HLSCG

Is the U.S. Coast Guard finally receiving the recognition it deserves from the public?
Yes
No
Still a long way to go

About the Ninth Coast Guard District

The boundaries of the Ninth Coast Guard District encompass the shores of the Great Lakes states of Minnesota, Wisconsin, Michigan, Illinois, Indiana, Ohio, Pennsylvania and New York.

The Great Lakes basin covers 295,000 square miles of land and water, including 3,800 miles of American shoreline and 1,500 miles of international shoreline. Twenty-five million American citizens rely on the lakes for their recreation and their livelihoods. Economically, it is one of the most important areas in North America.

There are more than 2,200 active-duty members, 190 civilians, 1100 reservists, and 4,200 auxiliarists serving the needs of the public in the 9th District. The district facilites include 92 units in all, of which 48 are stations (with 188 smallboats) dotting the shoreline from Alexandria Bay, New York, to Duluth, Minnesota. There are also two air stations, one air facility, 10 cutters and two LORAN stations. These units are tasked with traditional Coast Guard missions such as boating safety, military readiness, search and rescue, aids to navigation, icebreaking, law enforcement, environmental protection and port security.

While the boating season on the lakes has traditionally been thought to be short because of the harsh winters, SAR units, aided by both reservists and auxiliarists, handle close to 7,500 cases annually. Two stations were ranked among the Coast Guard's five busiest and were credited with saving more than 500 lives in 1994.

To educate and assist the district's rapidly growing boating population, the Auxiliary is relied upon very heavily. With more than 2.3 million of America's 11.5 million recreational boaters residing here, the Auxiliary provides a valuable contribution to the success of the Coast Guard's SAR and boating-safety missions.

To facilitate commerce on the Great Lakes during the winter months, the Ninth District employs five 140-foot ice-breaking tugs, the 290-foot icebreaker Mackinaw, and three 180-foot icebreaking buoy tenders. During an average winter season, the cutters, working closely with the Canadian Coast Guard, clear the way for approximately $62 million worth of commercial cargo. During the winter of 1993-94, when all five Great Lakes were frozen over for the first time since the 1970s, they kept commerce flowing with an estimated cargo value of $124 million.

Marinette Marine Corporation just completed delivery of the next generation of Coast Guard buoy tenders. Two new classes of cutters, the 225-foot Juniper class and the 175-foot Ida Lewis class, were built in Marinette, Wis., and have replaced the Coast Guard's aging World War II vintage vessels. The Ninth District has received two of the 16 Juniper class cutters, the Hollyhock and the Alder. In addition, 14 Ida Lewis cutters were built and have been distributed through out the Coast Guard. These multi-mission cutters are state-of-the-art vessels complete with the latest technology.

The district maintains more than 3,300 buoys, navigational lights and fixed aids throughout the Great Lakes. There are also eight marine safety offices, nine captains of the port and three marine safety detachments. Additionally, the district has a combat-trained port-security unit which can be deployed to any location in the world. Such was the case during the Persian Gulf War and the Haitian operation "Uphold Democracy."

