SEATTLE – Troy Rentz, Commercial Fishing Vessel Alternate Compliance Coordinator for the 13th Coast Guard District, instructs two National Marine Fisheries Service (NMFS) observers on the appropriate use of a hydrostatic release for a life raft at the National Oceanic and Atmospheric Administration (NOAA) Northwest Regional Office here, Jan. 13, 2010. Annually NMFS observers attend a refresher course to reinforce the survival training they initially received. U.S. Coast Guard photo Petty Officer Colin White.

SEATTLE – Dan Hardin, Commercial Fishing Vessel Safety Coordinator for the 13th Coast Guard District conducts training on distress signals for National Marine Fisheries Service (NMFS) observers at the National Oceanic and Atmospheric Administration (NOAA) Northwest Regional Office here, Jan. 13, 2010. Annually NMFS observers attend a refresher course to reinforce the survival training they initially received. U.S. Coast Guard photo Petty Officer Colin White.

SEATTLE – Paul McCluskey, left, Observer Safety Instructor with the Fisheries Monitoring and Analysis Division, of the National Oceanic and Atmospheric Administration (NOAA) instructs a group of National Marine Fisheries Service (NMFS) observer trainees on the effectiveness of grouping in relation to creating a larger object to be seen by aerial rescuers at the NOAA Northwest Regional Office here, Jan. 13, 2010. NMFS observers attend a three-week course in which one week is devoted to water survival training. U.S. Coast Guard photo Petty Officer Colin White.

SEATTLE – Troy Rentz, right, Commercial Fishing Vessel Alternate Compliance Coordinator for the 13th Coast Guard District instructs a group of National Marine Fisheries Service (NMFS) observer trainees on the correct way to enter a life raft from the water at the National Oceanic and Atmospheric Administration (NOAA) Northwest Regional Office here, Jan. 13, 2010. NMFS observers attend a three-week course in which one week is devoted to water survival training. U.S. Coast Guard photo Petty Officer Colin White.

In seconds a fishing vessel can be overtaken by severe weather or suffer catastrophic structural or mechanical failure and be rendered powerless by the destructive forces of nature.  The potential for abandoning ship into water barely above freezing, where visibility is limited to a few miles, and the nearest vessel of salvation is hours away becomes a possibility. 

For the fishermen who brave the elements of the more than 40 fisheries of the North Pacific and Bearing Sea there is an array of critical survival equipment, which could be the deciding factor between life and death.

As a division of the Department of Commerce, the National Oceanographic and Atmospheric Administration’s (NOAA) National Marine Fisheries Service (NMFS) observers are responsible for the stewardship of the nation’s living marine resources and their habitat. NMFS observers collect scientific data required for the conservation and management of marine resources within the United States’ Exclusive Economic Zone, water three to 200 miles offshore. 

The Coast Guard and NOAA share a mutual interest in fishing vessel safety and the enhancement of at-sea observer safety. Recognizing the leadership role of the Coast Guard in the area of fishing vessel safety, NOAA established a memorandum of agreement with the Coast Guard to enhance compliance with existing NOAA Fisheries and Coast Guard requirements regarding safety aboard observed fishing vessels.  

As part of the program it is mandatory all observed fishing vessels receive a Coast Guard commercial fishing vessel safety examination and all observers participate in marine safety training demonstrating competency in emergency response skills.

An emergency position-indicating radio beacon (EPIRB), an immersion suit (anti-exposure/survival suit), a life raft and a handful of other survival equipment and skills are the tools NOAA and Coast Guard use to train the NMFS observers aboard commercial fishing vessels.  Observer awareness and knowledge coupled with the equipment’s use in survival situations plays a critical role in preventing the loss of life.

“The Coast Guard has been working with NMFS, teaching survival training to the observers since 1998,” said Dan Hardin, Commercial Fishing Vessel Safety Coordinator for the 13^th Coast Guard District in Seattle. “We recognized the commercial fishing industry is one of the most hazardous occupations in the country.”

NOAA and the Coast Guard both realized because of the hazardous nature of the fishing industry, providing for the observer’s safety was critical, explained Hardin.

