Sunset after the Storm, February 6th, 2010

The snow has stopped, the wind is shifting westerly with a frosty vengeance, and the sun is setting as we wait the “Gate” tide in the New York Upper Bay Anchorage.  I just couldn’t pass it up.

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I’m a Mariner, Not a Terrorist

Popeye image used without permission, Not an actual T-shirt, it's just a demo.

I just sat down to my morning coffee when I came across an article on CNN.com.  There’s a bit of a commotion in Great Britain regarding the treatment of credentialed press photographers being stopped and searched without cause in the name of security.  According to the article the authorities claim the need under Section 44 of Britain’s Terrorism Act of 2000.  The unwarranted stop and search practices, already condemned by the European Court of Human Rights, continue in the name of the greater good prompting the photographers to come up with a clever slogan, “I am a photographer, not a terrorist”.  I kinda like the slogan.  The professional maritime community could easily adopt a form of the slogan by changing the wording to, “I am a Mariner, not a Terrorist, Dammit!”  (I think “Dammit”  would be appropriate for added emphasis) In spite of the USCG’s efforts, we’re seeing precious little progress on the access issues that showed up post-MTSA 2002.

It’s not a surprise we’re seeing such glacial movement on the issue.  There are too many other issues distracting the good people in Homeland Security to worry about the minor concepts of personal liberty, the Bill of Rights and just plain common sense.  I mean if a guy is trying to light his underwear on fire or some fellow self-polices himself because he has forgotten his bagful of shotgun shells as the plane is backing away from the gate, I get it.

But the one thing we should note is that even though Ms. Napolitano insists the “system worked as it should”, we know it’s not since regular everyday Joes and Janes beat the shit out of (I mean subdued) the “Underwear Bomber”.  The shotgun shell guy turned himself in and the TSA still has egg on its face from a passenger just walking through a supposedly secure access and causing a mob scene in a major airport,.  Then a teenager gets taken down for praying because some ignorant bastards thought his tefillin was dangerous stuff.  Since the tefillin has only been around for few thousand  years or so,  I can see how that might be difficult to recognize.  I’m thinking a bit more multi-cultural training is in order for the TSA .

So until they’re up to speed, regular everyday people will be doing the job our elected officials are supposed to be doing, I think that the title of this post is the slogan we could adopt, it might help the next time at the airport or even the next terminal on crew change day.  Maybe I should start a T-shirt campaign

SeaSource Testing Software Beta

With the East Coast buried under a record snowfall this weekend I  had the time to sit with the latest version of  SeaSource’s website’s new exam software beta, and found it every bit as good as previous editions.

If you are in the process of upgrading your ticket, this system lends itself to the task well since it has everything one might need for pre-exam review.  It has the distinction of being FREE and has a comprehensive and frequently updated database of USCG questions.  The very same ones you’ll see in the exam room.

I have written about this software and website in the past and it’s creator Stephen C. Littlefield has maintained headway over the last 14 years by continuing to make improvements and updating his software.  Now it’s our turn to help him debug it.  He’s seeking the input of mariners young and old to make this product as good as it can be.

The home page of his site explains all you’ll need to know and what to expect as far as performance of the software.  The setup is straightforward and allows moving from one module to the next with a click.  If your’re feeling confident, you can take on an entire module of questions without interruption or take smaller bites and track your progress. Some functions in the new version are unavailable as of this posting though they are sure to be incorporated in the final product.

If you are studying and looking to test soon, this site offers a good way to supplement your study regimen and hone your chops to stay familiar with the USCG exam mindset.  The old version is still up and running with the hope the new setup will take its place after the “debug” cleans up any glitches.  Help a guy out and give it a try.

Send your comments and suggestions to the webmaster.  I can’t think of too many other sites that offer such a comprehensive and well presented program as this one.  Steve offers other study materials for a small fee along with the free exam software. Take a test drive and see if your studies would be served by his work, you can’t beat the price.

The biggest issue we face in the licensing ordeal is cost, this is a terrific alternative for many of us.

December 7th 1991, 1830hrs

It’s exactly 18 years ago tonight as I write this that I took a swim without the benefit of a PFD, a witness, or any idea that it was imminent.  No, I wasn’t plowing through heavy seas and swept over the side.  I wasn’t sleepily standing at the rail, uh… relieving a biological need.  And I wasn’t trying to jump a distance that I should’ve reconsidered.  I was climbing down a ladder in the dark to walk up the dock and call home.

My boat (the Dragon Lady) was waiting orders in the old General Marine Shipyard, formerly the Jackson Shipyard in Mariner’s Harbor, Staten Island, NY.

It was just after the evening meal and the cell phone was not yet part of my standard equipment.  So up to the pay-phone I went.  I told the Chief I was going up and he was settled in watching TV as I climbed up and over the barge we were tied up alongside.  No one was in sight as I steadied the ladder and took the first three rungs quickly.  My world started spinning in a sick and twisted circle as the ladder collapsed under me and promptly sent me falling into the Kill Van Kull.  The four feet of clearance between the dock and the barge was enough for me to fall straight in and miss hitting my head on the dock by inches.  I went fairly deep, having dropped from about twelve feet or so ( the Russian judge posts a 9.5) and came straight up to the surface.  Lucky for me I was a fit 36 year-old at the time and it was high water slack.  I managed to keep my wits.  I was wearing a heavy coat and boots and  aware enough to quickly get a handhold on the first thing I was able to grab, a broken exposed bolt that once held a string-piece in place. This same bolt could’ve been the end of me had I made contact with it on the way down.

After a long few minutes I was able to pull myself up onto the dock.  As I sat and considered how close I came to meeting my maker, I spied the hole in the dock which the leg of the ladder had slipped into.  That ladder was set hours before and as the barge rose with the tide it shifted the ladder to within a few millimeters of the damaged deck plank.  My body weight was enough to send it the last bit and drop me on my way.  I stood and reset the ladder and took a very chilly walk back to the tug.  As I entered the galley to find the Chief still watching TV, his query upon seeing how “hydrated” I was, “What, is it raining?”.  A valid question but for the look that must have been on my face.  I told him how I just missed killing myself and elicited the requisite, somewhat sympathetic “Wow, that sucks”……

I am more than aware of how differently it might have turned out.  I wasn’t expected to be back in short order.  In fact if I didn’t come

back for an hour or so, it would have been assumed I stopped in the local pub across the street for a beer (in those days we could still grab a cold one when nothing was scheduled for a good bit of time).  If I had bumped my noggin on the way down, no-one would have thought to look for me for a good long time.  And time is not what you have when you’re in the water in December.

If I had been wearing a P.F.D., I would at least been on the surface and maybe been able to call for help after “coming to”,  hopefully  before I succumbed to hypothermia.  Or at least, my remains would have been easier to locate.

So, I know it’s a tired old song, but  crew members are lost over the side every year.  The winter temperatures allow no quarter and will sap the warmth and life from your core as sure as the sun will rise tomorrow.  Taking a moment to make certain the ladder or gangway you’ll be using is safely set will prevent an unexpected swim.  And wearing a P.F.D. will give you time to attempt a self rescue, or at least ensure that when you’re discovered missing, you’ll still be on the surface.

Lesson learned my friends.

Happy December 1st from Rhode Island Sound

A brilliant early morning just past Beavertail Light southbound

The Holidays Afloat

Many of my friends and acquaintances wonder aloud at how I and my fellow mariners deal with the holidays while at sea.  It’s inconceivable to them that being away from home during the holidays is something we can accept.   To those of us who are at sea during Thanksgiving, Christmas, and Easter, the day is like any other except we can expect (or at least hope for) a large meal with the trimmings and a nice overtime addition to the paycheck.

Since I started in the early seventies, I’ve missed way more than half of the “big three”, much to the chagrin of my family and friends. For the past 54+ years it’s how it’s always been for me and my family.  My Dad was home or away, we seldom knew for certain whether he’d be home or not since work was the priority.  For my own little family, it’s been more of the same.

In 1980 I was a new mate with Exxon Shipping Company’s East Coast Branch and I was assigned to the Tug Exxon Pelham and Tow #1.  It was supposed to work out that I’d be home for that Christmas and be able to celebrate with my wife and 3 year old daughter, but a schedule change forced the cycle in the wrong direction.   I found myself on the tug waiting for orders in the Constable Hook Terminal in Bayonne NJ on Christmas Eve, far from home and more than a little blue.  Of course, it was snowing.

My wife was showing a brave face over the telephone, and luckily my daughter hadn’t a clue.  I walked back from the pay-phone and at the 1800 watch change the Captain walked in and asked how far away home was for me.  I was only about 80 miles away but it might as well have been 800.   I had only been working with this captain for a couple of hitches, but that day he proved to be a kind and decent man.  He promptly told me I should go home and spend the holiday with my family since we weren’t going anywhere for at least 2 days.  I was reluctant for about 10 minutes being the “new guy”, but he convinced me it would be okay, I agreed to take him up on his offer.  When I asked what I could do in return, he insisted that I should return the favor by doing the same for my mate somewhere down the road.   Captain Paul Lewis made an impression on me that endures today.  I have since returned his favor a couple of times with the same request that it was made of me all those years ago.

Me (look at the hair!), Richie Anderson, Capt Paul Lewis, Joe Rodowsky; Paul Lewis' and Richie Anderson's retirement party on the Pelham 1981

Being away is tough but it makes the coming home that much sweeter.  My wife always makes the holiday for us when I return and we celebrate regardless of the date.  It works out well for us, our friends after all these years understand and appreciate the situation.  It actually makes things a bit better when one doesn’t have to race from one set of relatives to another on the same day.  Too hectic.

The holidays are always considered and we make commitments based on our schedule.  We swing the hitch every year to spread the holidays out so everyone has a chance at least once every other year to have the “big three” at home.   In the past the hitch swing wasn’t all that common, but it has become part of the annual scheduling process for us on  the east coast.  Most of us anyway.

So as you raise a glass this holiday season remember someone is always at sea, 24/7/365.

Have a safe, healthy, and happy Holiday Season.

C.E.M.S. and the Tugboat Quandary

At anchor, NY Upper Bay, Bay Ridge Anchorage

You may notice that I post to another site “Master of Towing Vessels Assn.” with these articles. Though you’ll see some subtle differences editorially, essentially they are the same.

The responsibilities of the pilothouse watch stander by definition are to stay awake and alert. The number of tools at hand to facilitate a proper lookout and safe passage include compasses (magnetic and gyro), radar, DGPS, AIS, or a combination of all in a chart plotter, radios, cell phones, engine room monitors, and alarms. The pilothouse watch stander is tasked with the duties of piloting and navigating his vessel safely for the duration of his watch which can last anywhere from 4 to 8 hours at a stretch. In the towing industry it’s usually a 6-hour watch and it has been this way for decades.

The new Crew Endurance Management Systems that are being marched out are testament to the level of concern and struggle for solutions.
Now generally speaking I’m not interested in arguing against the C.E.M.S. idea, in fact I agree with much of it but I believe the “tugboat reality” is being ignored for the most part when it comes to this approach.

The four-part evaluation called for with the C.E.M. system addresses the basics regarding reducing noise levels, darkened sleeping quarters, minimizing extraneous noise, and a proper diet. The evaluation is by no means a cut and dried schedule of requirements, it’s more of a guide, subject to fine-tuning over time. It gets complicated enough that a “mature system” would make provisions to ask the operator to use less throttle to minimize shudder and vibration. Aww Jeez, are we going to sing Kumbaya now? For crying out loud it ain’t the Love Boat!
On a tugboat, these criteria are not easily met at the outset since the environmental factors and noise levels would be nearly inescapable. Sometimes you just need to “hook it up”.
The rooms can be darkened and the hours shifted, but the biggest catch comes when the vessel needs to complete its deck and engine maintenance items.
As it is, the C.E.M.S. schedule doesn’t really allow for the really noisy work to be accomplished since there is always someone trying to sleep. We don’t have cooks anymore (gourmet or otherwise), the deckhands try but it’s really a crap shoot.
A tugboat is usually too small to have a quiet zone. H.V.A.C. systems are generally common or zoned as little as possible. So cooking, smoking, and general odors are always present to one degree or another.
And to have a “coach” wandering around shushing everyone wouldn’t be very well received.

So, throwing caution to the wind and giving a nod to 3 of the key precepts of the C.E.M.S. pamphlet, I decided that my crew and I would give the altered watch schedule a try. Mainly to see whether we derive any clear benefit from a slightly longer sleep period once a day.
There were no major changes made aboard as far as noise reduction or room darkening or even diet modification. Most of the exterior maintenance was complete for the year, the rooms were already as dark as they were gonna get, the dietary picture was a foregone conclusion since we don’t have the luxury of a cook, so that’s it. Everyone had an opportunity to make his opinion known during and after the trial.

On crew change day we set up our watches based at 0600. (7 hours on, 5 off, 5 on, 7 off) We did not attempt to alter the Mate’s watch to avoid the dawning day since he wouldn’t see the sun rise this late in the year anyway. All watches were based at 0600.
The captain’s watch serves 0600-1300 then rests for 5 hours and then stands a 5 hour watch 1800 till 2300. The Mate’s watch has the 2300-0600 watch and is relieved at 0600 and off till 1300.
I asked the crew to conduct this experiment for one week to see if anyone had a good or bad reaction to the altered watch.
The end result showed that the Mate’s watch was being robbed of any benefit since they would not get any real rest on the short off watch. They reported not being able to fall asleep.
This would make the following long watch nearly insufferable in the last hour. Rather than more rest, they were getting less.
There isn’t any provision personnel-wise that can be made for a “nap” so soldiering on for the week was in order.
The term of the test is acknowledged as being a short time frame but I think the glaring issue has more to do with the fact that the Mate’s watch was getting less rest with a longer rest period. It was apparent within a couple of days that they just weren’t tired enough to get any meaningful rest on their short off watch following the evening meal. Dragging the experiment out any longer would have created a real fatigue issue.

Mr. Thomas A. Alegreti, the C.E.O. of the A.W.O., used a study conducted by the Texas Transportation Institute for the U.S. Department of Transportation to address the Subcommittee on the Coast Guard and Maritime Transportation Committee, regarding Transportation and Infrastructure. With it he addressed the congressional representatives in Washington, DC on September 16, 2008, in discussions related to the T/V Mel Oliver incident in New Orleans he quoted from the Texas study regarding the inland waterways of the United States as being “the safest and most environmentally friendly and economical form of freight transportation”. The statement also quoted the study to say that our industry achieved record lows for crew fatalities and tank barge spills. It stated that tank barge spills between 1994 and 2007 declined 99.5%. The compliance data states the inland fleet is 85% double hulled, well ahead of the O.P.A. 90 due date.

Once we look past the high profile idiots making the news, the rest of us are quietly plugging away at 99.5% efficiency. The struggle continues as we strive for 99.9%.

Originally I wrote this as a response to a letter I read in Workboat that stated the 6 and 6 rotation was deadly. I have never believed that to be so, I think calling 6 and 6 deadly is unwarranted. The commenter did not represent himself with facts, merely unsubstantiated opinion. That said, I’ve been standing 6 hours on and 6 hours off for 30 years and I don’t see anything getting better by dividing the day up any differently. It would be nice to have the right amount of crew and the right watch schedule, and the perfect corporate attitude to allow for the perfect work environment. But we all know that doesn’t exist on this side of Neverland.

The work needs to be done and someone will be disturbed. We’re moving in the right direction but we have to give a nod to reality. Some things will work, others won’t.
It remains to be seen how the C.E.M.S. situation will play out. It has many thoughtful and practical recommendations, but it’s not the panacea when it comes to tugboats. It’s a near certainty we’ll be required to implement some form or another, any progress would be better but there is no magic pill that will alleviate crew fatigue completely. The system’s cheerleaders notwithstanding, it doesn’t try to, and could not, address all the different scenarios one would encounter on a tugboat.
A tugboat is a noisy, dynamic and dangerous place to spend time and it requires a level of awareness that requires one to be sleep deprived from time to time.

You’re going to miss some sleep participating in drills, emergency call outs, and overtime events that have little concern for normal sleep patterns. Mealtimes will be rushed and sometimes missed. The choice of meals may not meet with healthy dietary guidelines and that’s a fact, we’re lucky if the meals get served on time.
Corporate bottom lines will become even more important with the arrival of the financial markets new “Ice Age”. And it appears that nothing will prevent the powers that be from continuing to heap regulations and procedures upon us while showing little concern for reality when it comes to meeting these mandates.
Family and financial stresses will always be with us especially since we are all watching our 401k’s eating its tail (thanks Wall Street).

Many can say that my experience with this idea was not primed for success from the start since I didn’t go through the evaluations, audits, and investigations addressing the main aspects of the C.E.M.S. design, but I don’t see it as being necessary or that complex an issue. When you boil it down its easy to see that the amount of energy expended will outweigh the end result when it comes to tugboats.

