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description= Tugboat related issues, comments, and opinion.;
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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 in a boatman s shorthand concise and exact the volume of traffic here is amazing ships sea going and river tows are everywhere huge cranes off loading dry cargo flotillas of barges are almost everywhere along the riverbank the anchorages are along the river and tightly packed our anchorage here in ama one of many we set our anchor within a few dozen yards of the unit ahead of us and settle back the river current is constant so we lay parallel with the bank it s a bit unsettling to be this close to the guy ahead of us and the one behind us but the anchor holds and it s kinda cozy the radio chatter is flavored with a bit of a patois and it s amusing to hear some of the exchanges between the pilots and operators of the boats working here courteous and occasionally colorful these fellows use phrases that catch your attention in a conversation between a couple of units this morning the dialog went something like this i m up bound approaching the turn what would you like if you could hold up there i ll be around here shortly no problem cap i can do anything but disappear you can be sure i ll be using that one someday it s not news to anyone that s the least bit familiar with the western rivers that the line tows are massive floating collections of cargo larger and longer than any ship afloat to listen to these units making their way is a study in cool and calm when i encountered my first big guy i was impressed with the way he seemed to manage his charges so effortlessly i quickly recognized that these men were supremely gifted boat handlers and to underestimate them would be foolish for the time being i m going to enjoy the experience and absorb as much as i can from the mariners that work in this corner of the country these people have a skill set that rivals any you might find in the northeast during my first voyage here one of our river pilots came aboard to relieve his colleague who had met us at the entrance to the river eight hours earlier as we shook hands and in a big voice he said cap your day just got better better indeed more to come 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 general seamanship life aboard local knowledge pilots towing technology tug and barge tug pics uncategorized 3 comments photos from my first port everglades fl to mississippi river to new orleans voyage march 19 2013 by captbbrucato my first voyage to the mississippi river was a fine fair weather trip around the florida keys and across the gulf of mexico i shot a few pictures and learned a few things more on that later for now some photos the natchez the turn at algiers a bayou sunrise the loop current is having its say sunrise off the florida coast 1st morning out of port everglades 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 life aboard pilots tug and barge tug pics 3 comments why tugboats have fenders aka risk management march 5 2013 by captbbrucato thanks to a book recommended to me by kennebec captain and my time spent reading it i have found the words to express my frustration with zero tolerance safety programs with a couple of quotes the point of risk management is not to prevent failure for that is impossible the point is to have a plan ready to manage and control failure when it inevitably comes this may in fact be the real story of human and societal improvement we talk a lot about risk management a nice hygienic phrase but in the end risk is necessary things can and will go wrong yet some have a better capacity to prepare for the possibility to limit the damage and to sometimes even retrieve success from failure when things go wrong there seem to be three main pitfalls to avoid three ways to fail to rescue you could choose a wrong plan an inadequate plan or no plan at all say you re cooking and you inadvertently set a grease pan on fire throwing gasoline on the fire would be a completely wrong plan trying to blow the fire out would be inadequate and ignoring it fire what fire would be no plan at all these quotes are not my own they are from a book linked above and a commencement speech i believe they illustrate perfectly what and how we should think about risk management as a practice the message we frequently get from management is the same old saw zero incidents accidents errors while this has a nice ring to it and is a worthy goal it s not humanly possible and we know it planning for failures that might occur however is well within the realm of possibility evidence of this kind of real world thinking is represented by our vessel spill response plans salvage plans voyage plans operations manuals and training curricula these documents all articulate what to do when something happens or if this happens then they are general in nature since it s impossible to prepare for every possible permutation of events and write a specific procedure for each it s left to our training and judgement after that high reliability organizations a high reliability organization is one that while highly trained to avoid failure is keenly aware of the cues that arise announcing an impending one the thing that makes them so reliable is that they are prepared and mindful enough to catch a bad series of events while they re still curable but it s not just their awareness their resilience in the face of an event it s how quickly they can get the situation under control and continue using the plans set in place for such an incident as a guide it s not making a blanket statement of incidents won t happen because we don t want them to it s the real world the message is clear to me coupled with proven safety procedures we need to recognize that and prepare for when things to go wrong the business of towing is full of risk it s why tug boats have fenders it s a contact sport a sign on the bulkhead stating zero zero and zero isn t telling me how to accomplish it and you can bet harry potter s magic wand is out of the question the ability to meet and assume that risk is tied to practical and relevant training standards the conflict between zero incident safety programs and reality is that if we were to eliminate all risk nothing would get done something in that statement seems to make some eyes glaze over and disconnect from the conversation ships are safe in the harbor but ships are meant to go to sea someone has to take risks to make things happen sailing across the ocean space exploration flying out of la guardia airport during bird migratory season none of these things happened because risk was eliminated it was addressed and planned for if you think all risk can be eliminated and still see progress you re kidding yourself by seeking that end you ll find that you are paralyzed by every threat real or imagined and taking a step ahead will never happen 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 deck safety education informational training tug and barge uncategorized voyage planning 4 comments the uscg releases four years worth of safety alert advisories and lessons learned january 31 2013 by captbbrucato this is a good piece of reference material for future safety meeting topics and just for general safety awareness thanks to gcaptain for forwarding the link 08_12_products 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 2 comments it s that time again december 24 2012 by captbbrucato again the ghost sped on above the black and heaving sea on on until being far away as he told scrooge from any shore they lighted on a ship they stood beside the helmsman at the wheel the look out in the bow the officers who had the watch dark ghostly figures in their several stations but every man among them hummed a christmas tune or had a christmas thought or spoke below his breath to his companion of some bygone christmas day with homeward hopes belonging to it and every man on board waking or sleeping good or bad had had a kinder word for another on that day than on any day in the year and had shared to some extent in its festivities and had remembered those he cared for at a distance and had known that they delighted to remember him charles dickens a christmas carol after a hurricane an election a nor easter and a nightmare we re still hanging in there for the last gasps of 2012 the mayans were wrong some minister down in the bible belt was wrong a couple of times and now were preparing to leap from the fiscal cliff as soon as we croon the last notes of auld lang syne once again the schedule has me and my crew aboard for the holidays every other year we are aboard we swing the hitch every year by putting in a three week hitch right around thanksgiving that effectively reverses which holidays we ll celebrate at home we could do a week and a week but the amount of traveling we d have to put in at the busiest time of the year is prohibitive our crew change day is thursday and thanksgiving if you ve been keeping track is also and always a thursday we ve looked at trying to swing the hitch at different times of the year but because of the thursday crew change it has to be around the thanksgiving week it doesn t work any other time without forcing an additional disruption in time on and off it s not difficult to put in three weeks some guys work a three week rotation as a normal hitch some work a lop sided four weeks on and two weeks off and some i shudder have no schedule they work until they have to quit to get off the boat something that would make me consider an alternate career choic...
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