Cold Water Safety Preventing Hypothermia, fall and Winter Boating Tips from Boat U.S. The end of summer doesn't have to mean the end of boating. Many boaters find that fall and even mild winter days are uncrowded and beautiful out on the water. But though the air may be pleasant, the water will be colder, and cold water kills. According to the nation's largest organization of recreational boaters, Boat U.S., many drowning deaths are caused by hypothermia - abnormally low body temperature -- not by water in the lungs. Cold water robs the body of heat 25-30 times faster than air. When someone falls overboard, his or her core temperature begins to drop within 10-15 minutes, the water doesn't have to be icy - it just has to be colder than the victim to cause hypothermia. The more energy someone spends after going overboard, the more quickly his or her body temperature drops, reducing their survival time. Wearing a life jacket adds to survival time in the water, not only by minimizing motion needed to keep afloat, but also by helping insulate the body. If a person suddenly finds himself or herself in the water, the most important thing to do is to stay calm and minimize movement. "Flailing around causes a body to lose heat faster." Head, neck, sides of the chest and groin are the body "hot spots" that lose heat most quickly and need to be protected the most. The best way to prevent hypothermia is to stay in the boat, but should a person fall overboard, these tips can help increase their chances of survival don’t take off your clothes. Instead, button, buckle, zip and tighten collars, cuffs, shoes and hoods. If possible, cover your head- in cold water about half of heat loss comes from the head. Devote all your efforts to getting out of the water. Act quickly before you lose full use of your hands. Board a boat, raft, or anything floating. Turn a capsized boat over and climb in; remember most boats will support you even when full of water. If you can't right the boat, climb on top of it. Don't try to swim, unless it is to reach a nearby boat, another person or a floating object you can climb or lean on. By releasing warm water between your clothing and your body and sending "warm" blood to your extremities, swimming can cut your survival time by as much as 50 percent. Even if it's painful, remain as still as possible. Intense shivering and severe pain in cold water are natural body reflexes. These will not kill you, but heat loss will. If you're with other people, huddle together for warmth. Otherwise, hold your knees to your chest to protect your trunk from heat loss, and clasp your arms around your calves. For a free brochure about preventing and treating hypothermia, call the Boat U.S. Foundation for Boating Safety and Clean Water at 1-800-336-2628 or order a copy online at http://www.boatus.com

Established and enforced Safety and Security zones during high visibility events;

Conducted Air patrols over the lakefront and rivers;

Performed land, water, and air patrols of chemical facilities, oil refineries, and nuclear facilities;

Augmented with reservists and Coast Guard Auxiliary, a volunteer organization, to create a unified Coast Guard in Chicago;

• Integrated new homeland security patrol boats at Stations Calumet Harbor and Wilmette Harbor;

• Established a Port Security Committee consisting of Federal, State, and local agencies as well as industry to develop port security plan;

• Track all tows carrying certain dangerous cargos;

• Instituted an “Eyes on the Water” Campaign, much like a Neighborhood Watch, for the public to assist in the War on Terrorism

• Worked with local law enforcement agencies to share intelligence, resources, and training, including on barge inspections on our river systems.

The Coast Guard reminds everyone to be proactive in the war on terrorism. Anyone who sees suspicious activity along our waterways should report it to the nearest Coast Guard unit or call 1-800-424-8802.

Individuals who wish to assist the Coast Guard in securing the homeland and are interested in opportunities with the Coast Guard’s active-duty or reserve forces should call 1-877-669-8724. Anyone who wished to volunteer should contact the Coast Guard Auxiliary at 1-877-875-6296.

Almost fifteen years ago, a 30-year-old Coast Guard Petty Officer Theresa Hubbard ceremoniously placed an 8-oz silver metallic engraved bracelet bearing Coast Guard Lieutenant Jack Columbus Rittichier’s name and the June 9, 1968; date (the day that the helicopter he was piloting was shot down) upon her wrist. Hubbard, the daughter and wife of a Coast Guardsman, dutifully wore the keepsake with the hope and determination to keep alive the memory and spirit of the missing 34-year-old pilot.

Hubbard, now 33 years old and a Coast Guard Lieutenant herself, has set the slightly tarnished, nicked and well-worn bracelet aside with the intention of returning her treasured keepsake to the Rittichier family, Maggie and Dave, who are busy preparing for their son’s long-awaited funeral. Lt. Rittichier, who flew his last mission as part of a Coast Guard/U.S. Air Force Exchange Program, will be buried at a portion of Arlington National Cemetery known as Coast Guard Hill, an area normally reserved for the top officials next month after spending more than thirty-five years as the U.S. Coast Guard’s only Vietnam War missing in action (MIA) and the service’s first killed in action (KIA).