So right now I’ll just say that I’m not going to lose any sleep over it.

iVSP – interactive Voith Schneider Propeller

Here’s something to keep you busy if you’ve ever wondered how the new systems work. They’re not very common here in the states but we do see them on a couple of Staten Island Ferries.

Here you’ll find video of these beauties at work in the hands of experts and one not so expert.

Enjoy!

Nicole Leigh Reinauer, Spring 2001

Here’s a video made by Capt Stewart Finch that shows the Nicole L. Reinauer doing her thing offshore in the spring of 2001. The sea state is running about 12-14′, a lovely day.

E-Navigation

I was reading Joel’s latest piece about GPS and space weather today and pondered how the modern age has only really taken hold of the New York Harbor towing industry, as I have known it, since the late 80’s and early 90’s.
When I was just a lil’ green deckhand in 1973 the most modern thing aboard the tug Richard K was the DC/AC converter in the galley for the engineer’s black and white TV, which was permanently tuned to any sort of wrestling which he swore was real. That or the Spanish speaking sports channel that featured international soccer in the UHF range.

There wasn’t a radar, Fathometer, or loran “A”. We had a magnetic compass of dubious pedigree and a radio set that required separate crystals for each channel you wanted to use. I was aware the guys sailing deep sea had some really impressive equipment, but I wasn’t headed for the Indian Ocean, I was going into Newtown Creek with a scow alongside.
Luckily, we operated in a reasonably small geographic area that included all of New York Harbor, Long Island Sound, Jamaica Bay, and the Hudson River to Troy.
We had a great deal of experience in the creeks and backwaters of the entire metropolitan area and it was all very familiar so long range navigation devices were not necessarily cost efficient as the thinking went.
The outfit was known as a “shoestring” operation as so many were, meaning the margin we worked on was as thin as one. Work was picked up as it came along and there wasn’t a whole lot money for new rope, much less fancy newfangled devices or shiny beeping things. We got from point “A” to point “B” the old fashioned way.
As fate would have it the boat acquired a salvaged wave guide navy setup for a radar and was installed as our only real nod to progress. Of course, I was the only one who could tune the damn thing. The tugasaurs wanted nothing to do with it and I was enlisted/drafted/impressed into the radar observer’s billet. Even though I had no license or credential, I was the guy they would yell for when the radar needed an adjustment, a tuning, or whatever. I think my eyesight was the asset most prized since the screen was so small I could have covered it with a coffee cup.
In later years after I was certified and licensed, I wondered how we ever made it from point “A” to point “B” safely with that old thing.

Now I don’t relate the story seeking pity for my advancing age or some sort of reverence for the old ways. I’m glad the old ways have seen their last and the new day has dawned with regard to the industry’s thinking when it comes to utilizing e-navigation.

But, my thoughts regarding these forms of navigation tools are mixed.
I treat these tools as suspect due to their uncanny ability to fail at the worst possible moment, a habit I’ve learned to embrace. A DR track on a chart, a stabilized radar display, and gyro compass are still my best friends. This is not due to my being a technophobe but my realization that these devices are merely tools subject to failure and misinterpretation.
This was illustrated perfectly today as I was finishing the first version of this article the laptop froze and dumped 2 hours of work into the ether.

My experience with electronic navigation aids has shown how useful and dangerous they can be. In the case where I was bitten by a device failure, I was lucky enough to escape with only clammy hands, a sweat-soaked shirt, and a slightly bruised ego.
In another situation I was stuck, I had no choice but to pray to every “God Electronic” to keep everything working as it should until I cleared the Cape Cod Canal’s East End in zero visibility with a fair tide pushing 75,000 bbl.s of jet fuel. It was a ten nautical mile white-knuckle nightmare transit that ended well in spite of being unable to see anything till I reached Sandwich Powerhouse.
That one is for the books, and another story, another day.
The decision to comment has more to do with how we as mentors teach the new guys how to regard these marvels.
Admittedly, my job is frequently more about piloting than navigating so I’ll address that first.
As with any transit, looking out the window should never be a secondary consideration no matter how slick the display or software. The data presented is fallible and as Joel points out it’s affected by influences you may have never considered.
And as accurate and reliable as they can be, during a training interval I sometimes turn off most of these devices to get the candidate comfortable with trusting his gut, eyesight, and sense of motion. Even with a nod to using all available means to keep a proper lookout the ability to function safely without relying on these devices is critical.
When I was getting familiar with a route my former captain pointed out the marks he used as reference and showed me how the trip can be repeated over and again by hitting your marks. If you found and hit your mark consistently, you would have a consistently safe and boring transit over and again. A good example is the Hudson River transit above Kingston.

It’s a “Pilot thing” .

Pilots rarely rely on anything but a fixed mark, it’s always something that will allow the vessel to be guided or lined up in safe water every time. The visual clues for current or local anomalies are more telling than any vector on a chart display.
The new technologies assisting pilots are complementary to the basic methods they employ. They come aboard with their DGPS equipped laptop plotters, pilot plugs, AIS capable, and full of info regarding berths and sail times and who has the next slot transiting the security zone you’re waiting for.
But in any event, they still have the main trick in the bag. Even if everything is working perfectly, they are relying on the basics first and foremost. Their gut, local knowledge, and marks are their primary inputs.
The electronic marvels are secondary information used to augment the basic info available.

ISM and E-navigation

Since my company and vessel are ISM certified we are required to prove the provenance of every tool, chart, program, plotter, or radar in use for planning and conducting transits. The equipment must be fully supported and up to date if it’s to be used by the vessel.

No pirated copies of Cap’n for Windows are permitted. Now when it comes to software, I’m as stingy as they come. If it ain’t free, it ain’t for me. That’s all well and good for my needs but when it comes to my vessel it is not the way things are done.

How it goes wrong.

There are cases of pirated software failing the user because key alarm functions wouldn’t work in a trial or pirated version.
The M/V Lerrix in October of 2005 grounded off the Darss peninsula in the Baltic Sea when the software being used by the watchstander failed to sound a course change alarm. The software was pirated, out of date, and the function wasn’t active. Though the report said fatigue was a major factor in the casualty. The software wasn’t properly supported and could not perform as required. It’s failure to sound the alarm that could have awakened the nodding watch stander was not active or available.

In another example of technology failure the M/V Royal Majesty grounded near Nantucket Is, Mass. in June of 1995
Ironically, the captain is quoted as having said at dinner how much safer the vessel was since it was employing GPS technology for its transit only hours before the ship ran aground on Rose and Crown Shoal, 17 miles off course. It was found that the GPS unit suffered an antenna failure and had reverted to Dead Reckoning Mode as stated in it’s manual. The problem was that since the bridge crew was so completely confident in the unit’s accuracy, they had failed to note that alarm functions could not be displayed on the repeater on the bridge.

No one thought to step into the chart room a few steps from the helm and check the GPS unit against the “loran c” or Fathometer.
Had they done so, the DR alarm may well have been seen and measures to avoid the grounding could have been successful. The manual needed someone to read it prior to making use of this device, what happened?

Read the Manual, understand the Device

Even though I treat these devices as suspect, that doesn’t mean I don’t try to completely understand how they work. In order to make use of these tools, I need to know what it can and cannot do. You will be the victim of your own laziness if the device you’re using fails when you need it most because you didn’t read the manual thoroughly. There’s nothing smart or professional about trying to figure out a DGPS chart-plotter in zero visibility approaching the Ambrose Channel Entrance
(This is not an endorsement) The new Nobeltec software for one is a fairly intuitive piece of navigation software that has some really good and some mediocre applications. I mention it only because I’m familiar with it. The neat stuff is the alarm functions and the log and tracking functions. The ability to couple the laptop with the AIS system is nice, along with a true gyro heading.

The Black Box

The logging functions are a dual-edged sword. The data will either back up your story or it will hang you. The data is non-judgmental and unemotional and it merely states what happened, not what was intended. Your career could end up hanging by a few megabytes of data.
There’s nothing like a track-line showing a heavy set going uncorrected for 45 minutes toward shallow water or heavy traffic to ruin your day.
You’ll be required to provide this data post incident if so equipped, and don’t even think about pulling a “Nixon”.
The Coast Guard knows about plotting software and how it works, the first thing the investigator will ask for could likely be a copy of your log data and track-lines as he hands you a flash drive.
Knowing how the software works and how its intended to be used is a fundamental requirement. If it’s aboard, one needs to know how it works and how it doesn’t.
They are tools subject to failure and misinterpretation. The “black box” is coming for many of us in the future. It will be the same tool the NTSB uses to identify the chain of events that have lead to an airline crash, it’s the last something that will speak of your actions in the event you can’t.

Gallery 1

Please note; These are photos I have taken over the years, you may use them with permission. Just ask.

NVIC 4-08, and what it may mean to the working mariner.

I have the pleasure of starting the renewal process for issue #7 this January. At five months prior to my license’s expiration date, I’ll begin the renewal gauntlet using the new USCG National Maritime Center.
In gathering the necessary information and lining up my documents I had a few questions regarding the new Medical Review Officer’s needs and how much time it might add to the ordeal.
The way I read the new NVIC regarding the number of conditions considered and the new review criteria gave me grave concerns that the process was headed south in the worst way. Every renewal request is required to be taken under review by a medical review officer, and then sent along its way in the process. My concern was delays may end up being even more ridiculous, I mean, have you read the thing?

I was initially reluctant to get into it with some drone in the center but it turns out I was pleasantly greeted and all my questions accommodated with clear and straightforward answers. Fancy that!
Here’s what I found out.
(I’ve included this link to the newest flier published by the USCG in regard to the new review system.)
In a nutshell, nothing has changed, except for a few key bits of advice.
When you submit your documents for renewal the form CG-719k needs to be supplied and current. I was informed that if you are healthy and taking no prescription medications, you should fly through the medical review on the first round provided all the T’s are crossed and I’s are dotted. Make sure the form is properly filled out and signed. Specific reference was made regarding the color sense test. The boxes indicating the Ishihara plate edition or whatever plates used should be checked on the form.
If you’re on ANY prescription medications you’ll need to be honest about them and list all of them. The little bit of advice I received regarded background data, you should provide an addendum to the form from your prescribing physician (preferably on his stationary). The addendum should state the condition being treated and that it’s under control and include your physician’s contact information. As long as the condition is not one of the big 5 you should breeze through more quickly than if a request for clarifying info is necessary.

The top 5 reasons for denial include:
1. Implantable cardiac defibrillators; cardiomyopathy.
2. Medications: chronic use of narcotics/
amphetamines/benzodiazepines.
3. Uncontrolled diabetes.
4. Mental health: psychotic disorders; uncontrolled
Bipolar disorder.
5. Uncontrolled sleep disorders.

But the main thing here is that since the new system is all we’ve got, you’ve got no options but to try and make it as easy on the M.R.O. as possible.
From all I could discern during my conversation with the center I can say that you’ll be flagged for further review without the addendum if you take a prescription medication.
The likelihood you’ll be denied is remote unless you fall under the category of one of the 5 big ones. As in 1 tenth of one percent.

So go forth and renew, but be aware that the new regimen is centralized and likely to add a bit of time to the process. By adding another set of eyes to the many that must review your renewal package its logical to expect things to take a little more time.

I’ll keep everyone up to date on how it goes.

U.S.S. America

U.S.S. America prior to her record setting Atlantic Run.

AIS Online

Real-time AIS, or close to it,  has seldom been available without a serious subscription fee.  Capt. Stewart Finch recently sent me this link for an apparently free and reasonably accurate AIS sight for the masses.  Give it a look and try it out.  It has some really neat features including vessel tracks and is easy to use.  The map is similar to what you’d see in Google Maps with drag features and zoom.   Vessel photos are available.  There is also the option under services to see this information in the Google Earth Application if you have Google Earth installed

“Getting the Signatures”

My Dad had a favorite little saying when it came to credentials, he told me; “Once you get your license , take it home and show your friends, your wife, and your Mom.  Then walk into your bedroom and open the closet, reach in, and draw everything over to one side and nail it to the wall.  Then go and learn to steer a tugboat.”  My Dad’s advice aside, the idea of getting the ticket first and learning the practical boat-handling aspect of the job after wasn’t the customary industry practice on New York tugboats.  In the days before the *T.O.A.R. and Apprentice Steersman tickets arrived, most New York deckhands would spend plenty of time  in the pilothouse while underway and hold the wheel for the old man as he wrote up his logs or went to make a sandwich.  The time was well spent since it was how we learned our way around a very busy place.  If the old man saw that you had your head on straight he’d let you steer to the next job, land a “light ” boat, or make up to a barge.  Eventually you’d get to pilot one through “The Gate”.   And by then if you showed enough potential, you were encouraged to sit for your ticket.  Once the license was in hand you were  on the fast track to the wheelhouse and in line to get your *Mate’s job,  but before that could happen two or three captains had to “sign you off“.  With your license in hand you had a firm footing in the pilothouse as the “trainee” and were granted every reasonable opportunity to learn each skill as it presented itself.  As long as you showed up, you either you did it or watched as it was done and asked questions.  It was on your off watch and you learned to go for whole *hitches with little sleep if things were really busy.  The time would come when the work became more intuitive.  You weren’t struggling with the process and the finesse you witnessed from the old man was showing up in your work.  After that, the last and most challenging phase was entered.

Depending on the outfit, the Mate’s job didn’t happen unless  you had two to three signatures. Having  more than one captain signing off meant each was stating  they witnessed your boat handling and you had earned their confidence in your ability and more importantly,  they would take you as their mate.  The possibility you’d end up with any of the men who “signed you off” motivated them to really put you through your paces so they could feel confident in granting their signatures, it was the only way they’d be able to lay their head to a pillow while you were on watch on anyone’s boat.  The time spent in the wheelhouse  as a deckhand prepared you somewhat, but proving yourself as a prospective mate was more demanding than you could have ever imagined.  You had to show you knew the job to more than one experienced boatman and there’s no faking that.  Your palms were supposed to sweat, you’d use some interesting body English, and pray to everything holy that nothing would get damaged as you showed your stuff.  If you didn’t cut it, there wasn’t any real shame in it, you just went back down on deck until you could show the old man what he needed to see.

If you were successful, you were promoted with precious little fanfare and given the back watch with the Captain’s strong admonition to “call me before you get into trouble”.   If you were really lucky the captain would assign the most experienced deckhand to your watch as well.  The A.B would be grumpy about holding your hand, but he wanted you to do well too.  It was his turn next after all.

Hell Gate Railroad Bridge "Westbound for the Battery" photo by Capt. J.T. Brucato

The idea you’d be allowed to move up and take the Mate’s job without proving your skills was and is unheard of.  Of the academy grads I met on tugs when I started, only a few of them managed to live up to the “a**hole-ring knocker” label that was bestowed on their misplaced superior attitude.  The know-it-alls had little if any on-deck experience and weren’t the least bit qualified to run the deck much less the tug, Third Mate Unlimited or not.  The time factor holds a great deal of relevance for measuring competence since the many facets of towing are seldom covered entirely in a short period of time.  It takes a few years to see everything a tugboat can do and learning how to make a tugboat do those things is not a simple task.  You certainly don’t step aboard and pull out Capt. George Reid’s book thinking it’s all you’ll need.

We see little of that “superior” attitude from the academy graduates these days.  The candidates coming out of the academies are stepping aboard ready to start on deck and learn the job from the bottom up.  I’m seeing a good attitude and decent academic background along with the desire to advance.   The industry is still working the “father-son” enlistment method, but we’re seeing a lot more academy graduates migrating into this part of the industry.  The shorter work cycles and reasonable pay are being seen as superior to the extended times away from home in the deep sea fleets.  The schedules for many fleets are equal time or close to it. and much more family friendly.  The caliber of personnel is gradually improving since the new stricter standards for security and safety have been in place.  It’s not my father’s world anymore.  The atmosphere of a drug and alcohol free environment has made it a safer place for us all.  I do see the need for amending the new licensing and experience requirements to prevent creating any more stumbling blocks, I just don’t want to see them “dumbed down” for expediency.

It’s no secret how difficult it’s been to attract talent to the industry.  There have been many different methods employed with some success, but our ranks may be too thin to gain significant headway against the attrition and eventual loss of the core group of experienced mariners at work today.  My peers and I will be mustering out of the industry in about 15 years.  The apprentices starting out now and in the next few years will be adapting to new technological challenges and some really fine designs for tugs and ship docking systems.  Hopefully the agencies setting policy will adapt with them.  The license structure and training related to these new designs will necessarily have to be modified to meet the new reality and not insist on an antiquated set of requirements for credentials.   How long it takes policy to catch up with reality will be the limiting factor.

The one thing that will remain unchanged is the fact that earning the right to be in a tugboat’s pilothouse will continue to require a candidate to prove his (or her) ability and demonstrate good judgment to more than one experienced examiner.  Getting the signatures assures the rest of us that you’re ready.

[On the Western Rivers you're training to be a Pilot, in New York you're training to be a Mate. They are the same job with a different local appellation.  In either case, you're training  to become second in command on board.]

