trip, but it also looked like their help was critical in getting other ships into the port. 

In other news, it is an eventful transfer season here at NATON. We are in the process of saying 

goodbye to many of our staff and welcoming their replacements. Those who have either already transferred or are scheduled to transfer are: LCDR Brian Huff (CGC WALNUT), CWO 

Colin Langeslay (CGC BERTHOLF), ETC Noel Stakes (retirement), BMC Jason Wyglendowski (RFO, Sector Columbia River), BMC Kristin Epperson (CGC HOLLYHOCK), BM1 

John Bagley (ANT Fort Lauderdale), and EM1 Carlos Negron (CGC BERNARD C. WEBBER). We will miss all of our shipmates and wish them the best of luck! We’re also looking 

forward to the arrival of all of our new members, and are prepared to indoctrinate them into all 

things NATONIA! Our inbound shipmates are: LT Mark Crysler, School Chief; LTJG Nick 

Monacelli, Operations Section; BMC Ronald Johnson and BMC David Hansen, Buoy Deck 

Training Team, BMC Kenneth Roberts and BM1 Stephen Leadbetter, Minor Aids; ETC Wesley 

Richie, Major Aids; and YN2 Edward Ramos. 

Well, that’s all from me for now. Thanks for your continued support of the Bulletin, and I hope 

you’re all enjoying your transfer season. Good luck to those of you who are just arriving at 

ATON units, and to those of you departing ATON units, good luck getting back to ATON! 
The ATON Bulletin Volume 37, Number 2 

4 

NEWS CLIPS 

The Buoy Deck Supervisor Course—Have You Heard? 

by BM1 Stacy Thomas, NATON School 

It has been about a year since the National Aids to Navigation School 

launched its exportable Buoy Deck 

Supervisor course. That said, we here 

at the Buoy Deck Training Team 

want to make sure everybody is 

aware of this excellent training opportunity. 

The course is five days long, and is 

held onboard a host cutter. The host 

cutter can be any WLB or WLM in 

the fleet. It is a busy five days, as students will learn the intricacies of wire 

rope inspections, the use and inspection of rigging hardware and slings, 

inspection of deck equipment, safety, conducting deck evolutions and much, much more. Besides classroom instruction, you will have the opportunity to get ‘hands-on’ and apply both an 

epoxy poured spelter socket and a fiege fitting to wire rope, wield an oxy-fuel torch to cut steel, 

and conduct a buoy deck evolution. 

The requirements to attend are that you must be a Warrant Officer, Chief Petty Officer, or Petty 

Officer assigned to an Aids to Navigation unit, with six months experience and a deck rigger 

qualification. The course is geared towards the WLB, WLM, and WLBB platforms, but personnel at other buoy tenders or 

ANT’s are encouraged to submit 

ETR’s as well. 

The course is held four times a year. 

Please check TQC’s website for 

course convening information. In 

addition to students, we are always 

looking for cutters to host the 

course. If your unit is interested in 

hosting, please let us know! Hope to 

see you there! 
The ATON Bulletin Volume 37, Number 2 

5 

ANT Hampton Roads Receives Kimball Award 

by BMCS Anthony Sciullo, ANT Hampton Roads 

On Friday January 08, 2010 Rear Admiral Wayne 

E. Justice presented the crew of ANT Hampton 

Roads with the Sumner T. Kimball Readiness 

Award. 

The award recognizes excellence in crew proficiency, boat and personal protective equipment 

condition and compliance with established training documentation requirements as well as essential readiness components. ANT Hampton Roads 

received an overall readiness score of 48 out of 50 

possible standardization and readiness assessment 

points. 

Congratulations, ANT Hampton Roads! 

NEWS CLIPS 
The ATON Bulletin Volume 37, Number 2 

6 

NEWS CLIPS 

USCGC VISE Plays a Major Role in Tampa Bay Project 

by CWO Mike Popelars, USCGC VISE (WLIC 75305) 

USCGC VISE recently completed installation of a 5-pile tower off the entrance of Tampa Bay 

shipping channel for the Tampa Bay Physical Oceanographic Real-Time System (TB-PORTS). 

This structure replaced an earlier one that was destroyed by an allision with an unknown vessel. 

The structure supports electronic instruments that measure wind speed/direction, visibility 

(fog), waves, and currents. Measurements from this site and from others around the bay are 

transmitted to shore by radio every six minutes and are provided to the maritime community via 

the internet (http://ompl.marine.usf.edu/PORTS/) and by an automated telephone response system (1-866-TB-PORTS). 

TB-PORTS is an information acquisition and dissemination technology developed by the National Oceanic and Atmospheric Administration (NOAA) and National Ocean Service (NOS) in 

order to increase navigational safety by providing more accurate wind, water level, and current 

data for Tampa Bay. A not-for-profit organization, TB-PORTS is funded by local and state 

agencies and supported through a cooperative agreement with technical assistance from NOS. 

Through a cooperative agreement between TB-PORTS and the University of South Florida, 

PORTS is located in USF’s College of Marine Science. TB-PORTS integrates real-time current, water level, 

temperature, wave, 

visibility, and wind 

measurements collected every six 

minutes at multiple 

locations in Tampa 

Bay. Because the 

bay’s tides and 

currents are influenced strongly by 

nontidal forces 

such as winds and 

river flow, TBPORTS provides 

important real-time 

information to both 

recreational boaters and professional pilots navigating in Tampa 

Bay. TB-PORTS 

has been in conThe newly constructed tower 
The ATON Bulletin Volume 37, Number 2 

7 

tinuous operation since 1992. Statistics on ship groundings in US harbors show that the number 

of groundings has decreased by 60% since TB-PORTS became operational. TB-PORTS was 

the first of its kind in the US. There are now 20 PORTS installations in the US (http://

tidesandcurrents.noaa.gov/ports.html). 

In addition to improving the safety and efficiency of navigation within Tampa Bay, TB-PORTS 

also provides oceanographic and meteorological data to aid rapid response to hazardous material spills. In this capacity, TB-PORTS is an initial responder to hazardous spills as part of 

Tampa Bay’s Contingency Plan for Oil and Hazardous Substance Pollution Response and participates in USCG MSU oil spill drills for Tampa Bay. TB-PORTS also assists in search-andrescue missions and with environmental management of the bay. 

PORTS data are archived at NOS and at USF and represent a significant source of oceanographic and meteorological information for Tampa Bay. The archive, which is within the public domain, contains PORTS data from June 1992 through the present and can be accessed via 

the Internet. The PORTS internet site (http://ompl.marine.usf.edu/PORTS) contains additional 

information about PORTS and its associated facilities and projects.

NEWS CLIPS 

A great shot of the mighty VISE herself 
The ATON Bulletin Volume 37, Number 2 

8 

NEWS CLIPS 

USCGC KUKUI’s Dry Dock Experience 

by LTJG Matthew A. Romano, USCGC KUKUI (WLB 203) 

On Thanksgiving Day, while most Americans 

were home enjoying turkey, football, a cold beer, 

and a late-afternoon nap, USCGC KUKUI was 

making its trans-Pacific journey to homeport after 

a five-month dry dock availability in San Francisco, CA. KUKUI’s original dry dock availability was slated for $1.65M and 69 days of maintenance, but due to significant growth and extension, resulted in $5.4M and 161 days away from 

homeport. Although KUKUI’s crew was away 

from homeport for such an extended period of 

time, they truly made the most of the dry docking 

experience, utilizing all available resources to conduct significant ship’s force projects, participate in 

numerous local community service and morale events throughout California and receive vital 

training from local Coast Guard units. 

