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description= Tugboat related issues, comments, and opinion.;
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ials good bye license creep march 20 2014 by captbbrucato in keeping with the continuing u s c g compliance updates for the s t c w convention you may now have your renewals post dated and virtually eliminate what has been referred to as license creep read this notice carefully as it only applies to renewals it s one of the few really good things coming out of the convention share this share on facebook opens in new window facebook print opens in new window print email a link to a friend opens in new window email share on x opens in new window x like loading posted in uncategorized leave a comment stcw final rule december 24th 2013 december 24 2013 by captbbrucato stcw_publication_final_rule_24dec13 here s a little light reading for those of us in the industry the final rule will bring us mariners kicking and screaming into compliance with the imo convention more info to come once the nvics start flying expect confusion anxiety and more training requirements the best way to survive this transition period ending with full compliance expected in 2017 is to pay close attention to the next batch of nvics then open your calendar and your wallet cause this is going to sting share this share on facebook opens in new window facebook print opens in new window print email a link to a friend opens in new window email share on x opens in new window x like loading posted in uncategorized leave a comment calhoon meba engineering school distance learning program december 13 2013 by captbbrucato i m beginning my radar renewal process a bit early this time using the calhoon meba engineering school distance learning program when i wrote the last article describing this new way to handle training and re certification i said that i would be giving this a try as my renewal date approached i should say that my first attempt at finding and registering for the course was slightly side tracked by the fact that i thought i would be using the prometric portal well let s say that after a few calls to an endless loop of phone menu items and toll free calls including one to somewhere in southeast asia i found my way by calling the calhoon meba school directly and spoke to a nice young woman named lisa mc neil 410 822 9600 ext 322 i was able to ask all my questions and get answers from a real human being and i was set right in short order so here s the deal as i understand it any mariner can apply for their radar re cert with this school you do not have to be a member of meba follow this link to their home page hover your mouse over the online courses menu item and check out the drop down menu read everything then fill out your application select your course and pay the lady you ll receive an email with confirmation and then you ll have to allow a day for processing the order you will receive an email confirming your registration and access to the study material and also more importantly your login and access to the instructors for any questions you might have via email in the information link it states you have a month but the conversation i had with ms mcneil made it clear that i could study longer if necessary and not have any problem ms mcneil can offer more info if you need more time once you have registered and been accepted you will be given the key to the online course material and practice with it as often as you like the online course and testing material comes from the same source used at the prometric center on your exam day okay so you re ready to test the scheduling process is email based and finding the exam near your home becomes your next step here s where the prometric system comes into play through the calhoon website select locate a test center and follow through the menu to filter it down by country state etc select the course search the nearest test center select the center you want check for available dates so that s what i ve got so far i will report back after i ve completed the process and let you know how it went so far i m on track share this share on facebook opens in new window facebook print opens in new window print email a link to a friend opens in new window email share on x opens in new window x like loading posted in cool stuff education exams informational license renewal training uncategorized leave a comment november in the gulf of mexico december 6 2013 by captbbrucato it s been a few months and the weather conditions down here in the gulf of mexico continue to offer a diverse experience from one voyage to the next here s what we had to deal with for a day and a half just before the thanksgiving holiday what you re watching is what an atb is designed to do ride weather that would keep a conventional tug and barge hove to on a slow ahead engine or weather bound all together we don t necessarily enjoy this kind of ride but the fact the atb tolerates this kind of weather and is still able to make a respectable amount of headway is testament to the effectiveness of the design the nicole l reinauer heading for tampa florida on a stormy day from bill brucato on vimeo share this share on facebook opens in new window facebook print opens in new window print email a link to a friend opens in new window email share on x opens in new window x like loading posted in alternate designs cool stuff crew endurance general seamanship gulf of mexico informational intercon life aboard towing technology tug and barge 1 comment i m a patient man but quandary really august 27 2013 by captbbrucato i found myself going through the library aboard and rediscovered an article written earlier this year for marinelink regarding a quandary for at b s as the phrase was coined i thought it was just so much bullshit when i first read it and i had to every intention to comment the comment piece fell by the wayside for a while but i ve renewed my interest so here goes it s clear to me the term quandary was meant to generate a response from the industry and perhaps create a bit of drama and even though it has taken me until now to comment i d like to add my view and i offer my opinion as master of one of the aforementioned quandaries captain jeff cowan whose experience regarding at b s remains in question for me pontificates on the ill conceived and imminently dangerous existence of at b s in place of ships in the jones act trade he has drawn parallels that make a sour grapes spin sound complimentary i read with a good deal of glee the direct and articulate see what i did there response from mr bob hill of ocean tug and barge and thank marinelink for publishing mr hill s comments in their entirety i believe with all due respect that captain cowan has missed the boat on this one pun intended i have been working on one of mr hill s at b s since 2003 see the page header we were in the new england trade for many years and this last spring joined our sister unit the at b christian f reinauer in the gulf of mexico to trade between louisiana and florida i have no illusions of what these units can and cannot do so let me address captain cowan s assertions here my boat normally carries a 7 man crew we have room for 10 as far as stcw requirements we are all stcw certified since the charterer requires it and yes cap we operate more than 200 miles offshore it s a nearly 420 nm long trip from sw pass to the dry tortugas on a great circle route twice as long if you try to stay within twenty miles of the coast the inshore route is held as an option