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description= Tugboat related issues, comments, and opinion.;
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s fearing the worst without knowing the facts citing the dangers of pollution noise light and cargo and resisting more anchorages is indeed disingenuous when those anchorages are being proposed to make it safer for vessels to run the river and stop when necessary it seems to me that trains running up and down each side of the river many times a day contribute more noise and exhaust to the general population than what a few aeries of wealth must endure as we pass along the banks of the river but i digress the marine trade is the easy target we re noisy smelly boats that scar the vistas and cast a specter of foreboding on the pristine hudson valley except for the fact that the marine industry is the reason you can rely on finding gas stations airports and fuel deliveries stocked for use by the general public it s why walmart has those items you seek at a bargain and why your produce shelves are filled with exotic things like bananas in winter the industry isn t being recognized for its expertise and safety record it s being denigrated by those who find it a convenient scapegoat attacking the trade on the river is easy most of the benefits derived are invisible at first glance it is also unreasonable to expect the river to cease being a critical artery serving the northeast market these anchorages have been represented as a threat and that they will be full of vessels scarring the bottom and putting the river at a greater risk again anchorages constantly being filled to capacity especially some of these smaller ones is unlikely except for an event involving safe haven needs in the case of a hurricane during hurricane sandy the atb unit i work on was anchored off port ewen for the duration of the storm along with a couple of other units should we have been forced to go to sea fact the risk of a spill is unacceptable we feel the same way and we re under a lot of scrutiny to make sure it doesn t happen the oil transporters are vetted to a degree that most people never imagined the responsibility for cleanup falls directly on the owners of the cargo transporters working for oil charterers are subject to what s known as ship inspection reporting s i r e a group known as o c i m f created a checklist of inspection points that transporters must submit to that covers everything see the form here rather comprehensive i d say not a fact the boats are old and poorly maintained yeah no every boat is subject to regular maintenance and scheduled dry dockings to ensure their seaworthiness and operational reliability yes some of the tugs are over 25 years old and their upkeep is a large part of their operating cost second only to insurance coverage engine hours hours of use are tracked and specific replacement regimens are required to keep the boat operating in top form and fuel efficiency filters bearings seals all have a lifespan and are changed out based on their expected service life maintenance is a constant a long awaited inspection requirement has finally been implemented it s known as subchapter m follow this link to see what the rule has set in place the rule that all vessels carrying petroleum must be double hulled was dictated by opa 90 legislation directly following the exxon valdez grounding and spill in prince william sound in 1989 every barge moving oil on the inland waters of the united states is to be double hulled every single one in the event of grounding the outer hull protects the inner hull and has proven its ability time and again to mitigate a cargo spill rules for drug and alcohol testing physicals re certification formal radar training all followed over the years like so many safety regulations they came on the heels of a major incident and investigation the marine industry currently has more stringent training standards than most industries except for the airline industry today s mariner is safer better equipped and more skilled than ever before now for the bit about recency and what it means when someone operates in the same geographic area for a length of time it becomes familiar the same way you know your way to and from work each day whether you walk drive ride a train or take a bike you know the route like the back of your hand for transits on the river tug mates train to know and remember each turn and landmark along the way they are keenly aware of tidal current and levels the amount of water under the keel they learn where to slow down to minimize bottom suction bank suction bank cushion and any number of physical effects the vessel might encounter and one of the most important things is where to stop if things get crazy if the visibility diminishes if the wind is getting a little too strong or if there is a mechanical issue that will impede the boat s ability to continue safely the primary answer to this is an anchorage and right now adding more will promote safe navigation rather than make it more dangerous to the river s ecology it has become customary to avoid night transits in the upper end for more than a few years now it was ushered in at first for winter transits with deep draft barges when ice would overrun and drag channel markers to hell and gone anyone who has spent any time running the river in icy conditions knows this situation well this is another good reason to know the route like the back of your hand it is now policy for most of the big transporters insurance underwriters and charterers had a lot to do with insisting on daylight only becoming a year round practice this is the primary reason kingston sees vessels anchored up off port ewen deep draft and darkness don t mix these days my case for the anchorages denying additional anchorages is tantamount to closing the shoulder on the thruway it s the same as denying an aircraft an emergency landing field and in fact makes things worse instead of better forcing a vessel that is blinded by a weather event or hobbled with a mechanical difficulty to continue its voyage is madness the frequent complaints i m reading concern shale oil and the hazard it presents to the river the safety record of transits made by commercial vessels on the river is unmatched by any other mode of surface transportation the vessels carrying this product and many others are manned by professionals with decades of experience moving cargo up and down the river in vessels with crews that have met the strictest vetting standards to date it s too easy to lose sight of the fact that gasoline jet fuel heating oil and household goods all move on the river presently the shale oil market is slow but the thirst for heating oil and gasoline and jet fuel continues unabated if the riverkeepers and their supporters are really serious about safety i recommend learning more about the industry you seek to encumber and try talking to us rather than promoting a stance based on limited knowledge the new proposed anchorages are necessary avoid a catastrophe not create one the industry issues regarding trade and global markets are not my concern here i am concerned with offering some background and information on how inaccurately my job and expertise is being portrayed