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description=Tugboat related issues, comments, and opinion.;

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e been greatly exaggerated i will offer some lovely seasonal and scenic shots i ve taken in the last few months i hope you enjoy them p s since i first began posting videos many technological improvements have come to fruition drones with hd cameras have outclassed my humble offerings i gladly pass the baton to these new and inventive videographers 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 7 comments anchorages agendas and ignorance september 16 2016 by captbbrucato edit thank you to carolina salguero of the mary whalen for the head s up the comment period has been extended to december 6th 2016 the link for comments here if you wish to comment please do so in an effort to clarify the misconceptions of the opposition we as an industry need to inform and educate our neighbors and help them understand the facts and not embrace the hyperbole the hudson river is a beautiful stretch of water it reaches from the battery to troy locks in a roughly 130 mile meander that is wide at her lower reaches and narrow and dark in the upper end the bridges that cross at various points offer vistas that will take your breath away the fact that this river has been a conduit for commerce for a few hundred years should come as no surprise it s the perfect corridor with limitations this post is in reference to the proposal for expanding the availability of anchorages along the river including my effort to enlighten the less than well informed resistance the proposal has met i will make an effort to mitigate the criticisms that were based on a lack of facts it s clear to me and many of my colleagues that the resistance came with a flood of ignorance and supposition those who are screaming the loudest are using arguments that clearly demonstrate how little they understand the marine industry basic safety requirements and the necessity of these refuges nimby at its worst so in an effort to fill in some blanks and erase some misconceptions i would offer this post as a start this is by no means a comprehensive list of concerns but i sense these are the primary discussions as it has in the past today s waterborne commerce moves all manner of cargo to and from the ports of call along her banks the old brick works mills scrap yards boat landings and wharves are evidence of commerce past today this tradition continues on a much larger scale in case you didn t already know when i first started working on tugs we had a regular run up to albany and rensselaer with stops in poughkeepsie newburg peekskill tarrytown and a half dozen little holes in the wall like kingston s roundout creek and further up in athens i learned my way up and down the river by sitting for hours on end watching listening and learning from the old man he just so happened to be my father an education like this you can t buy those who seek to ply this waterway must prove their skill and local knowledge before they are qualified to make a transit piloting the river takes practice and a multitude of trips to get a clear working knowledge of the bends and turns and shallows along the way it takes a good long while before any mate gets to stand the upper end watch without an experienced eye pointing the way and teaching him what he needs to know but more about that later fact all foreign flag vessels carry a pilot that boards in yonkers and directs the transit to the port of albany the reverse is also true from albany to yonkers the bulk of commerce though you may have guessed it is tugboats and barges i d like to add if you don t have recency on the river you take hire someone who does like any waterway there are anchorages designated areas to stop and wait for traffic berths or just rest the anchorages for deep draft vessels are extremely limited and get crowded rather quickly if weather turns ugly or backups at the port of albany deny berthing for a spell the widest and deepest ones being south of kingston n y not a fact these new anchorages will be used for fleets of barges storing oil long term waiting for the price to improve the new proposed anchorages are not going to be long term storage for crude the new anchorages are not wide enough nor are they fit to accommodate the scale of storage to be a moneymaker the concept of storing oil in ships is not new and yes it happens but not on the scale these anchorages could accommodate the ships that are utilized for this kind of storage are in the 2 million barrel range they anchor offshore in very deep water with lots of room the practice is referred to as contango and it s costly look it up the efforts of the river keeper s site and others like it denouncing any accommodation and the uscg s comment section reflect a dearth of industry knowledge from regular folks 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 v...