In June of 2009, KUKUI and her crew of 49 departed Honolulu on the 2,200 mile trip to San 

Francisco, beginning the 161-day effort to complete vital maintenance to the cutter and restore 

her operational readiness to patrol the Pacific. This maintenance involved over 130 contracted 

work items, as well as 30 projects completed by the stern tube. Major maintenance completed 

included removal and re-alignment of the cutter’s shaft, repairs to the shaft seal, renewal of corroded hull plating, overhaul of all weight-handling equipment, including the main buoy handling crane, and preservation of the underwater body, freeboard, superstructure and decks. During the arduous period, crewmembers lived aboard the ship, frequently working long shifts and 

providing 24/7 oversight of contract work, even during weekends and holidays; all without the 

slightest sense of pessimism or discontent. 

Although KUKUI’s dry dock availability 

experienced substantial growth and extension, many lessons learned and improvement areas were highlighted and will serve 

as an excellent case study for all future 225 

dry dock availabilities and maintenance 

periods. The primary factor for availability 

growth and extension was that KUKUI’s 

scheduled 2006 dry dock was deferred 

three years past the standard four-year cycle. Failure to properly implement the condition-based maintenance program/

prototype, combined with the significant 

KUKUI arriving at dry dock, in need of some attention 

KUKUI post-dry dock, looking good as new 
The ATON Bulletin Volume 37, Number 2 

9 

deferred maintenance, resulted in increased 

unscheduled maintenance, loss of operational 

capabilities, increased remediation costs, and 

an increased burden on ship’s force. Condition

-Based Dry Docking (CBD) is a potentially 

valid and efficient way to maximize value of 

maintenance funding in a budget-constrained 

environment. In order for it to be effective, 

however, Surface Forces Logistics Center’s 

Ice Breaker, Buoy and Construction Tender 

should apply CBD across the entire cutter 

class or product line (to recognize economies 

of scale), and the process must be followed as 

designed, to include a decision board, regarding necessary maintenance actions. The process will only work if the organization is willing to 

commit to the entire process, including carrying out required maintenance when drivers indicate 

it is necessary. Non-dry dock critical work should be regularly scheduled outside of dry dock to 

allow sufficient funding and time to focus on unique work required when the ship is out of the 

water. Conducting non-dry dock critical work creates interferences and delays to dry dockrelated work, adding significant and costly time in dry dock. In KUKUI’s case, the overhaul of 

the ship’s weight-handling hydraulic equipment, particularly the main buoy handling crane, was 

the detrimental factor creating considerable delays and costly growth. 

While in San Francisco, members of KUKUI’s crew fully integrated themselves with the San 

Francisco and Northern California community. Crewmembers participated in three major community service events: clean-up of San Francisco area beaches, volunteer work at the San Francisco Zoo, and service at the San Francisco Food Bank. Additionally, crew members participated in over a dozen local activities, including half marathons, concerts, tours and numerous 

other local events. These activities provided a valuable outlet away from the daily grind of dry 

dock. 

KUKUI’s presence in dry dock attracted much 

attention throughout the Coast Guard, receiving 

visits from the District 14 Commander, Pacific 

Area Deputy Commander, USCG Chief of 

Staff, and the Speaker of the House. 

At the conclusion of dry dock, KUKUI wasted 

no time returning to Coast Guard operations. On 

the first day of her journey home, while passing 

beneath the Golden Gate Bridge, KUKUI received a distress call from a disabled vessel in 

danger of grounding on rocks in heavy seas and 

immediately responded. All in a day’s work for 

the crew of KUKUI. 

NEWS CLIPS 

KUKUI passing under the Golden Gate Bridge on her way home 

KUKUI’s crew poses under a newly renovated cutter 
The ATON Bulletin Volume 37, Number 2 

10 

Locating Submerged, Neutrally Buoyant Sabik Buoys in 

Port Moller, AK: Sonar is the Key 

by LTJG Daniel Seymour and LTJG Jared Cherni, USCGC HICKORY (WLB 212) 

If you’ve ever tried finding a submerged buoy you know how difficult it can be, but imagine if 

the buoy wasn’t resting on the bottom but was neutrally buoyant, floating somewhere in the water column. Last fall, HICKORY traveled to Port Moller in southern Bristol Bay to locate six 

submerged, neutrally buoyant, Sabik ice spar buoys and remove them from service, and HICKORY’s sonar was the key. 

In the fall of 2008, HICKORY replaced 

six of the eight 2NR and 2CR seasonal 

buoys in Port Moller with “year round” 

prototype Sabik SVV-500 ice spars. The 

buoys developed by the Finnish company Sabik are designed to survive in 

heavy seasonal ice due to several characteristics. The 28-foot long buoys are constructed with polyethylene plastic hulls 

filled with polystyrene foam, a design 

Sabik advertises capable of withstanding 

static ice pressure, extended submersion 

below an icepack, and the vibrations of 

grinding ice. At the top, like an eraser 

on a 20-inch diameter pencil, sits a waterproof LED lantern. A massive alkaline 

battery capable of powering the lantern 

continuously for five years acts as ballast at the base of the buoy. A tilt switch turns the lantern 

off when ice pushes the buoy over. Inlaid retro, internal radar reflectors, and a three inch diameter lifting tube for use with synthetic slings are additional attributes the manufacturer boasts 

alongside its 30-year history of weathering ice on the Baltic Sea. 

Port Moller is on the north side of the Alaskan Peninsula, opening to Bristol Bay about 240 

miles northeast of Dutch Harbor. The waterway experiences 3-knot tidal currents as the 11-foot 

tidal range empties or fills the roughly 185 square miles of its bays and channels four times 

each day. Strong winds sweeping off the Bering Sea pound the entrance from the northwest 

and ice packs into it beginning as early as mid-November. However, once within the entrance 

there is a great deal of shelter to be found for vessels transiting Bristol Bay and the Bering in 

the waning days of fall before freeze-up. 

NEWS CLIPS 

A Sabik ice spar when first commissioned 
The ATON Bulletin Volume 37, Number 2 

11 

NEWS CLIPS 

Port Moller was a prime candidate to try out the Finnish year-round ice spars. For years, Alaskan buoy tenders had to journey over 800 nautical miles from homeports in Homer or Kodiak to 

visit it both in the spring for commissioning and then again in the fall for decommissioning. 

Furthermore, the Kuskokwim, another waterway 250 miles to the north, demanded seasonal attention as well; however, there the buoys are decommissioned nearly a month earlier than the 

Port Moller buoys in the fall, and a month later in the spring due to the greater concentrations of 

ice at the higher latitude. Effectively marking both waterways for maximum usage by the mariner meant burning colossal buoy tender resource hours. With nine feet of freeboard providing 

nominal and radar ranges of four nautical miles year-round, the ice spars seemed like a good 

solution to the seasonal dilemma. All indications pointed towards fair winds and following seas 

for the new buoys when they were set in fall 2008. 