[*T.O.A.R; The Towing Officer's Assessment Record is an extensive list of skills that must be performed for and signed off by a  "Designated Examiner" as testament that the skills have been satisfactorily demonstrated.  Without a completed T.O.A.R. a candidate cannot acquire his towing endorsement.  Without the endorsement, he can't handle a tug without direct supervision.  A "Designated Examiner" is an experienced Towing Master that is registered with the U.S.C.G.'s National Maritime Center in W.Va. and signs off on the T.O.A.R. representing that the candidate has met the standard.]

[ *Hitch; the time aboard a tug is called the hitch, usually 2 to 3 weeks on with either equal time off or an unbalanced work schedule.  21 days on and 7 days off, 28 on - 14 off etc.]

SAFETY ALERT – DANGEROUS H20 FAKE COPIES!

This one is really important.  Follow the link and check your gear.

The New England Weather Link

This link was sent to me as the answer to all your New England Weather needs and then some.  It covers almost anything you can think to ask about the present weather picture.   Take a look and bookmark it as a useful resource.  Bandwidth warning, this page has a lot of graphics and will take some time to load, be patient.

Tugboat Etiquette for the New Hire

It’s a regular occurrence, we take the novices aboard and get them oriented.   We show them the pointy end (the bow), the port side rail, the starboard side rail,  and then the not so pointy end (the fantail) all the while extolling the virtues of remaining within those boundaries, no swimming without authorization if you please.  We teach them the basic chores and how we want them done, and then try to imbue them with our knowledge and experience so that they too will eventually be equipped to think and act as a full share member of the team.  We are keenly aware that until they’ve got some time under their belts we’ll need to coddle, cajole, and harangue some of these hopefuls in order to keep them from killing themselves or anyone else on our watch.  The entire crew is involved.

One of the many questions asked by newcomers to the trade is; “What do I need to know right out of the gate?”.   In an effort to clear up the mystery, here’s the first few things a new hire should commit to memory as he or she steps aboard the tug (or any work boat) for the first time.

Welcome aboard.

The Tug Richard K , shifting at Standard Tank in Bayonne NJ photo by capt j. brucato 1979

The first thing you need to know is that working on a tugboat is a real job, you can’t fake the proficiency you’ll need to survive. The environment is dangerous and demanding. Learning on the job is traditional and training new hires is a common practice for us, we expect it to take some time.

We prefer that you have no experience at all, it’s easier for us if you have no bad habits that we’ll need to overcome. If you’ve been fortunate enough to graduate from an academy please keep in mind we don’t need to hear how smart you are, you’ll need to demonstrate your intelligence and learn what we teach you.

Please know that we won’t ask you to do anything that we ourselves haven’t done.  We know how to get you up to speed and you’ll either learn to follow orders, or end up “back on the beach”.  After that the next thing you’ll learn may well be when to say, “Ma’am, do you want fries with that?”.  If you want the job, pay attention.

No one expects you (as a novice) to know what is expected when you step aboard a boat to work for the first time. If you’re lucky enough to have scored a job with a tugboat outfit, there are many things to be learned  but, before you’ve stepped aboard the one thing you should have already mastered is your manners.

Report to the captain and show him your paperwork.  Although the atmosphere on a tugboat is less formal than what you would find sailing “deep sea”, you would do well to remember that the Captain is not your buddy, pal, father, friend, or peer, he’s the Boss, be prepared to show him respect.

Listen carefully to what you’re told and find your room and bunk.  Introduce yourself to your new shipmates.

At this point it’s worth mentioning that you should pay particular attention to practicing good hygiene habits.  The tight living quarters on a tug are tough enough, we don’t need to put up with your funk.  Flush and wipe the bowl if your aim is bad.  Wipe out the sink, no one wants to see globs of your toothpaste floating around the drain or splattered on the mirror.   Make sure you always clean up after yourself,  learn how to change a toilet tissue roll, your Mama ain’t here.

Keep yourself and your work area clean and orderly, and before you handle any food whether you’re making a sandwich or starting dinner, wash your hands.

Find out what your responsibilities are in an emergency, check the Station Bill for your duty assignment during drills and emergency response. Learn and remember the location of all the emergency equipment on the boat, you’ll be expected to know how everything works in short order. Pay attention during the drills.  You’ll be shown what everything is and what it’s called, your task is to memorize it so you understand what you’re being told.

You’ll be assigned a watch. Get out of bed when you’re called for the watch, don’t try to catch “just 5 more minutes”, we’re not your personal snooze alarm. You’re expected to show up a few minutes or so before you’re due on watch. Napping on watch is forbidden. You should be properly dressed, fed, sufficiently caffeinated, and ready to work.

Showing up prepared to work “properly equipped” means a deckhand should have a work knife in his pocket or on his belt and be wearing a good pair of work boots and gloves, sneakers don’t really cut it. During your first tour you should keep a list of the items you’ll need to fill out your gear for the next hitch. Like a better set of rain gear, boots, glove liners, etc.

If you don’t understand something, ask.  Common sense (while not so common) is second only to showing respect for your shipmates and vessel. That includes pulling your weight and respecting the privacy of others. Like I said, good manners.

"Crossing the table", towing a ship out of the graving dock in Bayonne Shipyard

You are here to work, put the cell phone, Ipod, and laptop away until you are off watch. You aren’t here if you’re on the phone or whatever.

Practice, practice, practice your line-handling. The only way to become proficient is to take a lot of throws at bitts and cleats. Every deckhand breaks in the same way by throwing lines on the fantail. The exercise isn’t all that different from a hundred years ago, it’s a rite of passage for all of us. We’ve all done it and I can assure you it’s not about strength, it’s about technique and finesse. “It’s in the wrist”.

These are just a few of the things you’ll be expected to do once you step aboard. Remember, there are no stupid questions except for the one you didn’t ask.

You only get one chance at making a good first impression and if you show us you’re ready and willing to learn, we’ll be more than happy to teach you everything we know.

By the same token, if for one minute we get the idea you’re trying to blow smoke up our ass or just trying to get away with the least you can do, you’re done. Then we’ll find someone else who’d like to earn $45,000.00 per year + benefits to start, with no experience required. Comprende?

New York City’s East River and Hell Gate

Hell Gate Railroad Bridge looking west, photo by Capt J.T. Brucato

A little Hell Gate history would be in order for those with  an interest in the way things come about.  It was all about “commerce” as you might have guessed.  I found this article online and I wish I could name its author. It does a terrific job of filling in the blanks on this bit of New York Harbor and how it was made into the lifeline it is today.

Hell Gate is in the tidal strait known as the New York East River which connects three major bodies of water; The New York Upper Bay, Long Island Sound, and the Hudson River via the Harlem River.  The semi-diurnal tidal flow can reach speeds of up to 5.0 knots depending on the lunar cycle and prevailing weather.  The project depth from the Battery to the Navy yard is 40′ and then 35′ to Execution Rocks,  the range of tide is 4.6′ at the Battery, 5.1′ in the Gate, and more than 7′ at Execution Rocks.

The  tight channel and rocky shore makes for an unforgiving environment for piloting errors.  His Honor the Mayor won’t need to watch the six o’clock news to see when someone has made a mistake, since his official residence (Gracie Mansion) overlooks the river at the best place to witness any transit.

The waterway’s orientation is generally Northeast-Southwest, but local mariners usually declare their intentions as “Eastbound for the Gate, or Westbound for the Battery”.  The currents run close to the “Narrows”  but for a small time difference.  Most tugs and tows transit at or near slack water for safety’s sake.  Some ships and large A.T.B. units will make their transits up 2 hours before or after the slack in order to avoid high concentrations of traffic.

The Influence of Wind;

The U.S. Coast Pilot #2 clearly relates that on any given tidal cycle the “Gate” is going to have currents usually in excess of 3.5-4.0 knots.  It offers enough detail to make one aware of the geographic and hydro-graphic facts, but leaves the finer points of piloting this body of water to the paragraph recommending “pilotage services”.

This piece doesn’t intend to provide a comprehensive method for dealing with transits, it’s offered in the hope it will give a bit more background and glimpses of how  professional mariners deal with their day-to-day operations and how this transit is approached.

During a spring tide cycle the velocity for the ebb current can easily reach 5.0 knots or more depending on prevailing weather conditions.  Wind from easterly weather will tend to increase tidal ranges and flow and cause tidal changes to occur later than expected,  extended periods of west-north-westerly weather will hold levels below normal and cause tidal changes to occur earlier and with less velocity.  It’s just a function of geography and wind direction how the NY Upper Bay and Long Island Sound respond to the effects of wind.  Anyone who has followed the hurricane watches on the Weather Channel can understand the way water piles up from the influence of an onshore breeze.

So it follows; if there has been an extended period of easterly weather, one can expect tides to be above their normal levels and currents to be running stronger than predicted.  Westerly wind will cause tidal levels to remain below normal and cause tidal flow to begin earlier than normal with less velocity because of reduced volume.  Unless this westerly weather is directly following a storm like a “Nor’easter”, in that case as the wind veers westerly, the ebb current can be expected to be dramatically stronger than predicted.

All of this adds up to a tidal strait that will test the skills of anyone who wishes to pilot a vessel east or west.  Understanding how things actually work will save a lot of heartache.

Flood Current Transits;

The flood current runs from the Battery and the Buttermilk towards Long Island Sound.  It travels up along the shores of Williamsburg,  Brooklyn and along the east and west channels on either side of Roosevelt Island.  The flood current enters the western entrance of the Harlem River from the Hudson River running south into the East River and meets the main flow at and around Mill Rock.  Then as it all mixes at Hallet’s Point it runs east toward and between the Brother’s Islands and out to the Sound.

When you’re eastbound, the eddies and set experienced in each part of the transit will be slightly different but predictable each time one makes transit at different stages of tide and current and weather.  The East River Deep Water Range is a good example.

The phenomena known as the “Spider” is a swirl off the Battery that results from the confluence of the Hudson’s volume and the East River’s flow within 1.5 to 2 hours before and after the change of current.  (From the Coast Pilot #2;  ) In the channel northward of Governors Island, cross currents may be encountered. During the first 2 hours of flood in this channel (eastward), the current in Hudson River is still ebbing (southward). In the first 1.5 hours of ebb (westward) in the channel north of Governors Island, the current in Hudson River is still flooding (northward). At such times large vessels must take special care in navigating the channel. It is reported that the most dangerous time is about 2 hours after high water at The Battery. At this time the current is setting north in the Hudson River and westward from the East River. The effect on a large vessel coming from southward and turning into the East River is to throw her stern to port and her bow to starboard, thus causing a sheer to starboard toward the shoals off the north end of Governors Island. When coming from northward in the Hudson River the same effect tends to prevent the vessel from turning and to cause her to overrun her course. These cross currents are known locally as The Spider.

As the East River current slacks, the Hudson River current at the Battery is still running fairly strong.  The later current changes in the Hudson allow this swirl to develop and has the effect of setting the stern once the bow enters the shadow of Governor’s Island and slower flowing East River. It’s in the worst possible place since there is a rather impressive shoal just north and south of the range line and must be allowed for when shaping up to enter the East River Deep Water Channel.  It will affect a deep draft vessel (15 to 30′of draft )by trying to spin her as she sets up on the range.  It’s strong enough that it must be given due regard and anticipated for its effect .  Generally a bit of rudder will overcome the tendency to spin off the range, the vessel will slide somewhat onto the range and steady up as she passes Whitehall ferry racks.

Tugs with stern tows “up short” will generally use the Deepwater Channel to enter the North River off the Battery in order to pick up their charges alongside of the Colgate Clock in preparation for the transit to their eventual berth.  Fast ferries, large and small are present at all times of the day as well as small vessel traffic, tour boats, and dinner cruises in and around the island of Manhattan.

Flood Current Transits Eastbound;

The effect present as one enters Buttermilk Channel off the north end of Bay Ridge Anchorage is a well defined slide that sets NNE as the vessel turns in on the Buttermilk range which tries to force the vessel towards the SW tip of Governor’s Island and its piers on the south side.

On approach to Atlantic Basin in the Buttermilk Channel, there is a well defined “set” that begins to affect the tow as it is passes the Old Brooklyn Piers. The current will cause the tug and tow to sag toward the pier-heads under the it’s influence and require adjustment to keep the tow from clipping the ends of the piers as the Brooklyn Bridge is approached.  This will become apparent once the tug and tow are just past the ends of piers 7 and 8.  When inbound on the Deepwater Range, this slide will be a consideration as the turn for the Brooklyn Bridge is set up.  The confluence of the currents and the shoals on the eastern end of Governor’s Island  and off the Battery are only the first set of challenges the transit has to offer.

As the turn under the Brooklyn Bridge is approached the flood current’s “set” will now force you toward the Manhattan shore and increase the over bottom speed.  There is also a local anomaly that affects radio transmissions here, one must take care to make a “Securite’” call well prior to passing the Brooklyn Bridge and as soon as possible when clear of the Hudson Ave. powerhouse to warn traffic that may not have heard the initial call.  This is also where V.T.S.N.Y. requires vessels to switch over to their next  zone frequency (channel 12 vhf) which is monitored until clear of the Throg’s Neck Bridge.

The next big turn is Corlear’s Hook opposite Wallabout Bay and the Brooklyn Navy Yard as you set up for the transit under the Williamsburg Bridge.  The flood current set is now strong on the Brooklyn shore and requires a fair amount of rudder to correct and end up in the middle of the deep water and stay on track for the Poor House Flats Range.  On large deep draft units, this is generally a controlled slide as opposed to a turn.  Small westbound tugs and low horsepower units still hug the Manhattan wall (westbound) at this turn to try and escape the main flow of the current.  It usually runs just a bit slower along the wall and if you were shallow enough, you could avoid 10-15% of the current’s velocity.  Once clear of the point the practice was to cross to the Hudson Ave on the Brooklyn side to utilize the current’s shadow there.

As the vessel advances past the old Domino Sugar dock and North 1st Street approaching the Poor House Flats buoy and range, the current tends to set toward mid channel and then along the channel.  Turning onto the Poor House Flats range is an exercise in timing since the vessel must bring the current onto its port quarter and slide onto the range line and steady for the turn at E. 34th Street.  This is a critical turn for deep draft units since the buoy marking the turn at the southern tip of Roosevelt Island sits just south of a shelf that extends into the channel with less than 25′ of water over it.  The turn at the U.N. building requires one be prepared for the set of the current toward Manhattan as she shapes up for the Queensboro Bridge, (locally referred to as “The 59th Street Bridge”).  Here the current runs true with the channel up to 74th Street.  There is a section of turbulence that sets up during the strength of the current in the vicinity of the bridge, an upwelling caused by the structures of the Mid-Town Tunnels buried in the river bottom can be fairly intense.  As the north end of Roosevelt Island is approached the velocity of the current will notably increase as the channel narrows and creates a bit of a venturi effect.

Meeting in the Gate anywhere near maximum current time is a very bad idea, there’s precious little room to play with and you’d be meeting each other in a turn with a swift current.   There are just too many points of failure to accommodate a safe transit.  Even if the current ran with the channel the situation would be too unwieldy to handle with all the variables.  That doesn’t seem to prevent plenty of “deep draft sailboats” during the season, who fail to understand that it’s not healthy to occupy the middle of the channel when 25,000 tons of steel and fuel are headed directly at you.

Once a large unit has passed Belmont Island off the United Nations building near East 34th Street, it is committed to the transit.  There isn’t anywhere wide enough to turn around and the strength of the current would generally prohibit stopping without a substantial assist tugs in attendance.

Once committed she must maintain her steerage and stay mid channel until reaching the 74th Street Powerhouse.  It is not advisable to advance eastbound beyond 74th Street with the flood current if one expects  to be meeting westbound traffic near the Gate.  West-bounders “bucking tide “are at their worst for getting out of your way.  Unless you’re talking about a ship or other large  and high horsepower unit, they are using every ounce of horsepower to overcome the current with little left for making any significant headway.  On a fair current this waiting game should take place well south of the Poorhouse Flats buoy or better still, hold in the upper bay and time the transit closer to slack if a lot of traffic is returning westbound.

The turn at Hallet’s Point is the initial turn into Hell Gate proper and is usually “shaped up ” by finding the center line of the Tri-Boro Bridge and sighting a safe distance off Negro Point and then splitting the difference for the left turn under the Tri-Boro and Hell’s Gate Rail Bridges.  Here’s where most tugs and tows can suffer a push gear failure should they misjudge the turn.  If there is a significant amount of  flood current left before slack, the eddies flowing from the Harlem River (from left to right approaching the point) will certainly slide the tow towards the Astoria side of the river once the left turn under the bridges is made.  The port side is now broad to the current and its influence will require the helm to increase to a hard right rudder with a gentle increase of throttle until the tow has advanced past Negro Point and out of  the cross-current.  If “hard right rudder” is applied  too quickly or if  the throttle is slammed to the stops, the starboard push gear will be taking a huge load and it’s possible that the gear could part and cease to be of use as the tow falls out of shape towards the rocky shoreline of the Astoria Wall.  Safety lines on either side of the tug may be of some effect but the leverage of proper push gear will be lost.    Once the Hell Gate Railroad Bridge is overhead, the tricky part is pretty well done.