“NMFS wanted to make sure the Coast Guard was involved, to provide training to observers on what the regulations are for commercial fishing vessels and what kind of safety equipment should be on board and routinely inspected,” said Hardin

Observers are trained over a three-week period, for two weeks they learn how to collect catch and by-catch data from U.S. commercial fishing and processing vessels in addition to receiving safety information.  In the final week of training they are introduced to required safety equipment onboard the vessels, how to use the equipment, use of personal survival equipment and survival techniques once in the water.

“During the training we teach the observers how to use the regulations pamphlet that we have to determine what the vessel is required to have, in addition to teaching them to use a vessel-safety checklist,” said Hardin.

The checklist has descriptions of each piece of equipment, where each should be located on the vessel and how each is used.

One critical example of the equipment training is the vessel’s EPIRB, it routinely needs to be tested to ensure proper working order and the battery must be checked to make sure it hasn’t expired.  An observer also needs to inspect the vessel’s life raft to make sure it has been professionally serviced and is certified for use, within its date of expiration.

“If the observer finds a discrepancy with one of the highlighted items on the checklist then the observer immediately notifies the master of the vessel they cannot get underway with the observer aboard until the discrepancy is corrected,” said Paul McCluskey, Observer Instructor and Fishery Biologist with the Fisheries and Monitoring Analysis Division of NOAA.

The last day of survival training combines all of the knowledge and skills the observers-in-training have been taught into a practical in-water exercise.  Observers don their immersion suits in under 60 seconds, show the proper water entry method into the water, inflate and enter a life raft from the water, display the heat escape lessoning posture, initiate methods of arrangement to better signal possible rescuers and enter a mock Coast Guard helicopter rescue basket.

“The training was excellent,” said Jonathan Fusaro, a recent NMFS Observer program graduate.  “It was great to have the Coast Guard instructors in the water with us during the practical exercises. I’m more informed of rescue techniques and what to anticipate when rescuers arrive.”

The training, now in its 13^th year, has recently seen results from the field indicating it has played a significant role in preserving lives.

“A good example of the survival training the Coast Guard and NMFS has provided as it relates to survival is the Alaska Ranger that went down March 23, 2008,” said McCluskey

“As a result of the marine board of investigation, the testimony of the two observers aboard attributed part of their success to the training received by the NMFS and Coast Guard,” said McCluskey.

The Alaska Ranger sank 180-miles west of Dutch Harbor, Alaska, after experiencing unexplained flooding, which forced the 47-person crew to abandon ship at night into frigid water temperatures, 15-foot seas and 30-knot winds.  Helicopter rescue crews from Saint Paul Island, Alaska, and attached to the Coast Guard Cutter Munro were able to rescue 20 people and 22 others were rescued by the Alaska Ranger’s sister ship the Alaska Warrior.

The incident marked one of the largest cold-water rescue operations in Coast Guard history and one of the defining factors leading to the rescue of 42 out of 47 crewmembers was the distress signal, which was initiated by NMFS observer Jayson Vallee, who activated a personal locator beacon providing the Coast Guard with critical search and rescue information.    

The training was critically important.  It became second nature having the muscle memory to put on the immersion suit and the training through NMFS and the Coast Guard made all of the safety and survival equipment familiar for use, explained Vallee.

Aristotle may have put it best by stating, “Education is an ornament in prosperity and a refuge in adversity.”  The value of education and practical training NMFS and Coast Guard instructors teach observers anchor future decisions made in future potential life or death situations.  The training the observers receive isn’t limited to just them, as seen in the case of the Alaska Ranger; it played an active role in saving many other lives.

On Monday, March 29, the Coast Guard received a report of an unmanned kayak near Port Madison, Wash. It is a situation that occurs in the maritime search and rescue community all too often.  When a vessel is found adrift without its pilot and there is no way of determining whether or not an individual may be in distress.

Larger recreational or commercial vessels share the fortunate benefit of hull registration numbers and a vessel name that allow for the owner to be identified. On a kayak and other forms of paddle craft, there are no identifying features that allow the owner to be contacted.  Furthermore, there is no way to determine if the vessel was washed off of a beach during high tide or was separated from its owner during the course of a boating accident.

As a result the Coast Guard spends hundreds of thousands of dollars each year engaged in search and rescue operations for cases where there was nobody in danger to begin with.

 In an effort to counter this problem and cut back on the unnecessary use of resources and tax dollars the Coast Guard and Coast Guard Auxiliary have teamed up to launch 'Operation Paddle Smart,' a campaign aimed to benefit the Pacific Northwest, as well as the entire U.S. maritime community.