as far as the uscg is concerned they will render a decision based in some part on the comments received and the safety of vessels moving cargo on the river i m happy to see the comment period has been extended i look forward to reading the final decisions and what the coast guard will decide you can be sure everyone isn t going to be happy but in my experience the decisions are well reasoned and consider all valid concerns 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 education informational local knowledge marine safety opinion tug and barge uncategorized 9 comments so it happened august 31 2016 by captbbrucato https gcaptain com kayakers collide new york ferry i would like to offer my condolences on both sides of this incident no one wants to see this happen i have commented on this in the past discussing the lack of communication between recreational vessels and kayaks specifically https captbbrucato wordpress com 2011 07 05 really kayaks https captbbrucato wordpress com 2011 07 06 kayaks redux i ve had an ongoing discussion in my comment section as a result of my post regarding the same let s take a moment to clear up a few things i m seeing in the comment sections of the many posts floating around trying to assess blame cause and right of way the rules are specific and if followed the thinking is theoretically that a collision should never occur real world not so much rule 9 narrow channels a i a vessel proceeding along the course of a narrow channel or fairway shall keep as near to the outer limit of the channel or fairway which lies on her starboard side as is safe and practicable international inland ii notwithstanding rule 9 a i and rule 14 a a power driven vessel operating in narrow channel or fairway on the great lakes western rivers or waters specified by the secretary and proceeding downbound with a following current shall have the right of way over an upbound vessel shall propose the manner and place of passage and shall initiate the maneuvering signals prescribed by rule 34 a i as appropriate the vessel proceeding upbound against the current shall hold as necessary to permit safe passing b a vessel of less than 20 meters in length or a sailing vessel shall not impede the passage of a vessel which that can safely navigate only within a narrow channel or fairway c a vessel engaged in fishing shall not impede the passage of any other vessel navigating within a narrow channel or fairway d a vessel shall must not cross a narrow channel or fairway if such crossing impedes the passage of a vessel which can safely navigate only within that channel or fairway the latter vessel may must use the signal prescribed in rule 34 d if in doubt as to the intention of the crossing vessel e i in a narrow channel or fairway when overtaking can take place only if the vessel to be overtaken has to take action to permit safe passing the vessel intending to overtake the power driven vessel intending to overtake another power driven vessel shall indicate her intention by sounding the appropriate signal prescribed in rule 34 c i rule 34 c and take steps to permit safe passing the power driven vessel to be being overtaken if in agreement shall sound the appropriate same signal prescribed in rule 34 c ii and may if specifically agreed to take steps to permit safe passing if in doubt she may shall sound the signals prescribed in rule 34 d ii this rule does not relieve the overtaking vessel of her obligation under rule 13 f a vessel nearing a bend or an area of a narrow channel or fairway where other vessels may be obscured by an intervening obstruction shall navigate with particular alertness and caution and shall sound the appropriate signal prescribed in rule 34 e g any vessel shall if the circumstances of the case admit avoid anchoring in a narrow channel my view find the kayaks get it and here is an example of what the prospective traffic can be it has been cited that rule 9c applies in this case it does not it has been claimed this was a narrow channel it is not it has been stated the rule of tonnage should have applied there is no such rule it is a construct of common sense similar to let the big boat go first it is not a rule reg or statute it is a common sense admonition for small craft surviving encounters with large vessels in close quarters so far as i know what has been reported is that the ferry was leaving his berth and turned into the sun for his westbound crossing and met with a flotilla of kayaks that were following the pier heads close in was there any communication from the kayaks so far unknown did the ferry sound signals properly too early in the investigation and no one has said that he didn t were the kayaks being led by a club or organization was there notice given to vtsny uscg vessel traffic service all this and more will come out in due course it is cold comfort that no one died i take no pleasure in my prediction that this was a matter of when as opposed to if it might happen for those of you who follow this blog i ask that we all make an effort to educate those recreational boaters of their need to understand the dynamics of sharing the waterways in a safe manner and comply with the rules i see quite a few professionals misquoting the rules as well this is not acceptable as professionals we are held to the higher standard and will suffer as well as impose suffering on others for our ignorance the hearing will not be pretty when it becomes apparent that our industry isn t upholding the standard that sets us apart we must do better http www navcen uscg gov pagename navrulescontent read and understand the rules it s clear there is a need to post this again 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 education general seamanship informational local knowledge marine safety tug and barge 7 comments time for some photos august 20 2016 by captbbrucato it s been a while here are some views from my office in no particular order bb 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 1 comment back home again november 21 2015 by captbbrucato the nicole has been trading in the gulf of mexico for the last three years or so it was a nice run tropical deep blue and vast we dodged a couple hurricanes in the last months and made the trip back from the warm southern climes a couple of hitches back it was an eight and a half day voyage from new orleans that included riding the back of hurricane joaquin off the carolinas for a bit it got a little nasty to say the least our operations are now focused in the northeast market for the time being and it s busier work a lot of boat handling and action on familiar waters i have to say i missed the bustle of new york the benefits of working in the gulf were balanced by the headache of air travel limitations and sometimes grueling gauntlets of connections once on board the work was a bit more sedate with long distances and vistas of open water i don t miss the traveling i ve seen enough airports for a while so in the spirit of sharing here are some photos i ve taken of our return to the northeast 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 informational life aboard opinion tug and barge tug pics 3 comments update how to correct your publications 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