Lining up “The Brothers” is easy and the turns will widen as the waterway opens up.  The deep draft route necessarily will be north of the islands, only small shallow draft tows go between.  The rest of the transit will pass the last oil terminals on the waterway when passing East 138th St. to 149th St in the Bronx.  La Guardia Airport and Riker’s Island, then the Whitestone Bridge and S.U.N.Y Maritime and the Throgs Neck Bridge.  Once clear of Throgs Neck there is a hard left turn up towards City Island and past Stepping Stones Lighthouse.  This lighthouse marks a 24′ shoal that extends west of the light itself, recommended clearance to allow  for this outcrop would be a radius of at least 1/4 nm. as the turn for Hart Island and Execution rocks is made.  The deep water is available on both the north and south sides of Execution Rocks.  It is well marked and smaller units can and do stay to the northern route during stiff northwesterly weather to enjoy a lee from the Connecticut Shore.

The biggest issue that will be encountered at this part of the transit will be during the recreational boating season which kicks off just before Memorial Day when the area is thick with small motorboats and sailboats right through the summer and into late autumn.

Ebb Current Transits Eastbound;

Making a transit against the ebb current is a common practice.  Eastbound vessels heading through to Long Island Sound will experience the full force of the current as they approach the major turns and the upper end of Roosevelt Island and Hell’s Gate itself.  There are several significant parts of this transit that bear further explanation.

The Buttermilk and Deepwater Channels spill into the upper bay and Hudson with substantial volume but generally speaking, the currents are running with the trend of the shoreline and easy to manage.  Like vessels working the Western Rivers, the vessel running with the current or fair tide is considered the stand-on vessel.

If your vessel is “stemming” or “bucking tide”, you’re expected to hold back in various places along the way and allow the stand-on vessel time to clear the big turns or the tight spots in their transit before you continue eastbound.  To impede their transit would be an invitation to disaster.  The best hold points are in the straightaways off the Domino Sugar dock and up to just south of the 59th St. Bridge.

The Back Eddy between Roosevelt Island’s North Tip and Hallet’s Point;

There exists an eddy that sets up during the ebb cycle just below Hallet’s Point at the north tip of Roosevelt Island that demands the consideration of any unit towing, pushing ahead, or towing alongside as it enters the Gate.  The back eddy begins to affect the eastbound unit as it approaches the north end of Roosevelt Island and will add 1.5 to 2 knots of S.O.G. (speed over ground).  This eddy’s influence will disappear quickly as the tow reaches the turn at Hallet’s Point and the speed gained will quickly diminish.  What develops at this point is the current is now on the starboard bow and the port quarter at the same time, this will try to spin the tug and tow to port.  There is a real possibility one could end up sheering to port and into serious trouble as the current will force the whole unit towards the shoals of Hog Back.

Towing astern in the back eddy; the tug enters the main flow at Hallet’s Point but the tow is still carrying (up to 2 knots) more speed and can now run over or trip the tug as it follows the laws of physics and the tendency to stay in motion.  The current can easily sheer the tow away from the tug, coupling its greater speed and mass to endanger the tug.

The method for avoiding this situation requires the tug towing astern to stay in the ebb current and outside the edge of the back eddy as much as possible.  This obviates the need to worry about increases and swift losses of speed since the tug and tow will remain in the ebb current and see no dramatic increase in speed due to the back eddy.   The idea is to avoid the “kick in the ass” the back eddy provides if you’re towing astern.  It wouldn’t be prudent to play with that bit of current.  New mates and deckhands alike are impressed by the amount of headway the eddy will impart to the tow, but they should never forget how quickly the counter-current at Hallet’s Point takes it back.   By the very nature of the ebb current transit, there isn’t a whole lot of throttle left to use if things start getting “squirrely”.

The “Current” Myth;

It’s a well circulated local story of how the current in the Gate makes it nearly impossible to hit the wall at 96th Street off Gracie Mansion when westbound.  The story has been told a thousand times how untended scows broke away from their moorings and drifted unscathed through the Gate as if they magically steered themselves through.  The story goes “you shouldn’t worry about hitting the wall since it was impossible given the current flow and depth of the water”.  In my experience I have personally witnessed a couple of small scows do just that, but they did it on the flood current and they had an assist from favorable breezes. And of course, nobody says what happened after the magic scows cleared the Gate.

The fact is you CAN hit the wall.  If your transit is at the strength of the ebb current westbound, and you fail to judge your turn approaching Hallet’s Point correctly, you will find yourself sagging into the 96th Street wall wishing the local legend was true.  Depending on your draft, wind, and speed, you will most certainly hit the wall and then bounce across the river to hit Roosevelt Island’s north end for good measure as the current swirling behind Mill Rock throws you across the river.

If your transit is set up for an eastbound flood current transit, the Astoria wall is your likely stop if you suffer a steering failure or poorly timed turn at Hallet’s Point.  The current will first force your tow off Hallet’s Point and then sideways to the Astoria side as you try to steady up under the Tri-Boro Bridge passing Negro Point.  It gets even more exciting when the starboard push wire let’s go and you’re faced with a possible hobbled wheel and an imminent grounding.  Add a deep draft sailboat in mid-channel and your day is complete.

A few years back, a large Turecamo tug was towing an empty 130,000 bbl. barge astern, westbound, when a towing gear failure occurred just as he was steadying up off 96th Street.  The barge’s connection to the tug was severed and a light 130,000 bbl “beastie” careened into a  “6 oil” barge  (heavy industrial fuel, nasty stuff) that was moored at the 74th Street Powerhouse.  The runaway peeled the moored unit off the dock along with the dock’s cargo manifold.  It’s a lucky thing cargo ops were done for the day.  Now two barges are drifting downriver scraping and banging along the Upper East Side’s promenade until both were finally corralled and pinned to the wall near the old 63rd Street Heliport.  The master on the Turecamo boat got hold of his runaway and luckily another tug that was in the vicinity captured the runaway 6 oil barge before it could inflict any dramatic environmental damage.  I was almost part of that story but for the fact the master of the Turecamo tug made a timely radio call in the calmest voice informing all that he lost the tow and was going to try and recover it.  I had to call a unit ahead of me that had just passed the Brother’s Islands asking if I was hearing things.  The unit ahead said it was no joke and he was turning around to wait until things settled down.  He “rounded up” off East 138th Street, and I “rounded up” off Hunt’s Point.

The East River is a handful and we necessarily spend a good deal of time making certain new mates understand and respect its characteristics.  There’s no room for error and it’s a very “New York Harbor” thing to learn.

No Really, This is No S**t

The Elise Ann Connors, a bad day.

The difference between a sea story and a fairy tale is said to be that a fairy tale always starts with “Once upon a time”, and a sea story always begins with  “No really, this is no s**t”.  It’s no secret that fishermen are known to exaggerate just a bit when talking about the one that got away, the tugboatman is somewhat different in that although the story sounds too impossible to be true, in many cases it’s as true as a carpenter’s square.  

The urge to tell your story is an ancient impulse.  Our ancestors painted cave walls and tribal shamans spoke parables by firelight.  Most of these stories were not told merely to amaze, but to share the knowledge and wisdom needed to survive day to day.  The fact that  they were entertaining was a fringe benefit.  The lessons contained within the content of the story pointed to actions and reactions as they led to a conclusion, either successful or fatal, and there was always “the moral of the story” attached.  This can be said to exist  today as “root cause analysis” and fodder for “lessons learned”.

Storytelling on a tugboat serves as a valuable teaching aid to pilothouse hopefuls and veteran boat handlers have a wealth of stories regarding close calls and incidents to relate.  It’s a useful exercise considering these tales since it shows either how the event was survived in spite of the gravity of the predicament, or how and why it came to an ugly end.   We use these stories to reinforce the lesson and to drive home a point when the issue may not be as clear-cut as we’d like.  Teaching a guy how to approach a berth with certain prevailing circumstances is a dry exercise, color it with the “dark and stormy night” and it takes on meaning, especially if the next time the berth is approached, it’s dark and stormy.  Telling the tale of how Old Joe Tug messed up his approach and took out a pipeline  and walkway with the bow of the barge gives the advice a little more weight,  action/reaction.

Whenever Mother Nature, human nature, inertia, and great mass are combined, things are going to happen.  (Physics are a bitch.) That doesn’t mean you can’t or shouldn’t try to minimize equipment failure or operator error with well thought out maintenance plans or procedures,  it’s just that the odds are inescapable.  The more you do it, the more exposure you have.  And it’s not a matter of if it’ll happen, it’s when,  and you can be certain it will happen.

photographer unknown

You can’t become a boatman unless you’ve dented a little steel or made a few splinters.  The sea stories serve as a teaching aid and by relating our experiences we can analyze the events leading up to the moment things went wrong and identify the “tell” in the future.  What follows after the dust has settled is the sea story.

Once you get a boatman talking about his “history”, the conversation gets  somewhat long-winded,  heavily laced with blue language, and descriptions that’ll seldom be politically correct.  It makes for a very entertaining and educational evening.  Some of my most vivid memories of my Dad and his friends are the backyard parties and the stories that would come out as the refreshments were consumed.  It wasn’t so much they were trying to top each other’s stories, but the more they told, the better they got.  It wasn’t until I had a few stories of my own to tell  that I realized they weren’t  really exaggerating all that much, the facts alone were amazing enough.  You couldn’t make this stuff up.

In the wake of a recent incident a fellow I work with became quite depressed. He had his first notable incident and  felt as though the event had marked him. He owned up to the error in judgment he made in trying something that was well above his pay grade and its subsequent failure.  The interviews and discussions after the fact had him at a loss.  This of course was our cue to cheer him up.  We related enough stories about things we did or survived that his issue quickly dimmed in comparison.  I think  afterwards he felt somewhat relieved but at the same time perhaps a little chagrined because his story wasn’t nearly as hairy as the ones we told.

In the general scheme of things it’s easy to understand that even seemingly mundane events  can be extremely expensive.   Some outfits recognize the reality of “Tow Biz” and will absorb these incidents as a cost of doing business but it’s not realistic to expect frequent damages to be tolerated if a trend seems to be forming.   A wheelhouse trainee has a very small number of reportable events in the bank when he starts steering, his mentor can mitigate some things by catching bad situations before they develop but the trainee is not always the perpetrator, it could be any of us.    The most skilled among us have plenty of stories to tell when it comes to mistakes, big and small.  You can’t claim to be a boat-handler who’s never had a damage, we know it’s not possible.  Tagging the side of a ship, shattering a dock stringer, crushing a railing along with properly denting a barge or hitting the wheel on some “unknown” underwater obstruction, and of course,  the classic “Bell ringer”* to name a few.   And if by chance you get two or more tugboat men together in a relaxed (ahem) social environment, the stories will raise the hair on the back of your neck, unless of course you have a story or two of your own.  In the natural course of events we hold these truths to be self evident, Shit happens.

The Poling #9 with her starboard bridge wing wiped off, mid 1980's, photo by bbrucato

*[ A " Bell Ringer" refers to when the tug makes a contact so hard it causes its own bell to ring from the impact.  Generally attributed to poor timing of the throttle. Usually there is  a time delay (4 to 8 seconds) that needs to clear before the engines can be reversed, mis-time it and one may not be able to slow or stop the boat in time, this is customarily followed by a red-faced apology to all concerned.

Every one of us has  a "bell ringer" story or two.  It doesn't matter if you're talking about the wheelhouse or the engine room, everyone has a story to tell as Chief Engineer Bob Mattesson does here in a fine piece of writing from a tugboat engineer's perspective . It illustrates error and redemption in a great story.]

The Deck Chronicles; The Fine Art of Bitchin’

Since long before the days of hand held radios and modern twin screw tugs, the deckhand has been responsible for the “first and last twenty feet” of the job.  This means that he was relied upon to give direction to the tug using a small police whistle or use hand signals to safely guide the operator away from or into the berth since visibility was almost always impaired by the tow.
This critical skill  frequently required an extended period of time on deck and it didn’t matter how cold, wet, wind-blown, or frozen the man was.  He stayed on deck until he was released by a toot on the peanut whistle or a wave from the wheelhouse.
However, the deckhand who faithfully and admirably stood by his station and performed his duties could be somewhat less than noble. On occasion he could be found cursing a blue streak for all he’s worth if things were taking too long in his opinion, especially if he was freezing or soaked to the skin.
“That dock-shy sonofabitch, I could have had this thing to the dock last week”, or one of my favorites, “My little sister could do a better job getting this thing to the dock!”. No one can hold a candle to a sailor once he’s hit his stride and cursing a blue streak, it’s a thing of beauty.
There was precious little generosity granted when things were taking a little longer than normal.  The wheelhouse was tasked with getting their charge to the dock safely and the deckhand needed to ensure that would happen.  So if the conditions were a little more difficult than usual, the level of “bitchin’” was sure to rise.  The epithets were hurled like a monkey’s fist on a heaving line away from and out of earshot of the wheelhouse.  It was somewhat cathartic and made a difficult task a little less painful, but no matter the circumstances the deckhand was there until it was done.
There wasn’t any (acceptable) vocabulary to relay one’s discontent to the wheelhouse since a whistle or hand signal was all that was used.  The job had to get done and if you weren’t properly dressed you could consider it a lesson for next time. We all learned to be keenly aware of “docking showers” since we’ve all suffered through that torrential downpour that occurs a mere 20 feet from the dock when there is no way in Hell you could leave the deck to get your rain gear.  You tough it out and hope that the engine room is warm enough to dry you boots for the next watch.

In any case I hold the belief that it’s a deckhand’s God-given right to bitch on deck with one huge caveat; don’t let the wheelhouse hear it, ever. The idea that one might flash a signal at the wheelhouse other than what was required was grounds for a quick trip to the dock, adding one’s name to the bottom of the hiring list at the Union hall, and then maybe extracting that size 12 from your bottom end.

It behooves me to admit that I too was guilty of this behavior. When I was decking, I had occasion to stand alone in 20-degree weather with a 15-knot breeze off the dock for over 45 minutes one fine winter’s day.   The old Rollins dock in Bayonne, NJ was falling down with exposed steel and splintered pilings, it wasn’t pretty and even less so when you had to land at the berth “in the blind”.  The captain made multiple attempts to land under my direction.   I gave him clear and proper whistle signals for what I knew was needed, and he was “blind” except for me. But over and again, he would back away from the berth just as I was close enough to get a line out and finally end my misery.  And so, like  many others before me I conjured all the foul thoughts and language I could muster and spewed that venom until the job was done.  I had little sympathy for his predicament.  I had safely guided him in such situations so many times before without a problem that his reluctance to let the barge get close enough was maddening.  When at last we were moored, I came back aboard nearly frostbitten on my nose, feet, and hands.  I spent an hour trying to warm up all the while cursing the man as my extremities thawed slowly in close proximity to the galley oil stove.

Some of the most creative and descriptive derogatory terms I’ve ever heard were from a damp, slightly chilled and weary tanker-man as he and I waited for the Mate to get us close enough to the dock to get a line out.  I stood witness as he revealed his uncanny knack for tearing an approach down to its parts and passing his judgment on the wheelman’s lack of talent.  Who knew a bargeman could wield such knowledge and expertise? Of course, it’s easy to criticize when you’re not at the wheel, or even a wheelhouse candidate. One of my favorite retorts was to tell the “resident docking master” that I’d be happy to relay his advice to the man at the wheel, or if he’d prefer, he could do it himself.  That offer was never accepted.
Commiseration is such a perfect word.  Barge captains, tanker-men and deckhands all share the misery of getting to the dock as Mother Nature rains down, blows, sleets, and snows upon them.  It’s a perfect environment of shared discomfort, everyone is equally miserable.  The scene is common throughout the industry, in any language, and any corner of the world.  The wheelhouse always takes too long to get it done if you ask the man out in the weather.

Docking the derrick "Century" in Newtown Creek winter 1985-86 photo by bbrucato

The perspective changes, as it must, once you’re the man at the wheel.   You know it’s likely the deckhand is cursing your lack of skill, style of dress, and even your taste in women.  It’s entirely possible he’s calling your parent’s marital status into question as well.   But as long as he’s turned and facing the dock when he does it, we can allow him his misery and let him vent.  We did it ourselves not so long ago.  We all remember our time on deck and we’d like to think that we’ll do a better job of keeping everyone happy and get things done quickly and safely now that  it’s our turn at the wheel.  But sometimes it just doesn’t work out that way.  Either way, it isn’t about keeping everyone happy. It’s about doing the job safely without hurting anybody or anything.

So, it’ll take as long as it takes, feel free to bitch away boys, just let me know when you’ve got a line out.

The “Near Miss” or, how I learned to live with the recreational boater.

Go ahead, plot this. Multiple targets in close quarters, what is the safest course?