With spring upon us and summer just around the corner it is important that small craft mariners become aware of the educational and practical opportunities provided by this program. 

The goal of Operation Paddle Smart is to educate small craft owners on water safety and provide them with a waterproof sticker that could be beneficial to everyone involved, whether they’re kayaking or part of a search and rescue operation.

Each sticker provides room for the small craft owner to list his or her name, phone number and cell phone number in case their craft is found drifting. This can greatly assist in the initial investigation of a possible search and rescue case.

“This program will benefit boaters and emergency responders through improvised vessel identification,” said Coast Guard Admiral Gary Blore, Thirteenth Coast Guard District Commander. “A tremendous effort and thousands of dollars are expended each year searching for lost boaters. Our goal is to educate paddle-sport enthusiasts on their responsibilities, how to stay safe and help emergency responders in the event of an actual rescue situation.”    

In 2009, 143 separate HH-65 Dolphin helicopter launches took place in Port Angeles, Wash., alone, said Operation Specialist 1^st Class Peter Williams of the District 13 command center. At least half of those launches can be attributed to search and rescue cases that were later deemed unnecessary, said Williams.

With the ability to contact the small craft owners, Air Station Port Angeles could have cut back on the number of unnecessary risks placed on the search and rescue operators and reduced the money and resources expended.   

“The benefit comes from being able to identify a real emergency, said Jeff Seifried, a member of the Paddle Smart team. “If the Coast Guard isn’t using resources searching for someone who is not missing, it’s going to save a lot of time and money. We’re not putting the Coast Guard rescue crews at any risk and at the same time, it could ease a family’s anxiety to know there isn’t any emergency.”

The Coast Guard, Coast Guard Auxiliary and recreational boating specialists will provide paddle smart safety messages and stickers via boating safety events, boating supply stores and partner agencies such as the United States Power Squadron.

“We all put in a team effort to turn this idea into a reality,” said Seifried. “Coast Guard districts will distribute the stickers to the Sectors and Auxiliary Flotillas and each of those assets will provide the stickers to anyone who has a small, unregistered water craft.”

Operation Paddle Smart could be the key to a safer and more enjoyable boating season. If paddle craft mariners use the stickers, mishaps such as the kayak adrift in Port Madison may be prevented.

“It’s simple, extremely beneficial and free, said Seifried.” I can’t come up with a reason why you wouldn’t want to use it. With a little bit of information you can help the Coast Guard find your property and save your life.” 

A Surfman's legacy

When someone trains for anything in life, they train to be ready when it really counts.  When it counts, when a life is on the line, everybody wants a hero that has trained in that exact scenario.   For this reason, Coast Guardsmen train in real-life situations so they are ready when it really counts.  When your training ground is as vast and as powerful as the ocean, every training operation can turn into a life and death scenario.

Late last year, a boat crew, from Coast Guard Station Bodega Bay, found itself in this type of training scenario.  During a session aboard a 47-foot Motor Lifeboat, the crew was training in surf conditions that consisted of 15-foot breaking waves.  One of these waves caused a knockdown of the boat. Soon the crew  was surrounded by the roaring water and were in a perilous position as the ocean pounded its cold, brute force down upon them. But the cool hand at the helm and controls saved his crew and his own life by skillfully maneuvering out of harm’s way.

The Coast Guard is best known for its member’s legendary status as search and rescue heroes – saving more than 1 million lives.  An elite community within the Coast Guard with a legacy that may be second to none has played a big part in that number. These men and women have earned the title of Coast Guard surfmen.

There are only 20 designated surf stations in the Coast Guard, of which 15 are located on the West Coast.  Surf stations are designated in areas where surf greater than eight feet occurs ten percent or more days during a calendar year (36 days) averaged over a minimum period of five years.  At these stations reside some of the best and most experienced small boat operators, designated as surfmen because of their ability to operate motor lifeboats in the maximum weather conditions the boats were designed for.  The 47-foot MLB is designed to operate in up to 30-foot seas, 20-foot surf and 50-mph winds.  The 52-foot MLB is designed to operate in up to 35-foot seas, 25-foot surf and 80-mph winds.

“The best of the best boat operators are surfmen,” said Petty Officer 1^st Class Jay Nilles, surfman #338 and law enforcement officer at Station Bodega Bay.  “I believe the surfman program compares favorably to the Navy’s Top Gun program.”