In May 2009, HICKORY returned to Port Moller to observe how the buoys had survived the 

icy winter. At first, a couple of the buoys appeared to be missing and the ones that remained 

appeared to be riding low in the water with only two or three feet of freeboard. At slack tide the 

missing buoys resurfaced but began sinking again as soon as the additional force of the current 

began pushing on them. All six Sabik buoys were picked up and examined. All six were found 

water-logged and with significant hull cracking in and around the lifting tube. Two of the buoy 

lanterns still functioned but the others had been penetrated by water. Without enough replacement buoys on hand or even in inventory at homeport, HICKORY’s best option was to leave 

the water-logged ice spars in place until the fall decommissioning trip. When HICKORY returned in October, marking the one year anniversary of the prototype buoys, the aids’ buoyancy 

had deteriorated further. Two of the buoys were found permanently submerged regardless of 

the tidal and current states; three buoys were submerged most of the time but resurfaced with 

about one foot of freeboard during slack current; and one lone buoy maintained at least a few 

inches of freeboard at all states of tide. 

In order to recover the failed Sabik buoys, HICKORY devised a safe and special way to hook 

each buoy through the lifting tube and haul them aboard. Using a lifting pennant with a standard buoy reeving device was not an option, even if the buoys were floating at their designed 

waterline, because neither could fit 

through the lifting tube that passed 

through the entire buoy. In the 

spring, a special Sabik reeving device was used, which was both flexible enough to deform but stiff 

enough to support and guide an endless sling through the lifting tube 

like a big coat hanger. However, in 

the fall with even further diminished 

buoyancy, the lifting tubes were too 

far beneath the buoy deck sill to 

safely reach. To overcome this ob- A failed lifting tube on a Sabik ice spar 
The ATON Bulletin Volume 37, Number 2 

12 

NEWS CLIPS 

stacle, HICKORY launched the UTL small boat to aid with the mission. The boat crew located 

the buoys during periods of slack current and a crewmember reeved endless slings and tethered 

orange fender floats to the buoys, allowing them to be located even when submerged at other 

stages of tide. This technique allowed HICKORY to approach all but two of the buoys so that a 

deck rigger could snag the sling with a boat hook and then transfer it to the crane for lifting. 

Recovery of the four partially floating ice spars was difficult because the buoys moved erratically in the swift current, perhaps due to instability as a result of being water-logged. They 

would move approximately ten feet, rapidly swirling side to side as well as submerging and resurfacing repeatedly in a matter of seconds. Comparatively, a 2CR in the same conditions 

would only deviate by a few feet from its location at max excursion. Once the lifting sling 

could be fetched up with a boat hook and transferred to the crane whip, vertical control of the 

unstable buoy was gained. As the buoy was pulled out of the water, a second sling rigged to a 

cross-deck and passed back through itself to choke around the buoy body was used to establish 

horizontal control. After the four buoys prepped by the small boat were recovered, attention 

turned to finding the two missing hulls. 

Both of HICKORY’s small boats had made exhaustive sweeps of the assigned positions (AP) of 

both aids during slack water at low tide with no hint of a buoy sighting. Due to the polystyrene 

buoy filling, HICKORY believed that the hulls were not completely sunk but instead neutrally 

buoyant and suspended in the middle of the water column. A traditional grapnel drag was too 

risky. The uncertainty of depth and location of the buoys and mooring chain posed a major 

threat to fouling the cutter’s propeller during a grapnel drag. 

HICKORY turned to one of its highly technical but seldom used tools, the side scan sonar, to 

unlock the problem of determining the submerged buoys’ locations. Port Moller’s muddy bottom had proven to be good holding ground for the four recovered buoys’ concrete sinkers. Assuming that the two missing buoys were also holding on station, HICKORY began by predicting the location of the buoy based on AP, the direction of chain excursion due to current, and 

the mooring length. Then HICKORY slowly approached this estimated position continuously 

pinging the water column with sonar until the buoy hull was detected. The difficult part was 

interpreting the sonar picture and fine tuning the controls to achieve meaningful information. 

Luckily, LTJG Seymour had spent time learning the finer details of the side scan sonar’s operation and had devised sonar interpretation tables prior to the Port Moller trip. The tables were 

created by looking at the underwater portion of the pier pilings at HICKORY’s home berth 

where the distance away from the sonar sensor and depths were already known. Once a submerged object was found by systematically adjusting the tilt angle of the sonar head, the tables 

enabled HICKORY’s sonar operator to determine the object’s depth in the water column and 

the distance from the ship. 

 
The ATON Bulletin Volume 37, Number 2 

13 

Depth and distance to the submerged buoy 

hull were key data points to recovery with a 

modified grapnel drag. HICKORY maneuvered so that AP was near the bow and the 

sonar-pinpointed buoy hull was parallel to 

the ship and even with the cutter’s pilot 

house. Then the grapnel hook was rigged to 

three shots of half-inch chain with the bitter 

end linked to a cross deck. The grapnel was 

transferred to the small boat, which drove 

approximately 50 yards away from the cutter at 060 degrees relative. On the ship’s 

command, the small boat released the grapnel with the intent of it sinking to the bottom and laying its attached chain across the 

submerged buoy’s mooring chain. The slack was then taken by the cross deck winch until the 

grapnel fetched up on the mooring and was drug up along the buoy deck sill. The inhaul winch 

was then hooked into the section of mooring chain leading to the sinker, which allowed additional mooring chain to be pulled onto the deck and then secured in the hydraulic chain stopper. 

The section of mooring chain leading to the buoy was hooked into with a second cross deck and 

hauled across the deck until it could be secured with a pelican hook located on the opposite side 

of the buoy deck. If necessary, the cross deck could then be moved back to the sill to get another pick of the mooring chain and drag the buoy up onto the deck. 

HICKORY demonstrated a true team effort employing a key piece of technology and some 

really creative rigging solutions to clean up a test of buoy technology that failed to meet the 

“Alaska Tough” standard.

NEWS CLIPS 

A Sabik ice spar being recovered in Port Moller 

HICKORY’s buoy deck team celebrating mission complete 
The ATON Bulletin Volume 37, Number 2 

14 

NEWS CLIPS 

International Relations: Buoy Tender Style 

by ENS Lelea Littlefield, USCGC SYCAMORE (WLB 209) 

The “trip of a lifetime” is what 

many of SYCAMORE's crew use to 

describe our 46-day trip across the 

Pacific Ocean from our small 

homeport of Cordova, Alaska to 

Vladivostok, Russia. 

In late August, SYCAMORE departed the comfort of our home in 

Prince William Sound and headed 

Southwest in support of a conference being held in Asia about international cooperation in the Arctic. 

While VADM Breckenridge and 

RADM Colvin were traveling to 

numerous Russian cities, SYCAMORE and her crew crossed the 

Pacific preparing for an uncommon mission for a buoy tender: international relations. 

The deep waters and strong storms of the North Pacific proved to be quite the opposite of the 

sheltered waters of Prince William Sound, but SYCAMORE's crew made it through the 40-foot 

seas and 48 degree rolls unharmed and with some highly trained sea legs. Eventually we began 

to approach Japanese waters and enjoyed watching the barometer and sea temperature rise. The 

crew was even lucky enough to enjoy a swim call, a rare treat for a 

cutter based in Alaska. 