“Near miss”

From Wikipedia, the free encyclopedia

A near miss is an unplanned event that did not result in injury, illness, or damage – but had the potential to do so. Only a fortunate break in the chain of events prevented an injury, fatality or damage. Although human error is commonly an initiating event, a faulty process or system invariably permits or compounds the harm, and should be the focus of improvement. Other familiar terms for these events is a “close call”, or in the case of moving objects, “near collision”. Indeed, the term “near collision” is less contradictory in nature than “near miss”, since a “near miss” would be a hit that almost missed (a glancing blow) versus a miss that almost hit.

You don’t need to be a “Monty Python” fan to see how absurd it could get if you had to submit a report every time someone got too close for comfort while underway.  The “near miss” is a different animal than one might think.  Although the idea is not well received by our community because it seems too broad, the point of this practice is to assist in identifying the flaws that reside within the best-laid plans.  It has to be something you can put your finger on as the reason it almost failed but didn’t because that one small thing saved the day.

One of the comments I received on my article regarding using sea stories as training aids was linked to a site promoting its Root Cause Software and protocol.   This site posed the question “Can tugboat accidents be prevented?“  If you’re referring to procedures and professional guidelines for critical operations, I would answer that yes its possible to reduce the number of accidents but I would quickly add it’s not in our power to always address, identify, or remove one of the largest “unknowns” in our workplace, the recreational boater.

If you’re talking about rough water transits or high wind restrictions, these issues can be easily and clearly addressed.  If you’re focused on keeping a proper lookout during certain evolutions putting a barge on or off a towline, yes.  Avoiding the speeding  pleasure boat off the port bow that just now decided to cross to starboard under your bow at a distance of 25 feet no, not without a trigger happy gun crew.

What’s the difference between a near miss and close call as described by the ISM Code?  Realistically, they are one and the same .   The deciding factor in documenting a true “near miss situation” is that there’s an identifiable thing that broke the chain of events that nearly led to a real disaster.

The following incident is by definition a “close call” and a “near miss”;

I was pushing a loaded oil barge northbound on the Hudson River drawing 16′ and making about 8 knots over the bottom with a fair current approaching the  Port Ewen anchorage just south of Roundout Creek, Kingston NY.  A few southbound units were in the Kingston reach north of Kingston Point and rather than meet them there, I’d decided to take it easy and wait as best I could below the point.

A small yawl was luffing along northbound on the western side of the river and was more or less out of the way.  I warned the south bound traffic by radio of his proximity to the channel edge and figured he would stay clear until all the larger traffic had cleared.  Rather than exercise that bit of good judgment he decided to tack and catch what little breeze there was to cross to the eastern side of the river RIGHT IN FRONT OF ME and my 8 knot, 400′ push tow.  I nearly rattled the fillings out of my teeth as I slammed the throttles to the stops ordering full astern and sounding the danger signal until I thought I’d run out of compressed air.  It was going to be an exercise in futility since I was bearing down on this yawl with little chance of stopping or having a way out.

The Tug Leigh Ann Reinauer

I dispatched the deckhand forward with a radio and instructions to keep track of any survivors that may surface.  I could only see the top of his mast as he reached the middle of the bow, I just knew he was going to be raked under by the chain bridles.  The deckhand was yelling for him to get out of the way or jump or anything, and the guy replies “I can’t”.   He then turned around, reached for and pulled the rope starter on his little 2 cylinder kicker which started on the first pull.  He cranked the throttle in time to clear with moments to spare.

By now the mate and I are staring in disbelief wondering how we missed him.  I asked the deckhand how in Hell did he get away and he told us how the kicker started with one pull.  I had to ask if he got the name of the motor figuring I’d buy stock in the company that just saved this idiot’s life.  In just 15 seconds, this guy went from being a happily oblivious sailor to a sailor nearly committed to oblivion.

["Only a fortunate break in the chain of events prevented an injury, fatality or damage."] The outboard motor started on the first pull.

One small factor changed the entire situation from a likely disaster to a very close call/near miss.  That one small thing is what we can identify from our perspective, as the reason he escaped unharmed.  We can deduce the root cause as his lack of situational awareness,  either from being on the phone, or his dog jumped over the side since his leash wasn’t secured, or that he fell asleep.  In hindsight that list could be endless and in any event out of our control.

Limiting Risk with Education

Towing a barge on a full sea hawser is a common practice that frequently  passes unrecognized by the recreational boating public.  A boating season doesn’t go by without some *P.D.B. crossing a towline or getting hit by a tow since they didn’t understand the relationship between the tug and barge. Ask any tugboatman how often he’s worried about boats nearby crossing the “wire” and the answer will likely be, “always”.  Ask his opinion as to what can be done to prevent it and it’s almost certain his reply would be to insist that boater education and licensing be required for the entire boating community.  A higher level of awareness comes with the proper education and an enforced responsibility for your own actions  The chain of failure is broken when the small boat is aware of the relationship ahead and turns away from the towline hopefully in time.  Yes I know, its the same old tune.

Years ago I was asked if I could offer some input on a Comprehensive Tug Operations Manual that could be a reference for all the operational considerations applying to the profession.  My answer was “you don’t have enough paper“.  It’s impossible to proscribe all of the many bad things that might happen with a  “book answer” much less quantify everything that can or can’t be done.

The “book” answer for the commercial community is maintain the proper and lawful lookout conditions and safe speed while underway to avoid small recreational boat encounters. The problem with this becomes apparent when you add the recreational boater to the mix X 100.  The photo of my radar screen at the top of this article shows at least 60 targets of various concern, fully half of them are a threat to my vessel.  Ask “How do I avoid this?”, and the short answer is “you can’t”.  If you need to move the boat from one place to another this is what you must deal with.

It doesn’t matter if it’s on a “Long Island Sound Sunday” or approaching Ambrose Entrance in a late afternoon haze, or my favorite, “deep draft” sailboats in Hell Gate or the Cape Cod Canal.  We all have stories of maneuvering through a swarm of small boats on a busy summer weekend.  The documentation of these events as “near misses” would be a Sisyphean task that would do little more than convince my employer that given all our exposures to peril, perhaps selling shoes might have been the better career choice after all.

We regularly pilot our vessels through crowded and congested waters giving due regard to the ignorant as well as the informed boaters we meet. The ability to do this is an art as much as a science and the fact that we must be a bit psychic to survive this exercise easily makes this one of the most stressful things that a watch officer can face.  The only way you can get through it is to successfully predict where Joe Weekender is headed.

In fairness there are a few of these operators that understand where they are and what we’re dealing with, their efforts to accommodate our needs are appreciated but the vast majority are still ignorant of the limitations of commercial traffic in close quarters and the issues we face even after some very high profile accidents involving pleasure boats.

The professional community knows that when you’re talking about New York Harbor after the fireworks on the Fourth of July, no large commercial vessel  will be getting underway if they can help it, at least and not until after the small boat traffic has had the chance to run for home and out of the way.

Sailing school "pro" ends up under the bow of an anchored barge in the Hudson River.

A common problem that is simple to identify is the amateur in the $50,000 boat with a $500.00 reel trying to catch a 25 cent fish while anchored in mid channel.  On a nice day we can anticipate that he will be there and hope the channel allows some wiggle room or that he’s listening to his VHF radio and we can convince him in time to pick a slightly less obstructive fishing spot.  It’s almost never that easy.

The State of Alabama (according to the NTSB) is the only state in the union that requires a license to operate a pleasure boat.  A few other states comply with some measure of permits and education for minors.  I’m not alone in thinking that their efforts are  incomplete.  The boating public frequently forgets their lives are on the line every time they set sail.  If they were required a formal license with all the responsibility that comes with it  the “blissful oblivion factor” may diminish.

There aren’t that many boating safety courses  available to the general public that set any real standard for knowledge or skill.  Generally, it’s show up with a pulse and you’ll get the certificate.   Why do you need a license to drive a car but no such credential is necessary for a boat? You have brakes and the ability to stop in a car, boats the last time I checked are not so equipped.  And unless you’re prone to driving through flood waters, cars don’t sink out from under you.  Okay, I see your eyes glazing over again….

Near misses are studied as a means to mitigate the “dangerous but avoidable” situations we encounter or identify the flaw in an established plan in order to find the weakest link in the chain of failure and break it before things go wrong. I think breaking the “under-educated recreational boater link ” would easily improve the marine community for all.

Our desire to eliminate error in our day to day operations is an important practice which continues.  We are well aware that we won’t get an error free environment but we can strive for the last few percentage points anyway.  A more focused and complete curriculum for licensing pleasure boat owner/operators should be a primary issue for the entire country and would lead to a safer marine community all around.  One more point of failure we could remove.  How many pleasure boat accidents point to a poorly educated operator as the root cause?  Try this one.

The Karen E., August 9th 1981.

My skin still crawls every time I read this story as it could just as easily been me and my crew on Long Island Sound that night.

Seasources.net

When it comes to mariner education and license upgrades, I don’t make a habit of promoting one product or another since they all pretty much do what they need to do albeit for a stiff price at times.  I came across a license prep website a few years back and took a liking to it right away, it was free. The ability to quiz yourself on any subject and have a running total on your progress was just what I needed for some exam prep.  Did I mention free?  I wish to add I have no affiliation with the authors of the site.  I do however applaud the product, it has matured nicely over time.  There is software for sale but the free online practice exams are very  handy.

Deckhand 101, Lessons on the Fantail

Start right, finish right

It’s in the wrist

Throwing a bight

Rich takes the shot

C’mon Chris….tie’er loose!

And that is how it’s done.

Line handling is a skill that takes a lot of practice.  It’s an age old tradition for a new deckhand to receive instruction on the fantail from the Captain, Mate, or senior deckhand in the finer points of line throwing and “lettin’er go”.  It doesn’t look all that  different now than it did more than 100 years ago as you might imagine.  It’s a skill that requires more finesse than strength and it brings out the competitive side of everyone when it comes time to show your stuff.  It isn’t as easy as the veterans make it look, just ask the new guy.

These captures are from a video shot by Mate Gardner Bilodeau.

E.P.I.R.B. info from gCaptain

This article from gCaptain writer Mario Vittone should be required reading for Port Captains, fleet managers, and the masters who order equipment for their boats.  After that, they should equip their vessels as suggested.

February 1985; Wind, Waves, Helos, and Cigarettes

Almost eleven years before the Eklof tug “Scandia” and their barge the “North Cape” made their ill-fated appearance on Rhode Island’s Moonstone Beach, I was eastbound on the tug Emily S. during one of the coldest winters that I can remember with a loaded 25k barrel gasoline barge named the Richard K. en route from NY to Providence.

The weather was typical for the month of February with a stiff westerly blowing and a clear sky as we headed past Stratford Middle Ground and across Eastern Long Island Sound during the last few hours of my afternoon watch. We were strung out with about 1000′ of our tow wire and a 9″ circ. x 75′ shock-line connecting us to the barge. The tanker-man was riding the tug for this trip since the company’s newly acquired “western rivers” style barge had yet to get living quarters fabricated and approved. Our crew consisted of the Captain Ed Redden, myself as mate, Rick Thompson as deckhand, Engineer Mike McKeon, and our tanker-man house-guest one Mr. Joe Tribilowicz

When Ed came up to the wheelhouse to relieve me at 1800, the weather was threatening to get a bit sloppier. I made my turnover and went below.  I had my dinner and turned in to get some rest. I fell off to sleep feeling the boat riding ahead of a building stern swell.  I was comfortably dreaming a couple of hours later as we were approaching Plum Island buoy, when the wind and current began to interact in a most unpleasant way. The current was flooding toward the west-southwest and the wind had increased in velocity veering from out of the southwest blowing in direct opposition to the flood current.  This has the unwelcome effect in the bottleneck of the eastern sound of causing the seas to step up substantially toward the narrowing confines of Eastern Long Island Sound and The Race.

Ed made the decision to render more cable in order to allow for the surge that we were beginning to feel. Normally this would have had the desired effect of moderating the ride and giving the tow a chance to get in step with the tug, but not this time. It would have worked if the shock-line held, but of course if that was the case, there’d be no story.  A short time after Ed had rendered what he thought was a decent amount of additional wire, the shock-line parted and the barge was on its own in a 12-15′ following sea.

Tug and tow are riding “in step” when they meet the seas at the same time.

I felt the towline part as I lay in my bunk and was getting dressed when Rick came down to tell me what I already knew. There’s no mistaking when the towline let’s go, the engine’s pitch changes as the load is released and she starts to run without all that weight behind her and the quality of the ride changes for the worse. I made my way up to the wheelhouse and began the work of fixing the approximate position of where we lost the barge and reporting this info to the U.S.C.G. Group Long Island Sound as we attempted to find our lost charge.

The Captain had managed to recover the tow wire and what was left of the shock-line as I was trying to pick the barge out of a deteriorating radar picture. Things were getting too crazy. Without the tow to help stabilize the tug we were at the mercy of an increasingly steep and slightly confused sea.   Bringing the tug head up into the seas was not helping.  On an 85′ tug in these conditions even though we were secured for sea, things you’d never expect to move were flying everywhere and it was getting difficult to manage our situation when the Captain finally made the call to head for safe haven in New London, CT.

The fact that we lost the barge was a tough break (no pun intended). The attempts to find it in the building wind and seas were fruitless. The idea that 25k barrels of gasoline were floating around without a tug was really a serious situation for the entire eastern end of Long Island and Connecticut. No one was happy.

We  made it safely into New London Harbor and were allowed to put in at Fort Trumbull Coast Guard Station .  As we were approaching the dock we saw that a U.S.C.G. 91 footer had been dispatched to try and locate and track the barge. As we passed each other we heard one of their crew yell,”that boat’s coming in and we’re going out?”

Oh no, not a happy camper.  The ride they were in for was going to be an all-night roller coaster affair with no break until they were relieved by a larger unit or the weather moderated.

The Emily was a new-built just the year before and had a tow wire but not a proper towing machine, meaning it was not the kind that would render and recover wire as the strain reached a set point. The twin screw 1800 bhp of the Emily was more than adequate for her needs but she wasn’t very well suited to the task of recovering the barge in such conditions.  No amount of effort in the existing conditions would have warranted any further attempts, it was too dangerous for the crew.  There weren’t that many of us to start with and no one was on the barge to take a line or assist reconnecting the tow wire.

After we secured, I headed for the Duty Officer’s desk to compare notes, update, and convey our ill tidings to the Boss.  Needless to say it was a tough phone call to make or receive.  The Captain was busy with the authorities and the paperwork that always accompanies these things.

The time in the Coast Guard office was spent trying to come up with a plan to recover the barge.  We had the spare gear, we just needed to find the barge and be able to get someone aboard to clear the bridles of the old shock-line and shackle the new one in.  In due course a plan involving helicopters and tug crew was settled on.

My deckhand Rick Thompson  and I would fly out in a Coast Guard Rescue Helicopter over the barge come daylight and be lowered down to the deck with the necessary gear and take the tug’s line and reconnect the towline.  All we had to do was drop onto the slippery deck on a thin little thread of a wire.  I had never been in a helicopter much less dropped out of one, and I had no way of knowing until after the fact that Rick was scared to death of flying.  He never mentioned it until the whole affair was over, he said afterwards that even with that being the case he wasn’t letting me do it alone.

So, with daylight approaching and the winds moderating we set off in a CG van for Groton airfield while the tug got underway.   We dragged our new shock-line, shackle, and tagline into the aircraft and were suited up in Mustang suits and headsets.  I brought my camera, zoom lens and all, determined not to miss documenting this adventure.  We sat on the runway and waited as the pilot and crew prepared for takeoff, I had no idea how really noisy helicopters were.  You could barely hear yourself think much less converse without the headsets.  We taxied and then lifted off the tarmac and hovered a couple of meters off the ground for a few minutes.  I guess everything needed to warm up before we got too much altitude.  The crew chief was really upbeat and everywhere at once.  He checked everything twice, including me and Rick.

He asked if we were ok with going down on the wire and with a little more bravado than brains I said “Let’s f*****g do it”.  He tossed a big thumbs up at me and probably had a good laugh thinking about how big my eyes were going to be when I was being dropped out of the aircraft into the down-blast of the main rotor and toward a heaving deck.

We cruised at about 500′ and I could see the pilots console with every dial and button you could imagine.  The ride was noisier than I expected and a bit like a roller coaster.  I snapped as many photos as I could manage from my seat as we flew out towards Block Island Sound. The barge had managed to negotiate the Race by itself and into the Block Island Sound.  It was now Block Island’s turn to be worried, the prevailing wind and currents had put the “Great Salt Pond” squarely in the cross-hairs.

The “on-scene commander” was aboard the 91 footer we had passed on our way in, and was “in sight” of the barge calling the shots.  As we approached the scene, the helo commander’s voice came over the headset and said that on-scene command was concerned the conditions were too slick and we’d have to call off the intended deployment of men and material.  Another option was being discussed, but at that point, I wasn’t privy to it.