Surfmen are trained on the job through hands-on experience. The most important job a surfman has is the responsibility to keep him and his crew safe.  For this reason, every member of the boat crew must wear helmets, dry suits, lifejackets, and other safety gear including signaling devices. The crewmembers are strapped into the boat by clips that are connected to a heavy-duty belt that is worn tightly around the waist.

When a wave approaches, the MLB should be positioned facing into the wave. The boat operator controls the throttles in various ways depending on the type, size, power and position of the wave.  On many occasions, the crew is staring up at a wave as the boat maneuvers into and through it.  The crew must brace itself for the impact of the cold, salty water as it crashes upon them during the descent down the back of the wave. 

“Surfmen make up an elite and tight community that only grows stronger each time one of us goes out with our crews to rescue sailors in peril,” said Chief Petty Officer Erik Watson, surfman # 336 and executive officer of Coast Guard Station Bodega Bay.  “My family gives me the strength to do what I need to do, to come home safely. Search and rescue only counts if everyone comes home safely.”

The National Motor Lifeboat School, in Ilwaco, Wash., near the mouth of the Columbia River, is an ideal training ground for future surfmen. The NMLBS is the only school in the world for rough weather surf rescue operations. The area around the Columbia River’s entrance into the Pacific Ocean is known as the "Graveyard of the Pacific," because more than 2,000 ships are known to have sunk in the area. The area is an ideal rough weather training environment because of the river’s deep water channel, rock jetties, coastal surf zones, and waves that can often exceed 20 feet. Although there is no school that can certify a person as a surfman, up to 150 students attend courses at the NMLBS every year. In addition to U.S. Coast Guard students, the Canadian Coast Guard, the Royal National Lifeboat Institute, Norway, and other countries have sent students through the course.

There are many characteristics that a surfman must have to be successful including humility, courage, and dedication.  Becoming a surfman takes years of apprenticeship. The average surfman apprenticeship is five years, starting from the time they become a coxswain to when they are pinned a surfman.  The process starts by first becoming boat crew qualified, which on average takes about six months.  Then they train for another six months to become coxswain qualified.  After the coxswain qualification, they will train to gain a heavy weather qualification, along the way to earning the surfman qualification.             

“The pinning of the surfman is the start of the learning process not the culmination,” said Watson.

Earning the certification of surfman is a long and difficult process, but with it comes respect from leaders and peers alike.

“The day you put that pin on is the day you start earning the respect that comes with the pin,” said Petty Officer 1^st Class Bill Armstrong, surfman #351 and operations officer at Station Bodega Bay. 

Surfmen are a special class of people that live by a creed which resides within them. The creed states the purpose and legacy of every person who calls themselves a surfman. 

It reads:

I will, to the best of my ability, pursue each mission with the commitment, compassion, and courage inherent in the title of “Surfman.”

I will endeavor to reinforce the worldwide reputation of our forefathers in the Lifeboat Community.

I will maintain a guardian’s eye on my crew at all times, and keep a cool, yet deliberate, hand on the throttle.

I will give of myself, and my knowledge as those who gave to me; so as the line of Coast Guard Surfman will live forever.

I will ensure that my supervisors rest easy with the knowledge that I am at the helm, no matter what the conditions, I will never unnecessarily jeopardize myself, my boat, or my crew; But will do so freely to rescue those in peril.

I will strive with dedication and determination to bring credit upon Coast Guard Surfman, past and future.

“The creed tells us of the history,” said Nilles. “There is a bit of nostalgia that comes with reading it.”

One of the first great rescuers that gives this creed the historical value was Capt. Joshua James (1826-1902). He performed rescues in the unforgiving surf of the Massachusetts seaboard as part of the Lifesaving Service. The Coast Guard’s biography on James states that he served for nearly 60 years. He participated in his first rescue at age 15, receiving his first medal of many at the age of 23. In 1876, he was made Keeper of four U.S. Life Saving Service Stations including Point Allerton, Mass. He was 62- years-old at the time and rules requiring his retirement, because of his age, had to be waived by an act of congress. During his career, James was credited with saving more than 600 people and has been touted as the world's most celebrated lifesaver by historians. James trained and performed rescues until the day he died. He died after conducting surf training drills with his crew shortly after losing seven of his men during a rescue attempt.