though rarely used we moor with 8 lines more if necessary a two man deck crew generally has it done in 15 20 minutes there isn t any port facility we call on that requires more than eight mooring lines i have witnessed one of the large crowley 750 class moor and they take an hour or so with a dozen or more lines i can t state with any certainty that s the norm or the exception my company has had a safety management system in place since the late 90 s we are s q e rated through the ism code and iso 9001 and have been since 2004 we have 3 service gen sets and one emergency gen set all 99kw whaddaya think this is since we re talking jones act shipping we re not dealing with isps yes i will acknowledge the crew size could be larger the requirement for a greater number of people on board will have to be mandated by the charterers since the uscg and us congress are unable or unwilling to force the issue i don t have any illusions as to why this issue garners the attention it does from the upper level license community the jones act tanker trade is being somewhat eclipsed by at b s but not completely so let s just settle down since my at b unit was assigned work in the gulf of mexico i m seeing a lot of at b s working in the gulf and i do mean a lot i m seeing state of the art rigs trading in tampa jacksonville florida new orleans and port everglades bouchard conversions reinauer design built and converted units new crowley designs and osg behemoths all taking bigger bites of the coastal trade away from tankers in the 350 bbl range crowley just completed building 17 new at b s at a total cost of 1 billion usd that ain t small change at b s are and will continue to be the future but the tanker won t be disappearing any time soon it s true that for the most part we burn less fuel we have fewer crew members something we didn t have a big say in and yet we re getting charters from the big guys on a regular basis as a point of order here the majors don t put their eggs in risky basket if you catch my drift that s not to say we re not getting tons of rules in addition to the rules quoted by mr hill being satisfied to just build an at b we re tasked with tons of procedural and operational ahem guidance from our charterers we re being inundated with terms we were more or less oblivious to a decade ago solas isgott ocimf sire ism sms all these acronyms are in our daily lexicon and we re subject to the same standards as ships in many cases a cat 1 sire similar to a full blown colonoscopy is an audit that is generally reserved for ships my rig has had more than a few of them so far we ve tried to explain to the auditors that we re not a ship with precious little success here s a sample sire report how s that for a fun filled afternoon captain cowan cites the delays associated with tug and barge operations and the added time and costs that come with it again i call b llsh t we are chartered with a clear statement of expected speed we ll average and delivery times we ll make the customer is well aware of what they are buying if it was unacceptable we wouldn t be so busy we don t sail into storm systems the customer wants all his cargo not just most of it we take a beating like everyone else if we get caught but we d rather not everyone knows it comes with the territory ask anyone who has sailed through a hurricane and i m damn near certain they ll tell you to a man they d rather not do it again the scandia north cape was a single skin barge lost in a storm nobody should have sailed into the valdez with a crew of 24 plus was not a total cargo loss a large volume of her cargo spilled in prince william sound but certainly not all of it everyone seems to think the ship went away after the grounding it kinda did the ship was towed to california repaired renamed and placed in service again with a different name do we need to mention the costa concordia those of us who are running these rigs are not breaking any rules we re doing our jobs and we re doing it with lower level licenses in many cases now i m not particularly fond of the term but i can accept that there has to be a distinction tankers run aground and spill cargo just like barges a detail frequently overlooked in this kind of argument is that a total loss means everything ended up in the water and it s a rare occurrence let s coin the phrase correctly shall we double bottom technology isn t perfect but it s helping prevent bad things from becoming disastrous with the number of disasters in the news these days concerning ships breaking in half catching fire sinking colliding and grounding there aren t many stories where i see someone claiming how much safer ships are the fact is that any vessel that puts to sea must assume risk weather training limitations and sometimes dumb luck are involved to make or break a journey we like to believe dumb luck has little influence on the outcome but anyone who has piloted their way unscathed out of a zero dark thirty fog bank in heavy traffic knows better i doubt that the ship drivers are worried at all it s the writers of blogs and magazine articles needing something to write about nothing like creating a tempest in a teapot for a little entertainment if we re going to discuss things in a constructive manner let s agree that there s little room for half truths after all this isn t fox news is it share this share on facebook opens in new window facebook print opens in new window print email a link to a friend opens in new window email share on x opens in new window x like loading posted in alternate designs education informational marine safety towing technology tug and barge 4 comments something blue april 17 2013 by captbbrucato p a href http vimeo com 64272630 the atb nicole l reinauer in the gulf of mexico april 2013 a from a href http vimeo com user16373025 bill brucato a on a href http vimeo com vimeo a gt p share this share on facebook opens in new window facebook print opens in new window print email a link to a friend opens in new window email share on x opens in new window x like loading posted in uncategorized 5 comments i can do anything but disappear april 5 2013 by captbbrucato a line tow ready to head upriver his length overall is about 1 500 feet and maybe 120 wide i have to admit i m a bit of a tourist these days my latest assignment has my boat trading between new orleans and florida as i write this we re waiting to get a loading berth in the norco terminal just above the crescent city while i ve been around tugs and tows my entire career i ve never had the experience of seeing a mississippi river tow built and then sailed by the massive towboats that navigate the lifeline of the mid west it s busy work and takes a lot of blood and sweat to put together it can take a day or two to build a line tow by small workhorse towboats that are in constant motion picking up shifting and rafting up a fleet of 28 or more barges carrying anything from coal to grain to whatever the towboats that move the finished tow are huge and wide with a good amount of horsepower in the engine room and the pilothouse the mr t the towboat louisiana bayou listening to these boats receiving their marching orders is interesting the numbers and types of barges vary from boxes to rakes and keeping track of where they are placed and how they are delivered is complex but well understood it reminds me of how my dad used to get his orders moving railroad floats for the new york central when i was a boy just riding along the numbers of each unit are conveyed ...
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