I felt the helo bank east and we were on our way to Otis Airfield on Cape Cod but not before we took a tour of a beached fishing boat along the south shore of the Cape.  We landed at Otis and were escorted to the galley on base.  The rec room nearby had a pool table and dartboard and plenty of hot coffee.  Until that trip I was a comfortable non-smoker having been successful at quitting the damn things about 2 years before.  It was odd that as I was walking past the cigarette machine that I reached for a couple of bills and selected my brand, opened the pack, and began to light one up. Rick took a moment to remind me that I didn’t need a cigarette, I remember clearly thinking that I earned it.  He and I shared a couple of smokes, a game of pool, and some idle conversation.

We were informed after being there a couple of hours or so that we were to be transported back to our boat, which was underway and had reacquired the tow without us.  Sonuvabitch, he caught the tow without us! The original idea was for the tug to rendezvous with the CG cutter and barge and after we were lowered to the deck the tug would re-attach and take us aboard, conditions permitting.  No one had even given thought to trying to recover the tow with so few men.  There were only three guys on the tug and one of them had to run the boat while the other two caught and connected the bridle.  This was so not the plan that was discussed.

We re-boarded the helo and went through the same preflight two-step as we got underway for Point Judith Coast Guard Station.  Just before the helo dropped our gear and us at Point Judith they took us on an overflight of the tug and tow allowing me to get some really great shots.  We landed and they waved us goodbye leaving us to drag everything onto a 35′ cutter and get underway for the Emily, which was just approaching the point eastbound.  The cutter took us to the Providence Towboat, Tug Reliance, just outside the Harbor of Refuge which ran us to the Emily where we boarded and settled back in.  I went to the pilothouse to relieve Ed who was as exhausted as I was.  We were all exhausted.

Ed would’ve been brought to task for not following the plan had his attempt failed and injured someone. But, the circumstances changed quicker than the plan could be modified, moving him to act.  The risk of injury with the tug being so shorthanded was no small consideration but the benefit gained from acting on changing circumstances and conditions saved a bad situation from getting worse.  It was a bit of good fortune that the opportunity presented itself to reacquire the tow and testament to the guts of the guys who did it.  The job got done, Ed deserved the credit for recognizing and acting on a serendipitous change of circumstance.  Rick and I were tweaked that we didn’t get to help, but it all worked out for the best.

The lesson learned brought home the point that a shockline is not always a smart addition to your towing gear.  If the shockline is too short, as it proved to be in this case, there’s no real point in putting one out.   The normal gear used these days is a large and heavy chain bridle attached to a large diameter wire pennant, permanently attached to the barge and a good length of wire set for the prevailing conditions.

“Wire to wire” with a proper length to start with would have satisfied the needs of the tow, even if it meant slowing down.  Risking a recovery with so few crew could’ve been a deadly situation but the man in charge was able to pick the right moment to take a shot at getting the barge under control and succeed.

The good folks of Block Island were breathing easier and all was right with the world. We made it into the Narragansett Bay East Passage and picked up the barge without further incident and made our delivery about 12 hours later than anticipated.  The many photos I took were lost when I thoughtlessly opened the back of the camera without rewinding the damn film.  I was so tired, I had completely forgotten that small technical part.

The Bouchard 125, Port Mobil Explosion

February 21, 2003 at 10:00 am
Port Mobil Staten Island, The Bouchard 125

The Bouchard 125 explosion at Port Mobil was a nightmare come true for much more than just the principal players.  Information regarding this event is sketchy and incomplete, I thought I’d try to shed a little more light on what occurred that day since the anniversary of this event is nigh.  The incident represented the realization of a “worst case” scenario for every emergency service in the Port of New York and New Jersey, the aftermath of this event would leave 2 men dead, one critically injured, and a major oil transfer facility crippled.

Although many discussions have been had over the reasons this occurred, I can’t talk firsthand to any of the reasons or the “how or why” this event took place. I’ll leave that to the New York Times article I’ve linked here.  I can however, show you what happened thanks to a well-circulated surveillance video recording that has made the rounds within our industry.
What I’ve got here is the first 20 minutes edited down to less than ten minutes.  Bear in mind, this explosion consumed 56,000 barrels of gasoline, killed two men, and critically burned another.
In the opening seconds one can see how calm and quiet the day was and how quickly that quiet was obliterated.

What is seen flying through the air during the first instant of the explosion are pieces of the Bouchard 125 as big as a small bus landing hundreds of yards away from the nexus of the explosion.  She basically “unzipped”.

At the instant the explosion ripped the barge apart, the two men of her crew died.  One of those men had just received the news of the arrival of his new baby girl just 12 hours earlier.  She’ll turn six on the anniversary of her father’s death this year.

The bodies of the barge captain, John Kyne, and barge mate, Ford Ebank, were recovered.
Also keep in mind, when an event of this scale takes place, the assets that may be brought to bear are not assembled to put the fire out, but to limit damage from spreading.   When a fire of this magnitude occurs, the general strategy leans toward letting them burn out, especially for gasoline.  There really isn’t any logic in, or enough assets to extinguish such a fire.
In the Port of NY/NJ there are quite a few refineries and storage facilities.  Tank farms are a common sight in the Garden State.  N.Y. Harbor has only one tank farm left in Staten Island and that is/was Port Mobil (now KMI Staten Island).

The real heroes of this day, were without a doubt, the crews of the tugs Evening Mist and the Frances Roehrig.  If you look closely in the left-hand side of the frame there is another barge in harm’s way, the Bouchard 35.  The flames actually burned the paint off her forepeak and anchor.  The B35 had an explosive cargo aboard as well and the crew of the barge had been evacuated, but these tugs came in to save the 35 from certain doom at great personal risk.  They needed to make up to and shift the barge away from the terminal past the burning hulk of the 125 and not go aground in doing so.  The terminal’s channel is narrow and shallow and the current was luckily slack for a good portion of the maneuver.
It should be noted as well that during the first few moments, there were barges loading across the Arthur Kill at the dock where this video originated.  Another Bouchard barge is in the foreground. Out of camera range to the right is the RTC105 being tended by the Tug Dace Reinauer and the Tug Stephen Scott.  Both tugs were wetting down their charge as the fires raged.

My part in this begins a few minutes after the explosion took place.  I was on the Zachery Reinauer and had the RTC400 in tow alongside for delivery to Sewaren, NJ.  I didn’t notice the smoke on the horizon since I was just north of and then between the Arthur Kill Railroad Bridge and the Goethals Bridge on my way south.  My brother Jim, Captain on the Austin Reinauer, asked me if I heard of the explosion.  I had to say no.  He told me what had happened and I knew we had a couple of our boats down that way.  I also knew there wasn’t much chance of our making any delivery in an area that was on fire.  I decided to land the RTC400 at the old Gulfport dock and ran the light tug down the Kills to offer any assistance I could primarily to our guys on scene.  The Zachery had a damn fine water cannon on the top of the boat, I was sure it would be of use.
We moored the barge quickly and I woke the off watch so we would have a full crew aware and alert going into this.  My dispatcher was not exactly sure we should advance in that direction, but I more or less volunteered us.

My mate at the time was Dave Esdale who had worked for Mobil Oil Marine division for many years.  As we were heading south toward the fire I received a frantic call from his daughter whom I had to reassure that all was well with her Dad.  She only remembered how he had been based there frequently and didn’t think of anything else when she heard the news.  It took a minute to calm her down and reassure her that he was fine.  Poor kid was scared to death.

As we were approaching the scene and passed Fresh Kills it was clear that the size of the fire was unlike any I had ever seen.  When we were passing Port Reading I could see that we were not going to get nearer than a few hundred yards if we stayed with our equipment at the south dock of Motiva.
The barge Bouchard 15 in the north berth had no crew since the local authorities had the men evacuated.  The terminal had no one on the dock.  I decided that with the Dace and Stephen Scott taking care of one unit, I’d grab the other and take it out of the area to minimize any more exposed barges.  I had to play phone tag with my office to get Motiva’s office to get the Sewaren Fire Dept. to allow someone on the dock to help us recover the hose and let the lines go.  My crew made up to the barge, pulled in the hose, let the lines go, and came back inside.  I had no way of knowing whether there’d be any more explosions.  I was watching as the Evening Mist and the Frances were making up to the Bouchard 35 hoping they’d get out in one piece.

The fires burned for a couple of days as the pipelines burned off what was left in the manifolds.  The barge sank immediately after the blast since she suffered a brutal and fatal blow.  There was talk of terrorism which quickly faded as more details came to light but earlier maintenance issues and strange sounds emanating from the 125 moments before the explosion pointed to a mechanical failure.  Saying it could have been much worse would’ve been an understatement of the first order.  The cargo burned off and didn’t cause the widespread pollution a heavier grade of oil would have certainly caused.  The only other barge directly in harm’s way was shifted out of danger by a couple of tug crews that showed what “having a big pair” means.

The dock has since been repaired and the fines have been issued.  There were awards presented and lessons learned at great cost.  But more importantly, it’s a damn shame a child’s birthday will be forever linked with the day of her father’s death.

Earning the S.Q.and E. Safety Management Certificate

During the last 5 years, I’ve been fortunate enough to take part in a development that promises to influence the petroleum transport/tug and barge industry on a grand scale. Specifically, the move by transporters on the coastal and  inland waterways (including my employer) of adopting the ISM code and its tenets.

My initial reaction as I was presented with this idea was, “Christ, more paperwork.” All I anticipated was a confusing and overwhelming learning curve being heaped on me as I dealt with the kind of administrative work that was more suited to a ship than a tugboat.  But, the last 5 years have convinced me of the great benefit to be had by following this course.

It turns out that the curve wasn’t nearly as steep as I expected and the training necessary to bring the crew and vessel into compliance was a golden opportunity to really get things in order  the way I always thought they should be.  I could see a marked improvement in the crew and company over the term of our preparation for the ISM audit by ABS.  I would characterize it as a greater “mindfulness” of our work environment, to borrow the phrase. 

If your outfit decides to go the ISM/ISO route, here’s a general overview of what you can expect;

The first thing that one should realize as they are presented with the prospect of earning the ISM certifications titled S.Q. and E. is that its a good thing.

The quick explanations for the designations are; “S” stands for operational safety, “Q” is for Quality control, and “E” is for environmental aspects regarding hazardous materials handling, recycling, and the like, that will meet the International standards for compliance.

To begin with, the company manuals must all meet the international standard of addressing all concerns regarding the vessel and its support network.  Shore-side personnel are expected to document their interactions as well as keep a vessel history regarding maintenance items.  Operational concerns, chain of command, dealing with emergencies, maintenance, training, are all articulated by the company manual and charter in concert with the ISM/ISO code.  Anything and everything used for the safe navigation of the vessel must have a proper provenance, no bootleg copies of “Cap’n for Windows” allowed.  Proper and up to date publications on hand, the latest corrections entered on the charts and a record of those corrections.  If it’s a navigation program, it must be an approved, registered, and updated program since it’s to be used on the vessel for the navigation and voyage planning of any trip.

Following the creation (and A.B.S. approval) of a policy guide that meets the international standard, the company and vessel are subjected to an audit conducted by A.B.S. to earn the certificate by demonstrating their understanding, execution, and documentation of their newly aligned policies.

The audit on the vessel is conducted by an inspector from A.B.S. who interviews every member of the crew and quizzes them on their knowledge of policy, safety procedures, drills, maintenance items, and general items regarding the company’s policy with regard to duties and training.  The listings below are by no means complete, but they are a good indication of what to expect.

The Captain has to provide any record requested and show how they are maintained in accordance with policy.  Crew member orientations, drills, voyage plans, trash logs, incident reports, company memos, etc.  There must be proof that all documents are up to date, the proper licenses and certificates required are available for display, and all company documents are completed as designed (no blank or unused spaces).  Night order books, lock-out procedures, chart catalog updates, publications, records of office correspondence.  The list is extensive and thorough.

The Chief Mate/Pilot will need to explain his duties, show proof that his pubs and charts are up to date and kept according to policy, that he can reference the policies regarding non-conformance issues,  demonstrate his awareness his duties and responsibilities, as well as the crew’s responsibilities.  His knowledge of navigation equipment on-board will be queried and he will be asked to demonstrate the functions of that equipment.

The Chief Engineer will show his maintenance records, oil transfer log, repairs and pending issues on board.  He will need to describe  the function and limitation of any piece of equipment the auditor wishes to choose.  The fire plan will need to be accurate and properly displayed and labeled.  If policy requires it, pipeline color codes must be compliance with international convention and clearly indicated on all systems.  Everything the engineer can be responsible for is fair game in the audit.

The Deckhand will have to articulate when asked, who the DPA is, who is the VSO, what are his duties in a drill (pick one).  He’ll need to demonstrate proficiency with the SCBA if on-board.  The locations and functions of fire extinguishers, the locations of all the safety gear aboard.  Everything.

Any shortcomings found  are dealt with by the ABS auditor issuing a Non Conformance Report for each item that was either missing or lacking.  The NCR’s will need to be cleared with follow-up action as necessary and once proof is provided they have been properly addressed, the temporary Safety Management Certificate can be re-issued as a full 5 year certificate.

Follow up internal audits and a midterm ABS audit insure the standards are being maintained and the SMC certificate is valid.  The vessel master conducts an annual audit called  a “Master’s Review”, rating the cooperation he is receiving from his shore-side support and comments on any issues regarding the system in general.  This is part of the documentation that the ABS auditor will examine at the mid-term and 5 year marks.

The Mission Statement is one of the key documents along with the Quality and safety goals.  There are at least a dozen acronyms referring to job titles and reports.  DPA, NCR, QMA, VSO, CSO, QI,…….It can be overwhelming at first, but as the team gets familiar with the program it comes easier.

The most impressive document of all is the N.C.R.  The “non-conformance report” is one of the most useful documents you can find in the system.  It’s the way the system is put into action should something appear to be falling through the cracks.  An item that requires attention but isn’t getting any.

The N.C.R. is a report anyone can file, from the Captain on down to the Ordinary.  It means that a procedure or operation is not being executed in accordance with the approved and stated company policy.  It could refer to a repair item, a training issue, or procedure that is specifically articulated by a written policy or law.

If there is a problem that hasn’t been addressed in a reasonable amount of time, the N.C.R. can be used to kick-start the issue in the right direction by referring it to the DPA or Designated Person Ashore.  This person is the appointed gatekeeper of the Safety Management System should something require a helping hand.  He has the ear of the President of the company if necessary to accomplish the dictates of the policies in place.

For Example: The Captain has reported to Maintenance and Repair that the weather-deck fore-peak hatch needs a new spring loaded hinge.  It’s been reported as a safety issue, since without the spring, it is too heavy to be safely handled single-handed by the deckhand for simple access. Additionally, it’s part of the equipment necessary to secure for sea.

The item has been ignored for 2 hitches so the Captain accesses the N.C.R. document on the company computer and fills out the form according to the directions.

Citing Chapter 1 section A: Company policy states that any item concerning the seaworthiness of the vessel will be a priority item.

The one thing to keep in mind is that the form must be completed correctly and cite chapter and verse of the policy that’s being quoted as “not in conformance”.

The DPA receives the NCR and acknowledges it in writing.  He then passes the NCR to the appropriate desk , (in this case the Maintenance and Repair office) and seeks a reason why the item hasn’t been addressed.  M&R will have to respond in writing and schedule the repair ASAP in keeping with the company’s stated policy, or the vessel will be taken out of service until the repair is effected since we’re talking about a “seaworthiness” issue.  The Captain has a copy of the DPA’s signature and proof  that M&R has been notified officially. Once completed the repair would be documented as such and the NCR “closed” in writing, and CC’ed to everyone concerned.

Here, the example of the Captain filing the NCR is proof that the system addresses safety in a realistic fashion according to the stated policy of the company.  The issue was addressed in writing so there was proof the system was utilized properly and in accordance with international agreements.

By the same token, if the office has determined that the vessel has failed to comply with a written policy it will issue it’s own NCR to the vessel and seek redress of the issue through the DPA.  It goes both ways.

The hardest part of this system to “get” is that it’s a dynamic process. Things are subject to improvement and frequent review so that it becomes a practicable policy, not just paragraphs of catchphrases and caveats. The idea is that if your manual says “this is how we do it”, then that is how you do it and prove that you are by having documentation to back it up.  The NCR is a powerful tool used to refine and correct shortcomings in the process.

The true nature of the program is without a doubt the best thing to happen to our industry since forever. The old way of doing things is out the window and the old fashioned mindset is fast becoming extinct. The idea that everyone is responsible is rather appealing when you get down to the nuts and bolts of it. The old days put those of us who had the most to lose on the line and solely at risk. Only our actions were subject to scrutiny regardless of the fact the office was either forgetting or ignoring our needs in getting the job done safely. It was common for “Operations Manuals” to be so much window dressing and seldom taken seriously by anyone until something really bad happened, then we’d be taken to task for ignoring policy.