“The East Coast may be the birthplace of surfmen, but the West Coast is the home of surfmen,” said Watson. “I have been a surfman on both coasts and there is a need on both, but storms seem to have a greater impact out here on the West Coast.”

A recent assessment published in the journal “Coastal Engineering” concludes that the highest waves in the Pacific Northwest may be as high as 46 feet.

Surfmen and their crews take a beating not only during rescue operations but also during training. It is common for surfmen to have chronic back and leg injuries caused by the jarring their bodies take while operating in a surf zone. Because of the physical and mental challenges of their jobs these men and women have a great respect for the ocean. These boat operators have to constantly be able to analyze the situation in order to keep themselves and their crew safe.

“You have to be a consummate boat driver on and off the water,” said Petty Officer 1^st Class Jessica Shafer, surfman # 390 and operations officer at Station Golden Gate.  “The ability to multi-task and remain calm when reason tells you not to be is more important than any boat driving skill one might have.”

Along with Joshua James, there are many names, both past and present, which are at the tip of many a surfman’s tongue when asked about their heroes. Master Chief Petty Officer Thomas McAdams (USCG service 1950-77) is one legendary name that always comes up in conversations about heroes of the surfman community. Just as James made a name for himself on the East Coast, McAdams made his name on the West Coast where he spent most of his career and still resides.

The Coast Guard’s biography on McAdams states he participated in more than 5,000 rescues and was credited with saving more than 100 lives.  He survived nine "rolls," in which his boat momentarily capsized due to the large swells, along the coasts of Oregon and Washington. He spoke about one of those times: "In one operation while in charge of a 44-foot MLB . . . my two-man crew and myself were pitched-pulled, that is, end-over-end, by a large breaking swell.  We were pushed down for approximately 40-some seconds.  We were strapped in, but were outside and had to hold our breath while the tons of water cascaded over us. We hung precariously upside down till the MLB righted itself again."

Today’s surfmen speak highly of those who preceded them.

“When I hear the names of surfmen past, I think of them as the forefathers that the creed speaks of,” said Nilles.  “These men are pioneers and we still use their same practices today.”

Surfmen are not household names to most Coast Guardsmen or the general public because they were not boastful said Armstrong. They came to work and did their job. Some surfmen just don't like to talk about the things they have done.

“Surfmen and the crew we respond with are the epidemy of what it means to be a Guardian,” said Armstrong. “There is a rumor out there that says ‘Surfmen’ are arrogant. Our lives are based on doing good; we have no room to be arrogant.”

Surfmen are listed on a registry maintained by the commanding officer of the NMLBS.  Each member of this elite group is assigned a number and each number is issued in consecutive order beginning with the number one. In an effort to recognize those who came before, the number one is reserved for all men and women who, from the shores of our nation, have rendered aid to those in peril upon the sea. And the numbers two through 45 are reserved for those who served in the United States Life Saving Service (1871-1915). All other surfmen have been issued a number that has come next in chronological order. There are currently 442 names on the surfman registry. Of those there are less than 120 active qualified surfmen watching our surf zones.

Today’s surfmen can’t be defined by the lives they save. The historical legacy of being a surfman is more defined than that. The legacy is about representing the Coast Guard on and off the boat, keeping themselves and their crew safe, saving lives that are in peril, building upon the past, and preparing the foundation for those that follow.  A true surfman is not a hero for themselves, but a hero for others. That is the legacy.

ASTORIA, Ore. — Senior Chief Petty Officer Carlos Herrera, a boatswain's mate at Group Astoria stands beside a fisherman's memorial in Chinook, Wash.

Herrera has been a qualified surfman since 2001 and has spent 23 of his 30 years in the Coast Guard at small boat stations.

Herrera will retire this spring after serving exclusively in the Pacific Northwest.

U.S. Coast Guard photo by Petty Officer 3rd Class Nate Littlejohn.

ASTORIA, Ore. —  Senior Chief Petty Officer Carlos Herrera is saluted by Chief Petty Officer Ian Bauer during a retirement ceremony Friday, Apr. 9, 2010, at Air Station Astoria, honoring Herrera for his 30-year Coast Guard career.

Herrera has been a qualified surfman since 2001 and has spent his entire career in the Pacific Northwest.

U.S. Coast Guard photo by Coast Guard Auxiliarist Larry Kellis.