“Leave no man behind,” is the creed by which many Americans, like Hubbard, wear their MIA bracelets. “I never thought I’d be taking it off,” said the brunet Hubbard as she sat next to her family photos in her Seattle Coast Guard office. “I purchased the bracelet about 15 years ago…about the same time I joined the Coast Guard Reserves,” she reminisced holding the simple band in her hand. Nearby sat another picture, that of actor John Wayne, one of Hubbard’s heroes based on the military roles he played. “I come from a very patriotic family and wearing the bracelet seemed like the right thing to do,” she said adding with pride that her son is now serving in Iraq with the U.S. Army. She explained that she was moved to make the purchase of the simple aluminum band from a veteran’s group in North Carolina; it was the only one available for the Coast Guard. She added that she will now begin wearing a new MIA band in support of another missing service member.

Wearing of the bands began in the late 1960s in an attempt, by what were mostly college students, to raise awareness of the American prisoners and missing from the Vietnam War; but the program “officially” began on Veteran’s Day in 1970. Lieutenant Rittichier, although flying inland, was participating in a traditional Coast Guard mission, Search and Rescue. He was flying as a member of the United State’s Air Force’s (USAF) 37th Air Rescue and Recovery Squadron, when he was shot down.

A large, multi-force mission had been ongoing to rescue a downed pilot who had landed near the Ho Chi Minh Trail. Rittichier, piloting an HH-3E Jolly Green helicopter, was approaching the downed pilot to attempt the rescue when his helicopter, Jolly Green 23, lost use of its left engine to enemy gunfire and shortly thereafter crashed in what was reported to be a completely engulfing fireball. Rittichier was posthumously awarded the Silver Star for gallantry.

There were three other servicemen onboard the JG23 that day: Capt. Richard C. Yeend, USAF; Staff Sgt. Elmer L. Holden, USAF; and Sgt. James D. Locker, USAF. The crash site of JG23 was discovered in 2002, with repatriation of the pilot’s remains taking place earlier this year.

Rittichier's efforts as one of 12 Coast Guard pilots who flew with the US Air Force during 1967-68, represents only one of a myriad of multi-mission capabilities the Coast Guard offered in Vietnam and continues to offer today.

During Operation Iraqi Freedom, the United States Coast Guard deployed to the Persian Gulf and provided critical harbor defense services that not only protected offshore oil wells, but allowed for safe and secure navigation of the allied navies through the ports and waterways of Iraq, to include providing clear passage for critical ship-borne humanitarian supplies to reach the Iraqi port of Umm Qasr. The Coast Guard has been involved in every major conflict in the United States since World War I.

On October 6, 2003, at 1300, the remains of Lt. Rittichier will be buried. Rittichier was the first Coast Guardsman killed in action in Vietnam, and the only Coast Guard member unaccounted for after the war's end. The Jolly Green 23’s crash site was discovered on November 9, 2002, and the remains of the four crewmembers were repatriated on February 14, 2003.

For more than 210 years, the Coast Guard has served the nation as one of the five armed forces. Throughout its distinguished history, the Coast Guard has enjoyed a unique relationship with the Navy. By statute, the Coast Guard is an armed force, operating in the joint arena at any time and functioning as a specialized service under the Navy in time of war or when directed by the President. It also has command responsibilities for the U.S. Maritime Defense Zone, countering potential threats to American's coasts, ports, and inland waterways through numerous port-security, harbor-defense, and coastal-warfare operations and exercises.

Today, U.S. national security interests can no longer be defined solely in terms of direct military threats to America and its allies. With the terrorist attacks on September 11, 2001, the U.S. has fully realized the threat faced on the home front from highly sophisticated and covert adversarial groups. The Coast Guard has assumed one of the lead roles in responding to these unscrupulous attacks upon our nation by providing homeland security in our nation's harbors, ports and along our coastlines. Commercial, tanker, passenger, and merchant vessels have all been subject to increased security measures enforced by the Coast Guard.

In the immediate days after the destruction of the World Trade Centers and Pentagon, over 2,600 reservists were recalled to provide operational and administrative support. Reservists and active duty Coast Guard members worked in unison to provide additional manpower to clean-up efforts in New York City and heightened port security in the ports of Seattle, Los Angeles, New York and Boston to include the implementation of "sea marshals." As the nation re-defines national security and government leaders organize the Homeland Security Council, the Coast Guard will continue its efforts to reduce the risk from terrorism to commercial and passenger vessels traversing U.S. waterways and designated waterfront facilities.