The opportunity that the ISM code presents us is a dual edged sword. The accountability aspect goes both ways. There is a paper trail for everything and everyone’s actions regarding repairs, supplies, operational training, personnel orientations, safety equipment, and on and on. There is a certain comfort in knowing everyone has an equal amount of “skin” in the game. It a great motivator.

This isn’t new to the guys sailing deep sea, those of us working the inland and coastal fleets will need a little time to get up to speed.  But it’ll be worth it.

The Final “Radar Endorsement” Rule, not so Final

I am in process right now for renewal of all my credentials.  We are all aware the rule for radar endorsements changed and became final in September of 2008.  What you might not know is that the USCG has decided they will continue radar endorsements sans expiration date if you wish to have the endorsement placed on your license.

I began my renewal process in January with the Sept. 08 rule in mind and held off scheduling a radar renewal until March 09, this will have had the effect of overlapping my valid radar certificate with my new one.  Here’s a note I received from the licensing consultant I’m using to handle my paperwork.

“In a Federal Register dated 9/11/08, the USCG made it very clear that radar observer would no longer be endorsed on licenses. The mariner would need, though, to keep his/her radar observer training current by being able to show the USCG (if someone should ask) a radar renewal course certificate less than 5 years old. I’ve seen no further Federal Register or official policy to the contrary.

But a chance discussion I had a few days ago with the man in charge of REC Boston has revealed some clarification/update. The USCG changed their mind and will indeed endorse “radar observer” on licenses with no expiration of that endorsement mentioned.  So if a license has a current radar observer endorsement to expire after the license expiration date, then the license can be renewed without submitting a radar renewal course certificate at the license renewal submission.

But if a license has a radar observer endorsement that has expired or expires on the same date as the license (like yours), then the radar renewal  course certificate needs to be submitted to the USCG as part of the license renewal application. Very frustrating.”

The man is a master of understatement, don’t you think? I was thinking that I’m going to lose a month of time in my renewal but rather than work up into a good rant, I decided to make a call to The Maritime Center and here is what they told me:

If you wish to have your radar endorsement added to your license, you’ll need to provide a valid certificate to the USCG upon renewal.  It will be endorsed on your ticket without an expiration date.  If you do not wish to carry the endorsement on the ticket, you may carry the radar cert itself and not get the endorsement on your license.

The first instinct I would encourage at this point is to make a phone call to the Maritime Center before you get wound up and ready to kick ass and take names.  I’m glad I didn’t fire off the emails I was composing last night.  It would have had the effect of alienating too many people without a good reason.

The much maligned Center has increased their staff of Medical Review Officers and are in the process of working out the kinks and backlogs.  They willingly admit it’s a learning process.  The one thing they seem to have right is that their phone agents are intelligent and helpful and reasonable.  This is a huge difference from what we are all familiar with and have come to expect.

Make the call.

Radar Endorsement Follow-up

In the past like many of us, I sat for the radar renewal and submitted the certificate with my application and would have been out-of-sync.  In that case, when renewal  time approached, I would have expected to renew radar first and then submit my renewal package as I always did.

But, when I upgraded my present license in the middle of my radar endorsement’s term I was granted the one time 2 year extension which had me syncing my radar with my new license’s expiration date. They expire on the same day.

Now, I don’t wish to beat the subject to death, but this pissing match between the REC’s and the Maritime Center is getting ridiculous. In trying to get a definitive answer to the endorsement question for myself and others, and all I’ve come up against is contradictory information left and right.

This is an excerpt from my note to the National Maritime Center;

“Please clarify the policy that is in effect regarding radar endorsements being printed on the license. The final rule published in September of 2008 was clear there would no longer be a radar endorsement printed on the license. What has changed and why? This has put me in the position of possibly delaying the processing of my credentials since I can’t sit for the radar renewal until March 6th 2009, I hold a current endorsement that expires at the end of my present license’s term in late May of this year. I started my renewal process on Jan. 15th, my fingerprints have been received by the REC Boston and I thought my file had been sent to The Maritime Center. Has there been a change made in the published rule? When was the change made? Will this be a problem for my renewal time frame?”

The Maritime Center’s response; (almost verbatim from the final rule)

“The expiration date for the radar-observer endorsement may be different from the expiration date of the license itself, causing confusion as to the validity of the license. A license is valid for a five-year period from the date it is issued by the Coast Guard. A radar-observer endorsement is also valid for five years, but that period begins after the month in which the certificate of training is issued.

Mariners will still be required to keep their radar-observer training current, but the expiration date will not appear on the license. You will still be required to hold current radar training certificates to man vessels equipped with radar, as specified in 46 CFR 15.815, and will have up to 48 hours to produce a copy of your certificate upon request of the Coast Guard.

To answer your questions regarding whether you need to provide a current radar certification; the answer is no. Since you applied for your renewal before your expiration and the radar endorsement is current they will not request the radar re-certification. If your radar endorsement was already expired at the time you submitted your application you would be required to submit the radar re-certification.”

I don’t think it can be much clearer, but that just makes too much sense. If you’re coming up against the same issue I am, it would be to your benefit to get the facts straight regarding your status well before you’ll need to submit your renewal application.

Allowing local REC’s the latitude to assist the new Maritime Center is a good idea, when they start disseminating contrary and confusing policy statements in direct opposition to a published final rule, it’s a bad idea.  If so much supervisory talent is available, the REC’s should be sending those folks down to West Virginia to help with the mess, not start the turf battle that puts mariners in the middle.  The Center was supposed to make things better, not worse.  Did these guys miss the memo?

When I’ll be holding my freshly renewed credential is unknown, I can always hope it’ll be soon.

The T.O.A.R. and the A.T.B.

No one does anything new in an emergency, there’s no magic bullet, and clicking your heels together 3 times won’t do more than provide counterpoint to the sound of steel screeching along a poorly approached and perhaps rapidly splintering berth.

He said; "I think I'll claim the fifth...."

It’s not the easiest thing to do and it shouldn’t be.  The skills required to safely pilot a tug and tow take a good deal of time to acquire under the best of circumstances.  Among the many difficulties the wheelhouse hopeful may encounter  while attempting this endeavor is finding the means to get on as many different towing vessels as possible to become familiar, and if possible, fluent in their operational procedures.  It can take as little as 2 years to as long as 5 years depending on the availabilities of openings for a trainee.   In spite of all the wishing and hoping, the one thing that can’t be done at this point is specialize the T.O.A.R. to allow a limited towing endorsement with regard to AT/B’s.

This is not what I would consider a bad thing.  The idea for completing a T.O.A.R. is to prove that one is capable of safely performing ALL the skills that will get the job done right.  The idea of creating a limited ticket for AT/B’s is abhorrent to me since I believe there isn’t any particular value in learning half the job.  The skills that may be drawn upon during an AT/B’s operation are no different than any conventional tug and barge.  Eventually, there will be a need to draw on a skill-set not normally utilized in the day to day operations of an AT/B and the operator will need to be able to perform that evolution.  We’re not necessarily paid for what we do, we’re paid for what we CAN do.

If a limited  T.O.A.R. is created, there will be little motivation for including the skill-sets beyond standing a sea watch, tuning the radar, and utilizing an assist boat at every turn.  The shortage of qualified people is not a good, or an especially prudent reason to “dumb down” the standard.

The experience one accrues during their training period is just the tip of the professional iceberg when it comes to the next phase of their career.  The completed T.O.A.R. means you’ve met the minimum requirements to be allowed to stand a watch,  it’s a milestone not the end of the road.  It’s your diploma and your ticket to the rest of your career.  Whether you’re an ace or  just scraping by with the bare minimum, you’re going to get the same endorsement.  Once the requirements are met, one’s skills need to be tempered with time and experience.  Half-measures are not what’s called for when you’re earning this credential.

The sheer lunacy and end result of the limited endorsement idea is that it creates an operator that will be the half-baked version of his colleagues on traditional tugboats.  It is guaranteed that he will be ill-equipped when the time comes that he’ll need to draw on a bag of tricks in an emergency and not have at his beck and call the necessary experience, judgment, or skill to pull the whole mess out of the fire.  I find little merit in the idea, and I don’t believe it to be a prudent method to alleviate the manpower shortage at this point.

There are any number of analogies I could use, but the one that comes to mind would be flying.

U.S. Airways had the good fortune of having a pilot and co-pilot with almost 40,000 hours of combined flight time at the controls of Flight 1549 last month. In the interviews that followed that incredible event, both Capt. Chesley “Sully” Sullenberger and Co-pilot Jeff Skiles had each said that neither of them had ever suffered a double engine failure except in simulator-training.  That training and their experience prepared them for the day when it might happen.  But consider that if they had never trained for it, there would be a very different story surrounding that flight, 155 different stories. Sully went on to say in subsequent interviews how the sum total of his years of experience  coalesced at the precise moment he needed it.  It was there to draw upon.

It’s perfectly reasonable for the T.O.A.R. candidate to climb this hill.  Getting to ride all the boats you’ll need to complete your T.O.A.R. is daunting but it’s been done countless times by thousands of others.  There are still plenty of conventional tugs available to accomplish the task, it just takes a focused effort that includes a company’s personnel department and a corporate mindset dedicated to training and promoting people when they’re fully qualified.

So if the prospect of working the necessary variety of towing vessels has you thinking it’s too hard, step aside and let those among you who have the guts to keep at it play through.  We’re waiting for them.

Are You Here?

We all have stories of the climb through the ranks remembering the good, the bad, and the ugly of it all. The long cold watches we stood pulling hawser, stacking the tow for the downriver transit, or just hanging on for dear life while rough weather tried to claim our stomachs and all that was in them.  Perhaps the most difficult adjustment to be made within ourselves and our loved ones was making peace with the time spent away from home for extended periods of little or no contact.  At first a very difficult mindset to abide.  It was a given that you’d have to deal with it, but few of us ever really had any instruction as to how to handle it.  It was and probably still is, learn as you go.

I’ve given many a new crew-member the regular talk about cell phones, Ipods, and laptop computers.  But of all the realities to be faced, the big one that must be acknowledged is; you’ve got to let go of what’s happening at home.

If you’re waiting to hear if your heavily pregnant wife is on her way to the hospital to deliver, get off the boat. You’re not here.  Or perhaps the house needs a plumber, or the car has broken down once again. Or maybe, your significant other is driving you to distraction with heartache or that pining “I miss you so much” thing.   Or maybe she’s been seen in the company of a rival, go home if you can’t shut it off (Please don’t leave an apprentice mate alone to cover for you).

The fact remains that a life aboard demands your attention, and for short periods of time all of your attention. If you’re burdened with heartache, health concerns for loved ones,  or maybe just homesick, you need to either learn how to shut it off or go home.  It’s not because we consider it unmanly, it’s because if you’re distracted by anything other than what you’re doing, it will surely get you or your shipmates killed.

Oh yes Virginia, there was a time I can recall before cell phones were everywhere:

This is what a pay phone looks like kiddies!

It wasn’t so long ago on the boats that when you needed to call home, you waited in line while 4 or 5 other guys called their spouse, girlfriend, lawyer, or whatever. There was a certain code you were expected to follow if you were part of that gang. Don’t talk too long, and please talk low enough so we don’t have to hear it. It could have been last night or last week that you got to a pay phone in port, but that is how it was.  If it was an emergency you had to use the Marine Operator and broadcast your situation to everyone else waiting to make a call, a very public call.

The days at sea with no phone or communication with home are no more, really getting away from it all doesn’t happen unless you turn the phone off.  And turn it off you must, while you’re on watch.

I have the good fortune to be married to a woman who is self sufficient and capable.  In all my years at sea I have  only had 3 emergencies I’ve had to get off the boat to address.  She has handled preparing for hurricanes, sick children, broken furnaces and dying relatives.  I am blissfully ignorant of many issues that would otherwise be my concern were I at home. I’m lucky, my wife and I think alike in many ways and she’s well aware of how bad it could be if I’m not paying attention at work.

She and I speak twice a day if I’m in range and we tend to keep it short and sweet. It’s unnecessary for me to direct the business of the house since that is her milieu not mine. I’m asked for my opinion and perhaps preference, but the last word concerning the house, her house, is hers.  Something one would be wise to face right up front.

I have a small support network of friends on call that will assist with any issue that may need muscle, transportation, or repair. Otherwise, she’s got it under control. If I had to worry about the boat and home at the same time, neither would be in very good order.  It’s imperative that your head is here, not worrying about (insert problem here).

This brings me back to my advice;  You’ve got to leave what’s at home, at home. If your head is 500 miles away, you’re going to step into a swinging boom, an open hatch, or maybe over the side. It’s necessary to be here.

Try and educate you’re significant other as to what your day is like at any given time and set aside an off-watch time to catch up.  It helps if your S.O. is a grown-up, not in years so much but in mind.  If they recognize what you face everyday, they will avoid the temptation of putting a burden on you that you can only worry about.

It easy to say, but not the least bit easy to do.  None the less, your life may depend on it.

Looking toward the Battery

Looking toward the Battery, Dan Russell Photography 2009 all rights reserved

Dan Russell Photography

TWIC Update, Last word?

I called again today and found out that the previously announced and posted policy regarding TWIC issues was indeed corrected and re-issued as of 2/25/09.

As per the conversation I had with the TSA today; If (like me) you created a PIN when you activated the card and remember said PIN, so far you’ve got no problem. If the only thing you ever used it for was a photo ID or if you’ve successfully used it with your PIN, cancel the re-issue, it’s unnecessary.

If you didn’t create a PIN when the card was issued, go to your issuing TSA office and create one for your present card.

If your card was issued prior to 10/21/08 and you’ve tried to use your card gaining entry to a controlled facility and messed up your PIN 3 times, the card will lock. NOW you need a new card.

Here’s how to do that;

1. Call 866-347-8942.
2. When the prompts begin, press 3.

When you get to that menu, press 2. That will get you in touch with a real live person.
3. Tell them you are calling because your T.W.I.C. was issued prior to October 21, 2008.
They will need the following information:
Name
Date of Birth
A telephone Number where they can leave a message that a new T.W.I.C. is ready for pick up, and the location of T.W.I.C. Center where you got your card.

4. Receive a ticket number – it is a 6 digit tracking number. Write the number down for future reference.

It didn’t take terribly long (it took me 5 min after I got a human being on the phone) I would suggest everyone do this as soon as possible. You will be notified when your new card is ready (there is no time frame on replacements). Your card will still be used as a verification by your picture. You just return your old card.

There is no fee as long as you return your old card. If you do not have it, you will be charged the lost card fee – $60.

Read this from the Master of Towing Vessel Association.

The New and Improved Merchant Mariner’s Credential

The new format

The final rule for the consolidation of the MMC (Merchant Marine Credential) has been published and caused a great uproar from mariners across the country including license holders within the ranks of the USCG.  The subsequent comment period was ignored by the rule-makers when it came to the actual license itself.  The issue that is contested, almost to a man, concerns the proper format of the “traditional” license.  The new M.M.C. abandons the old style license in favor of a passport style booklet.  It’s understandable that the need for consolidation can and should be accommodated but the traditional license should have never been left out of the mix.  It was apparent during and after the issue was proposed that the MMC was going to happen, the surprise for the Coast Guard came when the unholy din arose surrounding the diploma style license we all know and respect.   After the final rule was published, Capt Joel Milton ran an article on his blog displaying a response from a Mr. Jeffrey Lantz who was apparently caught in the crosshairs and forced to give an explanation of our feckless Coast Guard’s behavior and failure to address this issue as part of the final rule, and he sounded surprised that there was an uproar.

I won’t go into the entire letter, I’ll just take this opportunity to “cherry pick” a gem from within said response.  In their haste to accomplish their main goal of reducing the number of documents we need to carry,(by the way, thanks for that) and the numerous appearances said documents require, the Coast Guard demonstrated an incredible lack of concern regarding the document we all recognize as our ticket.  When it comes to the Office of Marine Inspection the USCG may spout tradition and honor as a mantra, but it certainly falls by the wayside in a hurry when it suits their needs.  And as I read Mr. Lantz’s letter, it seems it’s being denigrated as quaintly sentimental and a hokey kind of traditional.  What a pair!

The issue of maintaining a proper diploma style license was supported by every mariner asked, not a few but all.

MERPAC was generous and accommodated the issue of the new MMC but also recommended the traditional license be offered as an optional issue.  I submit the license is more important as a badge of honor than a credential.  By the way, how does one post the new passport style booklet?

I noted a patently ridiculous statement in the response from Mr. Lantz, specifically; “There are numerous factors to consider in deciding whether or not to also provide a “suitable for framing copy of the license.” These include the availability of Coast Guard resources, including personnel, paper stock, hardware, software and equipment, and the process for determining and collecting fees.”

Is he kidding me? One piece of paper?  Doesn’t that infrastructure already exist? Is it too much of a reach to tack a fee on the application to include the “traditional framing copy” and process it along with everything else. What issue would any of us have with a note on the document stating it is “for display only”.   How many lawyers do you need to consult regarding those three words?