SYCAMORE first moored in Yokosuka, Japan in early September, 

where the crew enjoyed some time 

at the US Navy base in preparation 

for the upcoming visit to Vladivostok. Between loading stores and 

refueling, the crew managed to enjoy some R&R on a Navy base considerably larger than our entire 

homeport. 

SYCAMORE makes its way through the unforgiving waters of the 

North Pacific 

SYCAMORE moored up with its international counterparts 
The ATON Bulletin Volume 37, Number 2 

15 

After a short transit up the eastern 

coast of Japan, SYCAMORE crossed 

the Sea of Japan and made the approach through Russian waters to 

Vladivostok, the homeport of the Russian Pacific Fleet. While in Vladivostok, SYCAMORE’s crew was invited to visit the Pacific Fleet’s museum, as well as other monuments in 

the city which were only recently 

opened to foreign visitors. During the 

three-day visit, SYCAMORE offered 

tours to Russian Border Guard members (the U.S. Coast Guard’s equivalent), local and national media, and the 

public. SYCAMORE also participated 

in a soccer game against the Border Guard team, managing to lose the game by only seven 

goals—pretty impressive considering the last time they played a U.S. cutter’s soccer team, the 

final score was zero to 15. On the final night of our short stay in Russia, SYCAMORE hosted a 

reception for U.S. and Russian dignitaries. 

After the very successful visit, SYCAMORE traveled down the western coast of Japan and 

through the Kanmon Strait to dodge a typhoon. Eventually we returned to Yokosuka to refuel 

and restock for the return trip. Our second port call in Yokosuka coincided with the Fall Grand 

Sumo Tournament. Many crewmembers made the one hour trip to Tokyo to attend the tournament and explore the Japanese capital. 

After encountering another handful of storms, SYCAMORE arrived on the Aleutian island of 

Adak, where the crew successfully hunted caribou and explored the abandoned Navy base. The 

crew worked two buoys in Adak’s Kuluk Bay, and then SYCAMORE headed out to work a series of NOAA buoys around the Aleutians. While transiting towards the first of the buoys, the 

late September weather took a turn for the worse as two low pressure systems converged. 

SYCAMORE had to abandon the NOAA mission due to the unsafe working conditions, and 

made a run for the Sound as the weather continued to deteriorate. 

SYCAMORE entered the familiar Montague Strait in early October and returned to Cordova on 

October 12th to flashing headlights, honking horns, and a huge “welcome home” sign that the 

spouses had lovingly put together. Over the 46 days SYCAMORE spent away from home, 44 

pollywogs were inducted into the Realm of the Golden Dragon, many crewmembers visited 

Asia for the first time, and SYCAMORE had the amazing opportunity to proudly represent the 

U.S. Coast Guard and support our organization’s international relations efforts. 

NEWS CLIPS 

The SYCAMORE and Russian soccer teams pose for a photo after 

the match 
The ATON Bulletin Volume 37, Number 2 

16 

WAMS in Alaska’s Frontier 

by LT Maureen Johnson, LTJG Kelly Hansen, and BM1 Robert McCormick, District 17 

The Waterway Analysis and Management System—whether on a buoy tender or at a Sector or 

District Waterways Management office, you have probably taken part in (or at least heard of) a 

WAMS study. District Seventeen has 74 different WAMS study areas; conducting these surveys is exceptionally challenging as the study areas span Alaska’s 6,640 miles of coastline (not 

including islands), or more than three times the entire length of the East Coast’s coastline. We 

often cannot rely on regular means of obtaining user input, such as Local Notice to Mariners 

entries or press releases, as many waterway users in the remote Arctic region would not be 

reached by those methods. In 2009, it was decided that in addition to yearly buoy tender patrols, personal visits by LTJG Hansen and BM1 McCormick to several villages would provide 

the opportunity to truly determine what the aids to navigation needs and navigational concerns 

are for the waterway users in the Arctic. The visits enlightened us on both current navigation 

practices and the realities of life and survival in the harshest environment in the United States. 

 

In the quest to light the waterways of a region that experiences several months of darkness 

(even batteries freeze here!), LTJG Hansen and BM1 McCormick spent two days in Kaktovik 

on Alaska’s North Slope. After long flights on both a regular jet and a tiny prop plane, they arrived in Kaktovik, a small Inupiat village of approximately 300 people in the Alaska National 

Wildlife Refuge (ANWR) just 60 miles from the Canadian border. Geared up and excited, they 

set out to survey the local waterway from shore but were promptly stopped dead in their tracks 

by three words—“polar bear watch.” Employing careful risk mitigation decision-making as 

Coasties to the core, they set to interviewing every customer and employee from the safety of 

four walls; the education was extensive. 

The village of Kaktovik has and 

will continue to adapt with the climate. The summer of 2009 was 

the second year with no summer 

sea ice near shore, resulting in increased vessel traffic despite the 

rougher sea conditions. Notable 

increases in sea level and no ice to 

tame the waves contributed to accelerated erosion rates. This necessitated urgent planning for the 

relocation of Kaktovik’s airport to 

the middle of Barter Island due to 

the autumn flooding of the runway. Erosion control projects 

have been undertaken in the past to 

NEWS CLIPS 

LTJG Kelly Hansen gets input from the local users of one of the waterways in the remote Arctic region 
The ATON Bulletin Volume 37, Number 2 

17 

NEWS CLIPS 

prevent large sections of the village’s 

40-foot high oceanfront bluff from 

collapsing due to wave action; all 

have failed. While climate change is 

a topic of discussion around the 

world, villages such as Kaktovik are 

feeling the impacts of it first-hand. 

After the polar bears moved on, it 

was time to see the coastline. Again, 

Kaktovik did not disappoint; documenting an uncharted shipwreck 

would be the first order of business 

upon return to Juneau. In fact, the 

nautical charts in most of western and 

northern Alaska (with a few exceptions) are outdated and incomplete. 

In many places, printed soundings are based on leadline data from the late 1800’s and early 

1900’s, that is, if there are any soundings at all. At least twice per year, the village receives 

barge deliveries of fuel and cargo. Cruise ships and recreational extreme tourist vessels have 

been making transits through the region with increasing frequency as the summer sea ice retreats. While inaccurate charts are certainly worrisome for maritime visitors to the area, they 

are not a concern to the local boaters. Residents of these villages have an intuitive connection 

to their environment and a highly accurate local knowledge of the waterways. The hazards are 

great for outsiders, however, and multiple hazards to navigation were identified to add as chart 

corrections upon the team’s return home. Limited SAR capability and scarcity of fuel, supplies, 

and medical care in the region make preventing a boating accident even more critical, as any 

significant emergency has the potential to overwhelm the capabilities of the village to respond. 

Our own Coast Guard response resources, primarily based out of Air Station Kodiak, are many 

hours away even in the best of circumstances. Nonetheless, the people of Kaktovik were excited and yet slightly apprehensive about the Coast Guard; excited that our interest and concern 

has extended to the far north but apprehensive that rules and regulations incompatible with their 

way of life would soon follow. 