The Coast Guard's national defense role to support U.S. military commanders-in-chiefs (CINCs) is more explicitly outlined in a memorandum of agreement signed by the Secretaries of Defense and Transportation in 1995. Four major national-defense missions were assigned to the Coast Guard. These missions--maritime intercept operations, deployed port operations/security and defense, peacetime engagement, and environmental defense operations--are essential military tasks assigned to the Coast Guard as a component of joint and combined forces in peacetime, crisis, and war.

In recent years, the nation's CINCs have requested--and have been provided--Coast Guard cutters to conduct maritime-intercept operations, carry out peacetime-engagement missions, and perform other essential warfare tasks for all three forward-deployed Navy fleets: the Fifth Fleet in the Arabian Gulf/Middle East; the Sixth Fleet in the Mediterranean; and the Seventh Fleet in the Western Pacific. In addition, Coast Guard cutters have recently supported NATO operations during the Kosovo crisis. However, the Coast Guard deepwater fleet is aging and in urgent need of replacement.

The U.S. Coast Guard's physical assets (cutters, aircraft, and shore facilities) have been undercapitalized for years. Only two of the 39 countries throughout the world with similarly sized navies or coast guards have an older physical plant. To remedy the situation the Coast Guard has initiated the Deepwater Capabilities Replacement Project. Instead of proposing a traditional one-for-one asset-replacement program, the Coast Guard is working with industry to develop a system of systems in an effort to ensure effective--and cost-effective--interoperability among all of its deepwater assets and with the other four armed services. The eventual Integrated Deepwater System (IDS) will encompass all of the Coast Guard's major cutters, aircraft, and sensors, providing the capabilities required to perform all of the Coast Guard's essential deepwater missions. IDS procurement is designed to achieve maximum operational effectiveness at minimum total ownership costs.

Outside of U.S. coastal waters, the Coast Guard assists foreign naval and maritime forces through training and joint operations. Many of the world's maritime nations have forces that operate principally in the littoral seas and conduct missions that resemble those of the Coast Guard. And, because it has such a varied mix of assets and missions, the Coast Guard is a powerful role model that is in ever-increasing demand abroad. The service's close working relations with these nations not only improve mutual cooperation during specific joint operations in which the Coast Guard is involved but also support U.S. diplomatic efforts in general: promoting democracy, economic prosperity, and trust between nations.

PURPOSE: The purpose of this protocol is to establish service wide policy for SAR operational commanders and Coast Guard emergency medical services responders(Lifesavers and Emergency Medical Technicians) and medical officers on not startingand or not continuing cardiopulmonary resuscitation (CPR).

BACKGROUND: During search and rescue missions or MEDEVACs Coast Guard SAR responders often recover victims of injury or medical emergencies who are incardiopulmonary arrest (not breathing and do not have a pulse). The standard protocols ofcivilian EMS systems usually require starting CPR in the field and rapidly transporting these patients to a hospital for continued resuscitation efforts. Recent medical research on emergency cardiac resuscitation conducted by national healthcare organizations,including the American Heart Association, have made new recommendations regarding

“Do Not Start CPR” and “Stop CPR” guidelines. The focus of these guidelines is to prevent nonbeneficial and ineffectual interventions, which pose risks to rescuers and unethical futile efforts, defined as less than one percent survival probability. Medicalethicists and EMS experts have agreed that physicians may withhold futile interventions

deemed unlikely to benefit patients even when requested by patients or families. These policies have been clearly established and endorsed for EMS services, which have wilderness or remote locations with prolonged response and patient transport times. CoastGuard’s maritime SAR operations usually involve prolonged response intervals, which

exceed the accepted response intervals for successful resuscitation. In addition, the Coast Guard has increased operational risks for boat and aircrew SAR responders, which must also be weighed with the probability of patient benefit when making operational riskmanagement decisions. Risks include aircraft and vessel mishaps, personal injury, and bloodborne pathogen exposures. There are also the emotional risks to rescuers and families associated with futile resuscitation efforts. These unique risks requiremodification of civilian protocols and take precedence over local, regional, and state EMS protocols. Analysis of numerous operational mishaps and near misses during futile

rescue attempts has shown that a service wide policy is needed to prevent recurrences.