Farewell to a Surfman
By Petty Officer 3rd Class Nate Littlejohn 

ASTORIA, Ore. — A deep voice, though calm, commands attention from anyone within earshot.  The confident yet modest demeanor of this surfman expresses a sense of strength, compassion, and sound judgment. His experience and expertise, conveyed with a humble sort of pride, are evident within moments of meeting him. 

Senior Chief Petty Officer Carlos Herrera, a boatswain’s mate and surfman, retired this spring after a 30-year Coast Guard career spent exclusively in the Pacific Northwest.  Men and women like Herrera are the backbone of our seagoing service. His optimism and passion for the organization, as well as his ability to think quickly yet rationally, have led to his success.

In discussing his experience in the Coast Guard, Herrera attributes much of his success to the organization as a whole. He says teamwork and camaraderie have supported him at all 14 units he has had the opportunity to serve.

“I like the close-knit family atmosphere, the caring of the individuals,” added Herrera. “Sometimes other service members are your extended family. They take you in, regardless of rank. The camaraderie and the kinship were key to my success both in and out of the workplace. Everywhere I’ve served, people have gone out of their way to help one another.”

One example of the Coast Guard being there for Herrera occurred at the beginning of his career.  His son passed away as a result of a premature birth. A seaman apprentice at the time, Herrera did not have much money. The Coast Guard mutual assistance program provided Herrera with the funds to cover the cost of the funeral and burial.

“Not only did they help, they picked up the entire tab. I received a grant, I didn’t have to pay back a dime, and I was brand new to the Coast Guard,” he explained.

After examining his career, however, it becomes evident that while the Coast Guard provided the platform for Herrera to achieve, he is ultimately responsible for his accomplishments within the organization.

Herrera did not attend boatswain’s mate ‘A’ school, but chose instead to learn the trade at Station Seattle. “They didn’t have any supplemental advancement lists back then; there were 13 books of correspondence material we had to study for the end of course test before taking the third class servicewide exam,” he added.

Twenty-three of Herrera’s 30 years in the Coast Guard were spent at small boat stations. He says of all the search and rescue (SAR) missions he’s been on, there’s one that stands out in his mind more than any other.

On Nov. 16, 1991, the Coast Guard responded to a mayday call from the fishing vessel Western Seas located approximately 40 miles west of Fox Rock near Cape Blanco, Ore.  A crew aboard the 52-foot motor lifeboat Intrepid out of Station Coos Bay, Ore., set out in winds in excess of 80 mph and breaking seas ranging from 25 to 50-feet. 

“Master Chief John Dunn, a boatswain’s mate first class at the time of the case and the person responsible for driving the Intrepid, Todd Whitney, a machinery technician first class, Kenneth Behal, a machinery technician third class, Andrew Alexander, a boatswain's mate third class and I, then a boatswain’s mate second class, spent approximately eight hours battling the heavy winds and high seas to reach the distressed fishing vessel,” he said.   

Behal was nearly washed overboard at one point during the journey. After an especially treacherous wave smashed directly on top of the Intrepid, the submerged Behal floated out of his surf belt. Bravely, and at great risk to their own lives, Whitney and Herrera made the decision to unclip their surf belts and dive on Behal before he could be swept away.

It was determined that the Western Seas would require a tow after arriving on scene as the ship had lost power.  A five-pound lead monkey’s fist, a weight at the end of a line, was used in an attempt to get a heaving line to the stricken vessel so that a towline could be pulled aboard.  The monkey’s fist was repeatedly batted down by the winds as if it were a child’s balloon.

Finally, after 20 to 30 attempts, Herrera managed to get the line to the vessel in peril and establish a tow.  Just as soon as the 1,000-foot towline came taught and the 78-foot stern trawler was in tow, the Intrepid received another more urgent mayday call from the fishing vessel Arctic.  The vessel was taking on water in the pilot house, and the ship’s battery was fried.  The Western Seas was far enough from shore to avoid danger and would later be towed by another Coast Guard motor lifeboat. The Arctic was in immediate danger. Once all 1,000-feet of sopping-wet towline was heaved back aboard, Dunn, Herrera and the rest of Intrepid’s crew proceeded to the last known position of the Arctic.