Kaktovik was not the only village we visited on our expedition; we also experienced Prudhoe 

Bay, Barrow, Point Hope, Kivalina, Kotzebue, Nome, and Bethel. Upon returning to Juneau 

and the District Seventeen Waterways Management Office, we were faced with numerous new 

challenges as we began to analyze the information we had gathered. Establishing a new light at 

Point Hope has been discussed for some time, and the need for an aid was validated by the residents of Point Hope during our team’s visit. In addition to typical maritime navigation uses, a 

fixed light would also provide land navigation assistance to residents who operate snowmachines during the winter darkness. 

BM1 Robert McCormick works to ensure he gets all the relevant 

info into his latest WAMS 
The ATON Bulletin Volume 37, Number 2 

18 

NEWS CLIPS 

Building a tower in the Arctic region presents unique 

construction difficulties. 

Typical tower structures can 

conduct heat into the ground, 

causing the permafrost under 

the aid to melt over time. 

This can lead to instability, 

leaning, and eventual destruction of the aid. The lack 

of daylight and extremely 

cold temperatures in the winter make solar calculations 

and battery selection extremely problematic. Recent 

advancements in LED technology have improved our 

lighting equipment’s efficiency enough to make them a viable option for year-round operation 

despite months of total darkness. Additionally, as many areas may have significant historical or 

cultural value, we must have any potential building site surveyed by an archeologist to ensure 

there are no artifacts present. We are also challenged by the sheer distances that operating in 

this region involves; all equipment will likely be flown to Kotzebue and sling-loaded by CG 

helicopter to the remote site. 

We will face similar challenges for every aid that we establish in this remote and harsh environment. We will continue to test our equipment and refine our processes as we expand our aid 

constellation in the Arctic. Outreach and communication with local mariners will continue to 

be essential in order for us to remain connected with our northernmost customers’ navigational 

needs. Villages were universally concerned about the shifting climate, increasing outside interest in the region and what it may mean for their future while rapidly adapting to the immediate 

problems facing them today. Our greatest accomplishment was developing relationships with 

expert local mariners. Knowledge gleaned from them will undoubtedly pay dividends as we 

continue to engage in the Arctic region.

“Polar Bear Watch!” 
The ATON Bulletin Volume 37, Number 2 

19 

Deception Pass 

by BMCS Richard Keefauver, ANT Puget Sound, WA 

Deception Pass. The name alone demands respect. The narrow, turbulent channel connects 

Saratoga Passage Bay with the straits of Juan De Fuca. Heavy weather blows from the west 

directly into the entrance where Light “1” is located on a cliff some 60’ above the water line. 

Swift currents in excess of 9 knots, coupled with tides that range from +10 feet to -2 feet, make 

transiting the area challenging, and ATON operations very interesting. Deception Pass has various 

paths and trails that campers and local transients find 

alluring, and the bright green dayboards have been 

targets for vandalism. Last spring, after a discrepancy response visit and finding more vandalism, the 

ANT called in the experts at the Tongue Point facility to design a new aid that would be less appealing 

to vandals. Doug Cameron and his crew designed an 

aid that looks more like a booth that Superman 

would change inside of. As an added bonus, the tops 

were made with extremely sharp edges, ensuring that 

anyone who attempted to climb it would be most 

likely leaving more DNA than damage. 

 

This winter after construction, and hours of reconnaissance by Petty Officer Joshua Reeve, the 

ANT launched out of Deception Pass to rebuild Light “1.” Break-in Coxswain Petty Officer 

Derek Day made some stellar approaches to the sheer rock face and offloaded a crew and 

around 600 pounds of cargo, including; a generator, a gas powered chop saw, new lighting gear, 

and a wide range of other ATON supplies. The boat then rendezvoused with an HH60 Jayhawk 

from Air Station Astoria in a nearby parking lot, and the ANT crew assisted in the hoist ops. 

From there, the new aid was flown to the location of Light “1,” and ANT’s DC2 Jared Waring 

stood by to set the aid into the existing foundation. He and his crew reset the aid and left Light 

“1” watching properly high above the treacherous waters of Deception Pass. 

 

This new aid assures the future crews of ANT 

Puget Sound they will have a greater servicing interval, and less to worry about when dealing with 

this challenging aid. This also serves as an example of the ingenuity, hard work and collaboration 

involved in the finest mission in the Coast Guard—

Aids to Navigation. 

NEWS CLIPS 

Preparing to hoist the new aid 

Setting the new aid down in the location of Light 1 
The ATON Bulletin Volume 37, Number 2 

20 

NEWS CLIPS 

USCGC ELM Conducts Recovery of Beached Buoy

by ENS James Hollifield, USCGC ELM (WLB 204) 

Although the crew of CGC 

ELM often operates just a 

stone’s throw away from shoal 

water and other dangers while 

servicing buoys, it is rare to 

recover buoys from the beach. 

On Tuesday, January 26, 2010, 

ELM faced up to the Delaware 

shoreline 1 nautical mile north 

of Indian River in an attempt to 

recover Brigantine Inlet Wreck 

Lighted Buoy WR2, an aid 

normally stationed forty miles 

to the north that went adrift 

following a nor’easter. 

The buoy recovery was initially attempted with shoreside personnel and the cutter’s small 

boats. With the help of Coast Guard Station Indian River and Delaware Department of Natural 

Resources, a front-end loader pushed the 8X26 into the surf line. ELM’s surface swimmer 

brought a towline from one of the small boats and it was hooked to the buoy. It became apparent the small boat was not 

powerful enough for the job, 

and the cutter commenced an 

approach on the buoy, using 

the other small boat as a guide 

for soundings along the route 

toward the beach. A 15 knot 

breeze from the west compensated for an along-shore current, allowing the ship to approach on a heading roughly 

perpendicular to the beach. 

Once the small boat had connected a line from ELM to the 

towline already connected to 

the buoy, a precisely controlled 

strain was taken on the tow 

line by using the DPS system 

offsets. Slowly the buoy was 

The buoy is pushed to the surf line by a front-end loader to make it easier to 

tow 

ELM’s small boats conduct soundings and prepare the buoy to be towed 
The ATON Bulletin Volume 37, Number 2 

21 

NEWS CLIPS 

pulled through the surf and out to sea where it and both small boats were recovered. 

Lessons learned from this evolution will come in handy...ELM has two other buoys on beaches 

that will require a repeat of this performance. 

The deck force watches from the bow as the buoy is towed off the beach 

A view of the towline from ELM’s bow 
The ATON Bulletin Volume 37, Number 2 

22 

NEWS CLIPS 

Carolina Beach Sea Buoy Removal 

By FN John R. Creighton, USCGC BAYBERRY (WLI 65400) 

During the month of January 

2010, a 12,100 pound 8x26 LWR 

broke free of its mooring and 

washed ashore on Carolina Beach, 

North Carolina. Removal of the 

aid was achieved through a joint 

effort between CGC ELM (WLB 

204), the unit with primary responsibility for the buoy, and 

CGC BAYBERRY (WLI 65400). 

The ELM is homeported at CG 

Sector North Carolina, Atlantic 

Beach, North Carolina. The BAYBERRY is homeported at CG Station Oak Island, Caswell Beach, 

North Carolina. The BAYBERRY serves as a secondary 

unit for the ELM. 

The sea buoy had become an issue of concern for the residents of Carolina Beach. Some considered the 26-foot aid an eyesore. Safety had also become a concern. Local children had discovered the buoy and took pleasure in playing on and around the aid. The buoy sat on the beach 

for upwards of two months as the ELM had spent most of January and February conducting LE 

missions off the coast of New England. 