ACTION: A Coast Guard Emergency Medical Services protocol with criteria for not starting and or not continuing CPR has been developed and is posted on this web site. Operational commanders with SAR responsibilities should ensure that all potential SAREMS responders and SAR OPCEN watch standers are familiar with this protocol.

MLC(k) should ensurethat all medical officers are familiar with the protocol.

In the Senate, key members have called for accelerating the Deepwater program to complete modernization in 10 years--as opposed to 25 years, which is projected in the revised implementation plan--something that would be impossible under the administration's current budget plans. The House cuts, if they stand, would further hamper modernization.

In a statement, Commandant of the Coast Guard Adm. Thomas Collins said, "To say the Coast Guard is disappointed in the subcommittee's cut of the president's funding request for Deepwater would be a gross understatement. The Deepwater program is a cornerstone of the Department of Homeland Security and the Coast Guard's ability to fulfill their responsibilities to the national homeland security strategy." Collins pledged to "work very closely with the administration and Congress" to obtain full funding.

The Coast Guard's spending plan for 2006 includes continued funding for a number of programs already under way, including $133 million to upgrade engines on the HH-65 helicopter fleet, $368 million to finish building the first national security cutter and begin building a second, and $38 million to sustain existing 210-foot and 270-foot cutters. It's not clear how funding cuts would affect those programs.

"We really do hope we can find a way to resolve all this," said Coast Guard spokeswoman Jolie Shifflet, "so we can equip our people as best we can to protect our country."

Source: USCG

The United States Coast Guard Cutter SUNDEW, “The Superior One”, was launched from Marine Iron and Shipbuilding Company, Duluth, MN on February 8, 1944 and was commissioned on 24 August 1944. The SUNDEW called many places home before returning to Duluth almost a quarter century ago. Her first homeport was Manitowoc, WI. There she serviced Aids to Navigation and conducted icebreaking and search and rescue missions. In 1947, SUNDEW saved the lives of 28 crewmen on the freighter JUPITER, and towed the 3000-ton vessel to safety. In 1950, SUNDEW was transferred to Milwaukee, WI where she served for 3 years. From 1953 to 1958, Sturgeon Bay, WI was home to SUNDEW. During these years, SUNDEW conducted annual breakouts for ports along Lake Michigan and freed numerous vessels beset in ice, including the fishing vessels Green Bay, Ellison Bay, and Jackson Harbor who were in danger of the ice crushing their thin hulls. SUNDEW was moved to Charlevoix, MI in 1958. While in Charlevoix, SUNDEW’s missions expanded to include lighthouse maintenance--taking fuel, supplies and personnel to area lighthouses.

In 1958, SUNDEW engaged in one of her most noteworthy missions when she was sent to the aid of the Carl D. Bradley who had cracked in two and was sinking. SUNDEW braved waves of 30 to 40 feet as she rescued the only two survivors of the 35-man crew from a wooden life raft where they endured the elements for nearly 14 hours. During the fall of 1962, a 40-foot patrol boat from the Charlevoix Lifeboat Station began to take on water during a storm. The 3-man crew was forced to beach themselves on the north shore of Little Traverse Bay. SUNDEW was dispatched to tow the boat off the beach, hoist it aboard, and return it to Charlevoix. In the winter of 1962, as SUNDEW was returning to Charlevoix after retrieving Aids to Navigation, she was ordered to change course and assist a 64-foot tug that had grounded itself on the southwest side of Beaver Island. After snapping three tow hawsers SUNDEW finally pulled the tug free and towed it to Detroit.