Herrera noted that, hours later, the ravaged Intrepid crew arrived on scene expecting to come across a sinking ship.  However, the Arctic was still afloat.  The Intrepid’s crew passed the Arctic’s crew a radio to establish communication.  The Arctic’s crew had secured the pilot house door so no more water could enter.  The Arctic was put in tow and after approximately five hours of grueling battle with tumultuous waves and high velocity winds, a miracle happened.  The clouds suddenly parted. The sun came out. The swells subsided.

“It was an eerie feeling, like the man upstairs was looking after us and pointing the way home. I’ve heard of stories like that happening, but when it happens to you, it’s pretty awe-inspiring,” said Herrera.

The Intrepid towed the Arctic all the way to the entrance of the Coos Bay river bar, where they were relieved by a fresh Coast Guard crew after being on the water for over a day and a half. Though this experience may have sent many service members looking for a job on land, Herrera had other plans.

Though he had every intention of becoming a surfman prior to that now infamous November 1991 SAR case, Herrera wanted the opportunity to drive boats in heavy surf now more than ever.

After a tour on Coast Guard Cutter Orcas and another three years on the Cutter Bluebell, Herrera returned to Station Coos Bay.  In 2001, after years of training, Herrera became a surfman.

“Becoming a surfman was probably the greatest highlight of my career. There’s quite a bit of prestige and honor that comes with being a surfman, but contrary to popular belief, not all surfmen are big-headed,” he asserted.

“Some surfmen are type ‘A’ and then there are surfmen more on the reserved side who get the job done equally well. When push comes to shove, to be a surfman you have to be the elite of the elite. You have to be a good boat driver first and foremost.  If you don’t know boat handling basics, you won’t be able to maneuver that boat in the surf. You have to know how to read waves and have the foresight to see when that wave is going to break,” he explained.

The ability to read a breaking wave is just one skill Herrera acquired during his career. Perhaps the most significant, his ability to put others before himself, is what distinguishes Herrera as a true Guardian.

“I’ve had the opportunity to work with Senior Chief Herrera for almost four years now,” said Chief Ian Bauer, the ready-for-operations coordinator for Group Astoria, Ore.  “He’s genuinely concerned about his people.  He always puts his subordinates before himself.  I’m about to begin an important leadership position at my next unit.  He’s given me a lot of insight on what to expect and how to help my people.”

Herrera is a devoted, selfless man, invaluable to the Coast Guard and the many people whose lives he’s helped save.  We thank him.

Editor's Note: For the purpose of this story, the ranks and rates of those aboard the Intrepid are listed as they were at the time of the Nov. 16-17, 1991 search and rescue case.

The deck of a Coast Guard buoy tender ship can be a very dangerous place. From working with objects that weigh in at more than nine tons to the sea and weather conditions it is absolutely necessary to have a highly qualified and trusted person leading the crew.

For the crew aboard the Coast Guard Cutter Fir, the senior qualified buoy deck rigger, and one who the command places a great deal of trust in, is Petty Officer 3rd Class Alexander Cordova.

Originally from Bakersfield, Calif., Cordova entered the Coast Guard in Jan. 2005 and arrived to the Fir April 29, 2006.

Although one of the most junior members of the ship’s crew Cordova was shown just how highly his command thinks of him by his nomination for the 2009 Enlisted Person of the Year (EPOY).

Every year Coast Guard units are asked to nominate crewmembers for the Coast Guard’s EPOY. Being that the Coast Guard is divided into nine regional districts, members are first nominated to be their district’s EPOY. From there each of the district’s EPOYs is nominated for the chance to become the Coast Guard’s EPOY.

Lt. Molly Waters reported as the Executive Officer aboard Fir July, 2009. Cordova’s name consistently came up as the go to guy when discussing the crew with the command her new command.

“I’ll tell you the way I know him,” said Waters. “Cordova is the senior qualified person down on the buoy deck. On a cutter where we regularly work nineteen thousand pound buoys that carries with it a tremendous responsibility. The senior qualified person on the buoy deck is not only responsible for teaching the break-ins but for keeping them safe as well. That is really illustrative of the leadership role that he has stepped up to assume. Down on that buoy deck he is both an excellent teacher for the break-ins and a very vigilant leader. Time and again he will identify dangerous situations and get people out of them.”

In the command’s EPOY nomination letter for Cordova he is highly praised for his knowledge as an electrician’s mate 3rd class (EM3). Cordova has taken care of projects far beyond what is expected of a 3rd class petty officer. One such project was troubleshooting the ship’s gyrocompass.