Plans were made between the two units to remove the aid on March 10, 2010. The beached aid 

garnered much media attention. Two local news crews were on hand for the evolution. The 

BAYBERRY crew arrived on scene shortly after 1300 and began prepping the buoy for removal. As soon as the crew arrived, many residents came down to the beach to observe the progress. Bridles were removed by hand. Chain was cut to remove the swivel. During the buoy 

prep the ELM deployed two small boats, ELM1 and ELM2. They took soundings of the area 

approximately 300 feet from the shoreline. Once the area was deemed safe for the evolution, the 

225-foot CGC ELM maneuvered within 600 feet of shore. ELM2 positioned itself and fired a 

shoulder line throwing gun onto the beach. ELM then passed a towline to ELM1, which was 

attached to the heaving line on ELM2. The crew of the BAYBERRY subsequently heaved the 

towline onto the beach. The crew rigged the line to a split-key shackle on the buoy’s tower, secured the area, and notified the ELM she was free to commence towing operations. The ELM 

pulled the towline to a heavy strain. The aid slowly tilted upright and came about, splashing 

into the ocean. The buoy showed no signs of flooding as it smoothly made its way into the waThe crew of BAYBERRY makes the buoy ready for towing 
The ATON Bulletin Volume 37, Number 2 

23 

ter. The mission was deemed a 

success by all who observed and 

took part in the evolution. 

Great coordination and teamwork was displayed between the 

two units. 

BMC Christopher Groom, OIC 

CGC BAYBERRY, and 

BOSN2 Ryan Taylor of the 

ELM were in contact via radio 

for the duration of the evolution, 

ensuring the safety of all members involved. 

The BAYBERRY is a unique 

ATON unit. The cutter, built in 

1954, is a 65-foot WLI, but also has a 26-foot TANB and an 18-foot shallow water skiff. BAYBERRY’s AOR stretches from Bogue Sound to Little River, and has primary responsibility for 

534 aids to navigation. This is the highest number of aids for any cutter in the Coast Guard with 

the exception of the District 9 WLR class river tenders. Both the BAYBERRY and the ELM 

appreciate the concern and patience of the residents of Carolina Beach. 

NEWS CLIPS 

The crew of BAYBERRY complete preps before ELM tows the buoy 

ELM tows the buoy safely back into water 
The ATON Bulletin Volume 37, Number 2 

24 

USCGC TACKLE Breaks Out Vessels in Need 

photos contributed by BMC Jesse Deery, USCGC TACKLE (WYTL 65604) 

Below are photographs of USCGC TACKLE (WYTL 65604) conducting a recent direct icebreaking assist for the tug Alton A. II on the Penobscot River. Alton A. II was halted by the ice 

on their way to Bangor, ME to meet their barge. TACKLE broke a path and escorted both the 

tug and barge out of the river the following week. Thanks very much to TACKLE’s OIC, BMC 

Jesse Deery, for submitting these great shots! 

NEWS CLIPS 
The ATON Bulletin Volume 37, Number 2 

25 

NEWS CLIPS 
The ATON Bulletin Volume 37, Number 2 

26 

Programming Covers for Carmanah Lanterns 

by Jon Grasson, CG-432A 

Prompted by local Coast Guard units, a company in Rhode Island has designed and is marketing a novel cover for use with Carmanah self-contained LED lanterns. As you know, to successfully program the lantern it must be transitioned from day to night or vice-versa. Once transitioned from a well lit room or outside to night by fitting the cover over the lantern, a Velcro 

flap is opened, allowing you to program the lantern via the remote control. 

There are currently two sizes; small for the 701 and 701-5 lanterns, and large for the 702, 702-

5, and 704-5. They are designing a cover for the 708 which will be even larger. Current pricing is $65 for the small and $68 for the large. They do take credit card orders. Covers are 

available from: 

Fit ‘N’ Stitch, Inc 

3666 Quaker Lane 

North Kingstown, RI 02852 

401-294-3492 

NEWS CLIPS 
The ATON Bulletin Volume 37, Number 2 

27 

Nail Down that Retro 

by CWO4 Scott Dawes, CG-432 

Ever since ionomer foam buoys have been used by the Coast Guard, there have been difficulties 

with retro reflective tape adhering to the buoy’s surface. While the surface of a foam buoy is 

relatively smooth, minor inconsistencies and fluctuations in the foam caused by temperature are 

enough to make retro application a recurring problem. Over the years, numerous types of reflective tape and adhesives from several different companies have been tried. None have quite 

held up to the rigors of buoy life. 

The Gilman Corporation (the sole provider of 

foam buoys to the Coast Guard since 1979) has 

fought this battle tooth and now nail. For the past 

few years, the company has been using aluminum 

roofing nails to hold down the corners of retro 

panels on the buoys that they sell to the commercial market. They have received outstanding feedback from their customers regarding the “nail 

method” of retro application. 

The idea is basically the same as using a big push pin in a bulletin board. The nails that Gilman 

uses are 1.75” x .145” Ring Grip. These aluminum nails are easy to put in and remove and take 

much less time to install compared to using adhesives. A standard claw hammer can be used 

for installation and removal, and a flathead screwdriver also works well for removal. Nails can 

be used over again, either in the same hole or a new one. Since the nails are aluminum, they are 

lightweight and will not rust and discolor the retro panel. 

New buoys from Gilman will start being delivered to the Coast 

Guard using this method of securing the retro. In addition, field 

units are authorized to use this method for retro application on existing buoys (color panels and numbers/letters). 

For questions or comments, 

please contact CWO3 Scott 

Dawes at 202-475-5620, or 

scott.t.dawes@uscg.mil. 

NEWS CLIPS 
The ATON Bulletin Volume 37, Number 2 

28 

NEWS CLIPS 

Managing Waterway Risk and Performance: 

The Navigation Risk Matrix 

by CDR John Kennedy, USCGC ELM (WLB 204) 

Managing and facilitating navigational safety and efficiency are interrelated functions spanning 

numerous Coast Guard and interagency missions. A risk assessment matrix provides a systematic means of defining and balancing performance objectives and implementing effective controls to guard against threats. It also forms a management lexicon for engaging waterway stakeholders. The tactical Coast Guard does this regularly for “in-house” evolutions by using the 

“GAR” (green-amber-red) risk assessment model. Applying this strategy to waterway management can help Captains of the Port and other waterway managers best focus their efforts to enhance safety and efficiency goals and partnerships with waterway stakeholders. 

Identifying the best categories or variables to assess is central to any matrix. The seven variables listed below are intended to capture the typical risk areas to navigation safety and efficiency that occur in most waterways. A means of scoring the risk is also provided. For those 

with a statistical interest, the scores are ordinal, i.e. a “ten” is not ten times the value of a 

“one.” 