In 1963 SUNDEW got underway on a mercy mission of transporting five tons of bailed hay and a large supply of grain to Beaver Island in northern Lake Michigan for a herd of 150 Herefords, a type of hardy red beef cattle, who’s food supply was running dangerously low. It took Sundew 11 hours to break its way through thick ice from Charlevoix to the harbor of St. James, a distance of 32 miles, where the cutter unloaded the cattle’s cargo. In 1964 the CGC MESQUITE, another 180’ buoy tender, ran aground on a reef south of Escanaba, WI. The tug John Purves was sent to free the MESQUITE but ran aground on the same reef. The Coast Guard then dispatched SUNDEW and she was able to tow the tug off the reef with no damage. Together the tug Purves and SUNDEW pulled the MESQUITE to safety, and SUNDEW escorted the Purves as it towed MESQUITE to Escanaba for repairs of the 12 foot gash that flooded the engine room and other sections of the cutter. During the ordeal, SUNDEW shared food and other supplies with the 45 crewmen aboard MESQUITE after learning food storage compartments were damaged in the grounding.

In February 1971, when commercial sources failed, SUNDEW was again called upon to bring emergency supplies to Beaver Island. This time in the form of 2100 gallons of gasoline, 3600 gallons of fuel oil, 20 one-hundred pound tanks of propane gas, and a new radiator for the diesel engine which powered the island’s electrical generator. In fall of 1971, SUNDEW and a helicopter from Air Station Traverse City were tasked to search for the 9 crewmembers and retrieve the wreckage of a U.S. Air Force B-52 Bomber that crashed into northeast Lake Michigan during a practice bombing mission. In the 60’s and 70’s, one of Sundew’s spring duties was to take crews to seven lighthouse stations in Northern Lake Michigan and Lake Huron that could not be manned during winter freeze-over.

Early in 1973 while SUNDEW was on one of these many logistic runs, she was diverted to the Straits of Mackinac to assist four steamers that were beset in moving ice fields. In that same season and again in the Straits of Mackinac, SUNDEW assisted the Cutter SOUTHWIND in freeing the steamers Voorhees, Fraser, Ferbert, Olds, and the S.T. Crapo after they too became stuck in ice. From August 1977 to August 1978, SUNDEW underwent major renovation at Coast Guard Yard, Curtis Bay, MD. There she was given new, more powerful Main Diesel Engines, a larger shaft and propeller, and an upgraded main motor with additional thrust bearing support to facilitate the icebreaking mission. These changes made SUNDEW the most powerful 180-foot buoy tender in the fleet.

In 1980, SUNDEW returned to Duluth, MN where she continued her distinguished service to the public. SUNDEW sailed in salt water for the first and only time between 1987 and 1988. She wintered over in the Caribbean where she conducted search and rescue, law enforcement operations, and serviced Aids to Navigation. Early spring in 1991, SUNDEW freed the icebound M/V’s Incan Superior, Tarantau, Winnipeg, and Lee A. Tregurtha, clearing a path for them to enter Duluth Harbor.

In 1999, SUNDEW conducted a rescue mission in Superior Harbor. Two people were caught in shifting ice in the harbor and local authorities were unable to assist. Because it was after the workday, SUNDEW got underway without its usual compliment, proceeded to the scene and rescued the two people from an oncoming winter storm. SUNDEW has also conducted many scientific missions on Lake Superior.

SUNDEW assists in the maintenance and monitoring of weather observation buoys for the National Oceanographic and Atmospheric Administration (NOAA). Today brings closure to the life of one of the Coast Guards most durable assets. In its 60 years of service, SUNDEW has met every challenge head on. She will remain in the Duluth area, a museum, where she will continue to educate the public about life aboard a Coast Guard Cutter, just as she has educated those who have proudly sailed with her for the last 60 years.

Taking an official news release from the United States Coast Guard the editor of Sootoday David Helwig adds a caption above the news release “Boozy Captain Boozy captain of 'Smackinaw' icebreaker may lose job” which resulted in editorial being written by active member’s of the United States Coast Guard who stated

“As a member of the United States Coast Guard, I am privileged to know many of my brothers and sisters in arms; we are a small family.

As a recent Great Lakes expatriate, I was privileged to sail with Captain Triner on a short cruise aboard the old Mackinaw.

My personal conclusions about the man have been echoed by the testimony of many Coast Guardsmen who have served with him in past units, and by sailors aboard the new Mackinaw.”