A gyrocompass is a compass that finds true north by using an electrically powered spinning wheel and friction forces in order to find true north, or the direction of Earth's rotational axis, as opposed to magnetic north as other compasses do. This makes the gyrocompass far less susceptible to external magnetic fields like those created by ferrous metal in a ship's hull.

“The gyrocompass is an electrical nightmare,” said Waters. “He methodically went through every single component in the system and trouble shot everything until he found one tiny trouble making capacitor that was causing the whole system to go on the fritz.”

When a component this difficult to fix starts malfunctioning, the component is often completely removed and replaced.

“Instead he found a ten-dollar capacitor that was the problem removed it and even soldered a new one in,” added Waters. “So what could have cost the Coast Guard thousands of dollars to fix in addition of thousands of dollars of tech support, he ended up spending ten dollars and a great deal of his own time to repair.”

Also mentioned in Cordova’s EPOY submission was his work on the Water Quality Package, a piece of equipment that plays a major role in stern tube cooling and keeping the main shaft bearing from burning up while underway.

Cordova didn’t have much guidance, on how the Water Quality Package would be installed. So he and Chief Petty Officer David Mooney had to get it installed and do all the plumbing and electrical work for it.

“Cordova spearheaded this project,” added Waters. “Which is way above and beyond what you would expect of a third class and he did it admirably. He did a perfect job and ended writing up the installation procedures for other cutters to follow.”

“When we received the Water Quality Package it didn’t fit into the spot it had to go into,” added Cordova. “We had to cut up the mounting brackets and fit it into place. We also had to install new fittings and the low flow alarm system that’s wired into the package.”

“These sorts of projects are normally handled by chiefs, maybe a warrant officer in some cases,” added Waters. “However his entire chain of command trusts his integrity and his technical expertise enough to be assigned these projects to take care of and he never disappoints. Every time he has delivered. In fact it would be difficult to find anyone who could execute theses things as well as he did.”

Cordova not only is an example in regards to his work but also to his commitment to others both on and off the cutter while on and off duty. Aside from performing his duties well beyond the standard and taking care of projects that would normally be assigned to someone far more senior than him, he has been near single handedly responsible for getting us a great gym onboard.

“I’ve never seen such a nice gym on a Coast Guard cutter,” said Waters. “I was told that it was all Cordova. He has done all the equipment procurement and instillation; he laid down rubber matting, and has also gotten a trainer certification and has been providing free personal trainer services not only to the crew but also to some of the crew’s families. All of that has been done outside of his normal work hours.

In addition to his commitment to his and other’s health, two years ago Cordova became certified as an Emergency Medical Technician (EMT).

“My fiancé has a son,” said Cordova. “And I felt that I would like to be prepared and know everything I could about emergency medical response in case anything happens to him or anyone around me. That’s probably the worse feeling, you know? When something happens and you just have to stand back and watch.”

With his EMT training he has been able to respond to several different medical emergencies including a shipmate choking, another breaking an ankle and a car crash.

“I was driving home from work one day when I was flagged down by a shipmate who had stopped on the side of the road to aid a car crash victim,” said Cordova. “The man was having seizures and I assisted by removing his dentures and clearing the vomit from his throat.”

Cordova then stood by until an ambulance crew arrived.

When the unit’s only corps man, Petty Officer 2nd Class Nathan Miller, went on leave Cordova, with his EMT training, stepped in to fill the void.

“Aside from having the EMT training he has a caregiver demeanor,” said Waters. “He’s just real empathetic to people and just really interested in making sure that they’re doing all right onboard. He was the perfect person to fill that role.

His work assisting and covering for Miller is yet another example of this 3rd class electrician’s mate, a very junior member, stepping out into a leadership role that is not only held by a senior petty office but that is also outside of his rate specialty.

“He’s one of these infuriatingly humble guys,” added Waters. “You’ll tell him that he’s the man and he’ll find some other person or circumstance to credit instead when the credit is only due him. He’s got the type of personality that really earns people’s respect puts them at ease and makes them want to learn from them.”

Cordova, like every one of the service members nominated as an EPOY, is an exceptional representative of the service.

“It sure is an honor and a privilege to work with him,” concluded Waters. “Seeing that junior of a person operating at such a high level makes me think that the service will be in good shape for the years to come.”