Risk Factor Variables and Scoring 

ATON Links the ability of the Aids to Navigation system to reduce the risk of collisions, allisions, and groundings and facilitate the efficient flow of commerce. ATON discrepancies increase risk to these goals, and are scored relative to their Discrepancy Response Factors (DRF) 

as follows: 

• “Deferred” discrepancies receive one point each

• “Routine” discrepancies receive two points each

• “Priority” discrepancies receive three points each

• “Immediate” discrepancies receive four points each 
The ATON Bulletin Volume 37, Number 2 

29 

Hazardous Vessel Movements Used to ascertain the risk of petro-chemical, explosive, or similar cargoes that pose significant health or environmental damage from a collision, allision, or 

grounding. Scores reflect the size and handling characteristics of the vessels involved and the 

number of transits per day. 

• Two points for each hazardous vessel movement. 

• Additional five points for each “yes”: 

• Vessel does not have a harbor pilot during all points of the transit

• Vessel 25% or more greater in draft, beam, or length than the average merchant vessel using the waterway

• Vessel not double-hulled

Navigation Restrictions Used to ascertain risk of events that limit using the entire channel for 

navigation. 

• One to five points for each event 

• Permitted parades and related events generally afforded a safety BNM or inclusion 

in the LNM 

• Dredge, underwater survey, or construction activity in or directly adjacent to the 

channel 

• Shoaling encroaching into the channel 

• Other events that can hamper navigational safety 

Security Op Neptune Shield or MSRAM (Maritime Security Risk Assessment Matrix)-related 

events that pose a particular risk to navigation safety, or loss of mobility efficiency. One to ten 

points. 

Traffic Density Large vessel two-way traffic evolutions: one to ten points. A two-way traffic 

evolution is when vessels meet in the channel. This is a holistic assessment factoring in aggregate vessel meetings and weighing them against risk factors (i.e. a channel with many turns and 

no ranges would likely have a higher risk than one with mostly straight-aways with ranges 

showing the centerline and/or sides of the channel). 

Weather and Environmentals One to ten points for each of the following. 

• High predicted current velocities, flooding run-off, or other water releases (i.e. dam outflows, spring tides) that pose unplanned changes to current velocities 

• Low (or high) water levels that impact navigation (relative to user vessel drafts) 

• High winds 

• Ice 

• Fog/restricted visibility 

VTS (Vessel Traffic System) (If equipped). 

• System degraded (watchstander experience or manpower shortage, equipment inoperative, policy/doctrine deficiencies): one to ten points.

NEWS CLIPS 
The ATON Bulletin Volume 37, Number 2 

30 

NEWS CLIPS 

Is the Waterway Green, Amber, or Red? 

Given the unique nature of each waterway, and the variances in control measures available to 

them, it is envisioned that each waterway manager determines their respective “Green,” 

“Amber,” and “Red” thresholds. Similar to the Coast Guard’s Operational Risk Management 

doctrine, “Green” signifies continuing with operations as planned; “Amber” requires the consideration of adopting procedures to minimize risk; “Red” denotes the need to implement risk 

reduction measures prior to operations proceeding. Many risk mitigation strategies are available to waterway managers including restricting traffic flow (i.e. one-way traffic only), requiring additional pilotage or tug escort, closing the channel to traffic for certain size vessels, and 

providing additional temporary aids to navigation. 

Waterway Risk Matrix Example 

Situation: It is the July 4th weekend and Norfolk Harbor and the lower Chesapeake Bay are 

humming with activity. In addition to the normally scheduled twelve deep-draft movements 

through these channels (including two tankers, one of which is not double-hulled), additional 

events include a fireworks show bordering the main ship channel, the dead-ship movement of 

an unmanned Military Sealift Command vessel, and an aircraft carrier deployment just before 

sunset. 

High humidity and above-normal temperatures make morning fog a 60 percent probability. 

Evening thunderstorm activity is predicted at 50 percent, with visibility restricted to 1NM in 

thunderstorm squalls. There are three ATON discrepancies: an extinguished range light with a 

“Priority” DRF, an extinguished light on a buoy that is “Deferred,” and a destroyed steel-pile 

structure that is “Immediate.” 

The channels in the waterway are generally straight and very well-marked. Special hazards include bridge tunnels underneath the main ship channels. Although there is no CG VTS service 

in these channels, the MD/VA Pilot Authority operates a radar-equipped control center that 

monitors traffic; pilotage from the Bay entrance on in is compulsory. 

A notional Green/Amber/Red threshold for the main ship channels in the Norfolk/Hampton 

Roads/Lower Chesapeake Bay is: 

0-30: Green 

31-40: Amber 

41+: Red 

The following is a sample scoring of this scenario and proposed mitigation actions: 
The ATON Bulletin Volume 37, Number 2 

31 

NEWS CLIPS 

**EXAMPLE** LOWER CHES BAY MAIN NAVIGATION CHANNELS 

DAILY RISK ASSESSMENT FOR 4 JULY **EXAMPLE**

Risk Factor Scoring Parameters Score Notes

 

ATON Deferred = 1 pt

Routine = 2 pt

Priority = 3 pt

Immediate = 4 pt

8 ANT coordinating with divers to remove 

downed structure & mark with temp 

buoy. ANT relighting range. Revised 

score will be lower once these ATON 

corrections are completed.

Hazardous Vessel Movements

2 pts ea vsl movement. 

5 add’l pts if: 

-No harbor pilot

-draft/beam/length >

 25% waterway avg.

-No double hull 

7

Tug will be standing by single-hulled 

tanker during its transit up Thimble 

Shoal Channel/Elizabeth River to Craney Island.

Navigation Restrictions

1- 5 points for:

-Permitted events

-Dredge & u/w work

-Shoaling

-Related nav events

7

Fireworks show restricted to area 100 

yds outside marked channel; enforced 

by STA Portsmouth. Dead ship movement to occur in morning during scheduled deep-draft traffic lull.

Security 1-10 pts for ONS or 

MSRAM events hampering nav safety or 

efficiency

7

USN CGN afforded full ONS force laydown (aircraft carrier will be escorted 

by CG assets supporting Op Neptune 

Shield).

Weather and 

Environmentals

1-10 Points for:

-Elevated current vel.

-Water levels

-Ice

-Low Visibility

-High winds

5 MD/VA Pilot radar and observation 

tower fully operational and briefed on 

the weather & overall traffic and cargoes for the day.

Traffic Density 1-10 points 3

VTS (if 

equipped)

1-10 points N/A

TOTAL 37 AMBER

Conclusion 

A matrix is no substitute for good judgment and a thorough understanding of the performance 

and risk drivers for a waterway. However, it can improve decision-making transparency and 

repeatability, and enhance management synergy among Coast Guard and interagency stakeholders. 
The ATON Bulletin Volume 37, Number 2 

32 

POSITIONING 

I-ATONIS and AAPS “LOV’s/Pick Lists/Drop Downs” 

by Marie Sudik, NAVCEN 

You have heard them called many things, “pull down menus,” “pick lists,” “drop downs,” 

“LOV’s” (abbreviation for List of Values)—they look like this in I-ATONIS and AAPS: 

We know you’d like them updated more often. It’s relatively easy to update these values in IATONIS. However, updating AAPS is not as straightforward. If the values in I-ATONIS and 

AAPS do not match, this can create a problem. Your daily import/export of data will result in 

ATONIX errors and data corruption. 

When we release a new version of AAPS, we try to roll any LOV changes to I-ATONIS at the 

same time. It is up to the ATON unit to update their LOV’s in AAPS. 