“Summing up with the following comments; “while he may no longer have command by some unfortunate turns of events and by the hard-earned and thankless prerogative of the top echelons of Coast Guard leadership, he remains an officer and a gentleman of remarkable character and leadership capacity.

As a man of strength and moral character who places the welfare of his people above his own, he seized full responsibility for the unfortunate event at Grand Haven.”

With regard to both, I would have recommended that some real investigative journalism have been undertaken, vice repetition of rumors.

In the end, the aforementioned article is a shallow and watered-down snippet of fact that is already widely known, in possession of a libelous and unprofessional title.”

LTJG Name Removed

Executive Officer,

SooToday Response Excerpts

Sootoday Editor David Helwig responded back with these remarks:

“Thank you for your advice."

It shall be given all of the consideration it deserves.”

“The aforementioned article was an exact transcript of a news release issued by the United States Coast Guard, with headline added by SooToday.com.”

”Please be advised that SooToday.com functions under Section 2(b) of the Canadian Charter of Rights and Freedoms and has no accountability to the USCG under any Canadian or U.S. statute for journalism accurately and lawfully conducted.”

He infers that they can print an item any way they wish, this is not journalism it is Journalistic lynching

“If you wish to preserve the honour and good name of the United States Coast Guard, may I suggest that harassing members of the international media, who faithfully publish your many public safety advisories and other news releases to the boating public, is unlikely to achieve measurable results.”

Since when is an opinion and direct knowledge of the man she defended “harassing members of the international media.”

“I propose that you might instead consider urging your fellow officers to try real hard to comply with alcohol regulations as a swell example for the enlisted ranks.

The incident referring to alcohol use has not been completed and in no way claims he was ever under the influence while onboard.

Getting them to avoid smacking vessels worth as much as $90 million into break walls, 1,000-foot freighters and other hard objects might be a jim-dandy idea, too.”

Accidents happen, that is why they are called accidents, also lets remember that the men and women of the Untied states Coast Guard are a critical member of the U.S. armed forces who are fighting and yes dying as they defend the U.S. and many other countries from the terrorist attacks that took place on September 11, 2001.

Trashing a good name such as Capt. Triner, by titling an article “Boozy captain of 'mackinaw' icebreaker may lose job,” does not reflect fair and accurate journalism. I do not believe that relieving Capt Triner was appropriate, but let’s also remember on December 12, 2005; Captain Triner immediately stood in front of Grand Haven Officials and stated “I take complete responsibility for what has occurred.” That statement reflected the true professional that Captain Triner and the men and women of the United States Coast Guard. SooToday David Helwig could possibly learn from an editorial written by Gordon Sinclair that editorial is located at http://www.davesems.com/America.html.

I have the utmost respect for the men and women of the United States Coast Guard and thank you for your service to our nation and protection of our waterways including the help displayed time again and again with the dramatic Rescues recently seen during and after Hurricane Katrina.

The summer of 2006, there have been 30 water related fatalities, 9 that involved drowning at various Great Lake Beaches according to the U.S. Coast Guard. 8 of the reported drowning occurred along the shores of Lake Michigan beaches between that include Michigan City, Indiana, and Muskegon.

Rip currents near piers and breakwaters were very strong and had the ability to carry individuals into deep water. Swimming near these piers and break walls in turbulent water can overpower the most experienced swimmers.

Per a report in the Bay City Times in August 2006; "since 2000 there have been 47 fatalities off Michigan beaches and piers. Of the number of fatalities reported thus far this summer 21 were as result of boating mishaps that include sinking, individuals falling from high speed boating, failing to utilize lifejackets and other flotation devices as well as the use of alcohol."

Besides the number of fatalities reported around the Great Lakes, Federal statistics have shown a 39% increase in drownings across the U.S. which has been blamed on the high summer temperatures. The numbers released also indicate the drownings have occurred in private pools, where children have been left unattended. Also the numbers of drownings and near drownings have also occurred in ponds lakes, rivers. With three weeks remaining before the return to school parents need to be better aware of hazards associated with family events around water and pools.