LOV Processing 

When your ESU updates your AAPS version (AAPS 5.4 to AAPS 5.5), you are notified (in the 

CGMS message) to “import a new LOV file.” Here is a sample from a recent message: 

10. OSC-MARTINSBURG HAS CREATED AN UPDATED FILE FOR THE 

LIST OF VALUES (LOVS) LOCATED WITHIN AAPS. LOVS ARE USED 

TO POPULATE PULL-DOWN MENU CHOICES WITHIN VARIOUS DATA ENTRY FIELDS. THE LOV FILE CAN NOT BE IMPORTED UNTIL AAPS 

5.5 IS INSTALLED. 

11. TO IMPORT THE NEW LOV FILE: START AAPS 5.5, CLICK THE 

ADVANCED BUTTON, CLICK GET AND PROCESS LOVS. THE PROCESS 

WILL TAKE A FEW MINUTES TO COMPLETE. 

12. ALL UNITS ARE REQUIRED TO IMPORT A NEW LOV FILE AFTER 

ANY AAPS 5.5 INSTALL AND/OR FULL IMPORTS FROM THE CENTRAL 

DATABASE. 

Get in the habit of importing new LOV’s once per month. If ATON units perform this process 

on a regular basis, then we can update the LOV’s more regularly. Make it a point to import 

LOV’s as close to the first of the month as possible; when you are importing or exporting data, 

take the time to “process the LOV’s”. 
The ATON Bulletin Volume 37, Number 2 

33 

POSITIONING 

Follow These Steps 

To access the LOV update tool, CLICK the ADVANCED button on the ATONIX interface 

page: 

Next, CLICK “Get and Process LOVs.” The LOV updates will be automatically applied. 

CLICK RETURN to go back to the main ATONIX page to exit the application. 

This will ensure that the LOV’s in I-ATONIS and AAPS match, and thus will minimize 

ATONIX import/export errors.

Other LOV FAQs 

How do I get a new value added to the list? 

Headquarters staff (CG-5531) approves new values. Coordinate through your chain of command to determine the reasonableness of your new LOV suggestion. There are two methods to 

seek approval for a new value. First, request a new value via CG-5531. Their current POC is 

ENS Christina Neiss. A second way is to enter a suggestion via an OSC Customer Support 

ticket HTTP://CSD.OSC.USCG.MIL. These will be forwarded to HQ staff. 

Where do LOV choices come from? 

Unfortunately, the answer is “It depends.” Some are derived from guidance in the ATON 

Admin Manual. Others are determined by areas outside the ATON community; for example, 

CEU staffs developed the structure choices. Others are derived from approved equipment lists 

from CG-432’s products website, http://www.uscg.mil/hq/cg4/cg432/products.asp. 
The ATON Bulletin Volume 37, Number 2 

34 

Why do we have to keep old values around? 

I-ATONIS maintains some historical data. Batteries and discrepancies are examples of data 

that are kept in the database as long as the related aid exists. If at some point the battery type 

changed, the old battery type must still be maintained in the database for historical purposes. 

Or, if we decided to remove a certain “malfunction or cause” reason from the discrepancy records, corrected discrepancies may still exist in the database with the removed cause or malfunction. We must leave those values in the drop down choices. In this latest round of LOV 

updates, we tried something new to help the user. We added the word “OBSOLETE” to battery 

models that are no longer in use, but must remain in the drop down because of historical purposes. Hopefully, this will remind the user that a value that includes the word “OBSOLETE” is 

no longer in use and should not be chosen. 

Full AAPS Imports vs. Partial Imports 

by Mark Hiet, OSC Martinsburg 

The basis for your AAPS program starts with importing a full database. When this process 

takes place, users will start with no ATON data and List of Values choices that were available 

when the AAPS program was first certified by TISCOM (most likely outdated). A Full database import is a snapshot in time from the Central I-ATONIS database broken down to your 

specific ATU. After completing a Full import, units are required to keep up-to-date with partial 

imports. A partial import is a daily snapshot of time; although a partial import can contain data 

that has been updated at any date previously. An example of this would be a cutter who was 

underway for the last 30 days making data changes. Upon transmitting their data to the central 

database, the partial export created the very next day would contain all the updated records up 

until the last time the unit exported. A full database import does take some time; the length of 

time varies by district and computer. There is a system-imposed time limit of 60 days that a 

unit can go without performing partial updates. If a unit’s database goes 60 days without updating data, it will need a full import. 

There are many reasons why you must import a full database more often than once. First, OSC 

often performs mass data updates. For example, OSC has changed all outdated group names in 

a district to sector names. 

A second reason involves a new computer, a new image, or an update to the AAPS program. 

Before making any of these changes, you should export data from all of your existing computers, before any updates are applied, and perform a full import on all new computers/newly 

imaged computers/upgraded computers the very next day. This will guarantee that all computers have the same set of starting data. 

A third reason to import a full database is when something is not right with your data. Perhaps 

a change was made that for some reason did not get into your system. Anytime you suspect 

data integrity issues, export from all computers and conduct a full import the next day. 

Whatever the reason you perform full imports, always make sure you immediately perform a 

List of Values update through the AAPS ATONIX Advance menu option.

POSITIONING 
The ATON Bulletin Volume 37, Number 2 

35 

POSITIONING 

Fixing a Jumpy Mouse 

by BM1 R.C. Patten, NATON School 

The dreaded Jumpy Mouse—this is a problem that you 

may encounter on your Toughbook when using AAPS. 

Suddenly your mouse isn’t controlling the cursor, which 

is running all over your screen for no apparent reason. 

Many of you have experienced it; some of you have managed to avoid it, but you may find yourself faced with it 

one of these days. Unfortunately, since the upgrade to 

Image 6, the fix that follows must be done by someone 

with Administrator privileges. 

First, do the following before the jumping commences. This will help you once the JM hits. 

• Click “Start” – “Control Panel”

• Double-click “Mouse”

• Choose the “Hardware” tab

• Make a note of the mouse or mice listed. You may want to p-touch this information somewhere on your Toughbook.

Take the following steps once the cursor is running and you think you might lose your mind: 

• Disconnect the feed from the DGPS. The jumping should cease.

• Perform the first three steps of the previous section.

• There will be a mouse listed that is not supposed to be there.

• Double-click on the offender.

• Under the “General” tab, you will see a “Change Settings” button.

• Now someone with Administrator privileges has to log in and disable the mouse that is not 

supposed to be there.

• Click “OK” and/or “Apply” until you are out of the “Mouse” menu.

• Close the “Control Panel” window.

• Reconnect your DGPS feed.

Once you’ve gone through this process, you should be good to go. If you don’t have someone 

with Administrator access handy, sometimes if you disconnect the DGPS feed, reboot the computer, reopen AAPS, and reconnect the DGPS feed you will be able to kick the Jumpy Mouse. 

A brief note: Generally, JM will only set in if you turn on your DGPS receiver BEFORE you 

open AAPS. If you keep your receiver off until after you open AAPS, you should be safe from 

the Jumpy Mouse. This, however, is more of a rule of thumb as opposed to a hard and fast rule. 
The ATON Bulletin Volume 37, Number 2 

36 

GOOD TIMES 

THE CHRONICLES OF NATONIA!

by BM1 Jennifer Zercher, NATON School 
National Aids to Navigation School 

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