The next time you walk into your doctor’s office, take note of how many diplomas he  or she has on the wall.  Does it inspire confidence to see proof out in the open that your practitioner is well qualified to handle your situation, or would you rather ask to see some ID just as you’re disrobing for an examination?  C’mon Doc, let’s get out the wallet.

The time it would take to send the data to a printer and the ink it would require wouldn’t amount to 2 minutes or cost more than a dime. The paper adds a quarter, and the personnel time load would be an additional 10 seconds to enter the check mark and push enter. Paper, equipment, personnel? I’m sure there will be about 200,000 license blanks going to a landfill if these folks don’t come to their senses.  Talk about a waste.  Hey, think green!

Enough with the bullshit already….charge another $5.00 and issue the license we all want.  If we have to cough up a couple of bucks it’ll be worth it to you to keep us quiet and you’ll have pin money for the next budget shortfall.

Don’t thank me now, but feel free to drop me a line if you need any more help.

Hypothermia, Again.

When I come across someone’s story about how an emergency was handled I always try to keep the story in perspective since I know that even when we drill for an emergency, it will seldom follow the  course we expect.  Many decisions are made in the heat of the moment and only a well drilled team will overcome the tendency to shoot from the hip. Reading these accounts is always enlightening but  most times it’s downright scary.  And even though the facts about hypothermia are well documented and the shortcomings regarding field treatment recognized, there is still a lot of mis-information regarding how to treat someone who has fallen into cold water.

The recently released newsletter from the N.M.A. contains a letter from a mariner describing a late night-cold water M.O.B. situation on a Western Rivers towboat and the efforts expended to recover a very large, cold, and wet individual.  There are many facets to the story but the ones of immediate interest to me included how the habit of many deckhands wearing a P.F.D. too loosely can have a dangerous consequence. Additionally, the lack of rescue training could have killed this man after he was safely back aboard his boat.

We all regard a man-overboard situation as a priority emergency.  Time is always “of the essence“, cold water makes it even more so.  The small window of opportunity available to find, recover, and maybe revive a victim is quite small and training needs to reflect a higher level of awareness as to what can and cannot be utilized during a rescue.  The last thing we need is to manage the first three steps successfully and fail in the end because we didn’t follow the course of action that may have saved the victim’s life.

The N.M.A Newsletter’s story relates how a large individual (5′9″ at 260 lb.s) is recovered from 39*F water.  The efforts expended by 2 large men to pull this soaking wet victim from the water was nearly a failed effort due to the loosely fitted P.F.D. and girth of the man.  He was too cold to assist in his rescue, and more to the point, too heavy to be pulled from the water, he was waterlogged and the one thing that may have aided his rescue was in danger of slipping off.  Until more help arrived, this man was not getting out of the water.

As the story continues, the help arrives and he is pulled aboard only to be put into another life threatening situation by his rescuers.  He was stripped of his clothing and put in a shower to be rewarmed.  The absolute wrong thing to do! His next trip may very well have been to the morgue, the swift rewarming in the shower may well have caused a dump of the colder blood in his arms and legs and caused cardiac failure in moments.  This is not what should be done to assist a hypothermia victim.  The victim’s body mass may have protected his core temperature for a longer time, but his extremities were cooling quickly.

The link provided here has a few of the methods used by professionals when treating a hypothermia victim and none of the methods listed allow for a quick rewarming in any situation.  The most effective means includes warmed and moist oxygen and wrapping the victim in layers of blankets.  Another method is sharing body heat from a rescuer.  The key here is slowly.

Basic First Aid training seldom goes far enough when it comes to hypothermia.  Beyond describing its effect and how to recognize it, there are too many remedies passed along like “old wive’s tales” that are potentially deadly in a real world situation.  Here’s a fact, if the cold blood in the limbs is dumped into the core by a rapid rewarming, a heart-attack is nearly guaranteed, regardless of the victims age.

The most important phase of treatment is the prevention of post-rescue collapse during the first 30 minutes following rescue, and during transportation to a medical facility.

Some recommended methods of treatment are difficult to apply in the workplace.  The lack of enough crew to actually pull the victim from the water.  Handling the victim to keep them oriented horizontally will be problematic since most victims will not necessarily be all that co-operative.  They may try to help, but in doing so will force cooled blood into their core and risk further complications.  Moving limbs will pump cold blood, this is a bad thing until the victim is properly rewarmed.  Warm sweet drinks (hot chocolate is a good one, not coffee) will help but the real answer lies in getting professional help as quickly as possible and minimizing the further cooling of the victim.  Wrap them in blankets, donate body heat the Eskimo way, but don’t try to get them warmed up all at once.

IN NO CASE SHOULD HOT SHOWERS OR BATHS BE USED

It can’t be emphasized enough how we need to understand cold water immersion and prudent prevention and rescue methods.  The link to Cold Water Boot Camp was very useful for illustrating the effects of cold water, but it fell short when it comes to after the rescue.  If you’re going to wear a Personal Floatation Device, why wouldn’t you wear it correctly?  It takes 30 seconds to properly fit the device, and it will be of use when someone tries to pull you from the water.   Bear in mind that although Spring is here in the Northeast, the surface water temps won’t rise above “bone chilling cold” until August.

Drills Are The Time To Make Mistakes

I’m sure it’s every Personnel office’s dream that they could send any man to any vessel and have him become an equal member of that team on arrival.  If each man in the talent pool carries the same qualifications and experience from a broad range of vessels, it should be no problem at all, in theory.

I’ve been victim and witness to the practice employed that requires personnel to (necessarily) serve on many different vessels during the course of a year usually in respect to replacing an ill  and/or absent crew member.  So many different vessels that the lack of familiarity adds to the confusion suffered while the general alarm is ringing and our wondering (half asleep) which vessel we’re really on.

On top of that, many resist the idea of regular drills thinking its too burdensome or unnecessary.  The drills are required by law, but logic tells us that the drills are for us, not the authorities, the authorities are  generally a long way off when the shit hits the fan.

In 1982 I was serving as Mate on a small coastal self-propelled barge.  I mentioned to the Captain that we hadn’t had a drill in a while. He acknowledged my observation by ringing the general alarm that evening just as I was sitting down to my dinner.  Of course, the drill wasn’t a complete disaster but it could have been much better.  After the Master critiqued our admittedly pitiful performance I answered, “I thought that’s what the drills are for Cap, to point out what we need to improve, right?”  It is why we perform drills, and perform them until we know how and what we’re doing.

When I worked for the East Coast Branch of Exxon Shipping Company Inland Division (I know it’s a mouthful), it was not at all unusual to be told to “take gear” prior to departing the vessel on crew change day so you will have all your stuff when reporting next hitch to a possibly different vessel, it was referred to as a “Shanghai“.  On reporting for the next hitch one could have been assigned to any of 10 very different vessels.  They were all properly equipped, but they were all configured differently. Different enough that you really had to investigate and fix in your mind where everything was once you got aboard.

It was maddening, almost no time to get acclimated was allowed and the confusion that ensued during the initial drills made it obvious we weren’t safe.  It was advisable to keep crib notes in your pocket so you had a quick reminder of where you were.

The truth of the matter is, for a while and even if fully crewed, any boat is going to be shorthanded (operationally) until each new crew member gets it clear which boat they’re on.  The fog of confusion that greets a general alarm when it wakes you from a deep sleep lasts long enough that precious time can be lost as one gets their act together and responds in the correct way to the correct place, never mind doing it in the dark.  It’s a situation many of us deal with every hitch or so, there’s a new guy on board that will need some extra attention until he settles in.

It’s easy to understand the need for drills in the first 24 hours after crew change.  We need to get familiar in a hurry, an emergency isn’t going to wait while we work on being an effective team.  Professionals know and acknowledge the many hurdles we face when we get underway, our preparedness is not negotiable.  The way things work and how we muster to respond is fairly standard, we recogize the equipment and can adapt to slightly different configurations quickly but the longer we have served and drilled on a specific vessel the better we can respond to an emergency on that vessel.  It’s just natural, as one becomes more attuned to their environment the quicker an issue can be addressed.

Spend a certain amount of time with a specific vessel and crew and you learn to work as a team and are aware of the strengths as well as the weaknesses in the team.  Only after a period of time do we cultivate a solid team mentality and the ability to address serious issues effectively.  It comes as no surprise that the new guy is going to be a bit lost during the first few drill rotations, but with repetition and familiarity and practicing with his crew, he becomes integral and dependable.

The main thing I ask any new crew member to do when they’re coming aboard the first time is to locate every piece of safety gear on-board.  It requires him to climb throughout the entire boat and list each and every thing he can find that is safety related.   The ISM code and company policy require he be given an orientation to acquaint him with all aspects he will be responsible for and then some.  As prudent and practical as that seems it’s only a small part of what he’ll need to get up to speed when responding to an emergency.

He needs to bond with the crew and get familiar with the boat.  I found Joel Milton’s article “Know your boat” to be quite appropriate in this case, since it touches on a disaster that showed what can happen with a crew that isn’t intimately aware of their vessels limitations and capabilities.  So many stories revolve around the crew’s lack of knowledge regarding their stability (the Valour), or the limitations of nav gear.  The thing about it though, is that it doesn’t have to be that way.  More often these issues are being treated with at least an acknowledgment that moving crew members too often can have a deleterious effect on vessel and crew safety.

The tug Valour was a fatal example of not knowing your vessel.  It was also a wake-up call for us all regarding proper communication and procedures.  Understanding the limitations and abilities of the entire crew is part of the definition of being “sea-worthy”, and keeping a proper lookout.  In case you haven’t seen it, here’s the time-line and final report on a subject that is worth revisiting time and again.

Crews will continue to be assigned rotations to different vessels as necessary to fully crew a company’s boats.  It is incumbent on the crews themselves to get familiar as quickly as possible to deal with emergencies as they arise, and they will.

Just a Neat Pic

Rounding Corlears Hook 2/25/09 by Dan Russell

Renew a Mate’s ticket? No.

My advice to every freshly licensed Mate I have ever trained has been; “You should never renew a Mates ticket“. While that statement may sound counter-intuitive, the idea behind it is to put in your time working as a Mate and then upgrade to Master as soon as you’re qualified (time-wise) to do so.

It’s not like deep-sea tickets that require advancing 3rd through Chief Mate before you can sit for your Master’s ticket.  Lower level licensing basically has three steps; A.B., Mate, then Master. Realistically, a lower level Master’s ticket can be in hand within the 5 year term as a mate/pilot if one is determined enough to do so.

For the two years or so after you get the Mate ticket you’ll be working on your T.O.A.R. anyway, so an effort should be made to stay current with your studies.  You’ve done all the work to get the Mate’s ticket, retaining the skills is a matter of revisiting the material on a regular basis. After you’re working as a Mate/Pilot the only thing necessary is to accumulate the sea-time working under the authority of your license.

It’s no secret that it gets harder to do as time goes by. When I was working on license and pilotage years ago I had to set aside time away from my day-to-day household responsibilities so I could focus on my studies (at the cost of precious time with my wife and young child). Both understood my need to bury myself in the study materials and I was fortunate that they were patient with me. The time was well worth the effort and I acquired my Master’s ticket using home study (thanks Capt. Murphy).

I, like many of us, didn’t attend an academy or have the luxury of being able to afford and then spend two or three weeks at school since I had to earn a living and pay bills. But, I did have the advantage of working with others who were “studying license” at the same time. Whenever I got jammed up, there was usually someone around who had overcome the issue I was struggling with and saved me some heartache in the exam room.  The internet would have been as widely embraced as a study aid if it existed then.

Young families are distracted with working and building their lives. Children, mortgages, family obligations and such throw many stumbling blocks in the path of an aspiring Master candidate. These distractions need to be ignored for the greater good and the time to “git’er done” is while your study skills and practice from the mate’s exam are still fresh. The material is going to be pretty much the same with a few exceptions, and once the big ticket is in your pocket you can relax and enjoy your young family with the knowledge that you’re set to accept that promotion fully documented when the opportunity presents itself.

The day after you have enough sea-time, file the application. Sit for the exam as soon as you can and see where your weaknesses lie. There’s no shame in failing a section or so, if that happens you’re lucky to have found where you need to focus your efforts to overcome the difficult parts and pocket the easy stuff.

Get the license as soon as you can. You’ll be glad you did while you’re spending time teaching your kid how to fish, ride a bike, or tie his shoes. If you wait, you’ll have all the distractions and none of the advantage of starting while it was still reasonably fresh in your head.

So, what are you waiting for?

As summer approaches, a cautionary tale; the “Karen E”.

It’s that time of year when we must relinquish our monopoly on the local waterways and share them with the recreational boater for another season.  As we do, there is a need to give both sides of the equation a heads up and reality check.  This story by writer Michael Daly  from the New York Times, first published in November of 1981, is a classic tragedy of ignorance and circumstance coming together to create disaster.  The professional community never wishes to see anyone get hurt, but it still  happens in spite of our best efforts to avoid dangerous encounters with the recreational community.  The recreational boater frequently puts himself in harm’s way and is often blissfully (sometimes fatally) ignorant of the consequences of his behavior while “out on the water for the day”.

The recreational community certainly has a right to enjoy the marine environment, it’s just that  some/many don’t have a really clear idea what it means to be a mariner or possess the basic skills one must have to truly enjoy it safely.

Note; the hawser is set “to the chain”.

The story of the Karen E. and her owner Richard K. Lublin is a lesson taught and remembered by the mariners in and around NY Harbor.  Initially the tug captain and mate of the David Mc Allister were demonized for their part in the sinking of the Karen E and loss of 5 people including the  yacht owner’s 10 year old daughter and his friend’s 9 year old daughter.

The tug David Mc Allister was towing a loaded cement barge off Long Sand Shoal in the Long Island Sound bound for Boston.

Mr. Lublin’s vessel  had developed electrical problems which left him ill-equipped to navigate in diminishing visibility.  He had contact with another vessel and calls for help were acknowledged by the Coast Guard and a local marina.  But, rather than heed the advice he received by radio to hold a particular course, he wandered off without any clear idea what to do.

In the fog,  Richard K. Lublin sighted  the tug David Mc Allister and decided to bring his boat alongside the tug to ask for help.  His situation was reported to the Coast Guard again and he was summarily warned of the tow as he pulled away from the David, but it’s believed he ended up running over the towline and locking his vessel in the path of the loaded barge.  He lost his wife Joan and 10 year old daughter Karen Elizabeth, along with Tom and Rose Markoski and their 9 year old Tina.  After swimming for roughly 8 hours in Eastern Long Island Sound he was helped ashore and taken to a hospital.

Mr. Lublin insisted the tug’s wash “sucked” the Karen E. into the path of the tow.  Tests conducted with the same tug and similar vessel to try and re-construct the incident (see photo above) failed to prove his assertion, in fact the opposite was seen.  The small vessel was pushed away by the tug’s quick-water and out of the path of the tow.

The claims of indifference on the part of the tug crew made for some dramatic reading but the hearings that followed drew a different picture of an inept and panicked boater who made a every attempt to blame others for his own failures.  Although eventually charged with negligence, Richard Lublin saw those charges dropped.  It’s not difficult to agree with USCG deciding he had suffered enough harm already.  The drama was followed closely by those of us in the towing industry and this story was discussed around many a galley table.

Hindsight is the only lens with which we can view Mr. Lublin’s actions, I believe Mr. Daly’s article should be required reading for professionals and amateurs alike.  There’s just no way to over-emphasize how important it is to know what you’re doing when you leave that marina with a boatload of folks looking for a relaxing and safe afternoon’s cruise.  Mr Lublin’s testimony showed he had an inadequate knowledge of his boat’s systems and backups and committed an even greater sin of ignoring professional advice in the face of the emergency.  He should have deferred to expertise.

Those of us who work out here year-round don’t want to be party to any incident, much less one that could destroy a whole family.   It’s in everyone’s best interests to understand the reality of being out on a boat and relying/depending on your skill, mechanical ability, and good judgment to make it a safe voyage.  Your life is truly on-the-line.

Here’s Your Sign, from Great Lakes Ships Photos

New “Warning To Boaters” sign

On April 27, in an attempt to bring safety awareness to fishing boats which, too many times, fail to move out of the way of a moving ship in a timely fashion, the Menominee County Sheriff Dept. Marine Patrol put out these signs at all local area boat launches on the Lower Menominee River. Too many times I have watched boaters wait until the last possible moment to move out of the way of a ship entering or departing our port. Last year, as a ship was backing out of the Menominee River, I was at the west end of the lighthouse pier when a ship was backing out of port and the captain asked if I could run out ahead of him and shoo the fishing boats out of his way! Unfortunately, his ship was moving faster than I could; I told him that I would like to help, but that he would have to use his horn. Hopefully these signs will raise awareness of the dangers of such actions.

Man, you gotta love this guy!

Erie Basin Cut, New York Harbor

Erie Basin is home to the Erie Basin Barge-Port co-owned by the Hughes-Reinauer partnership.  It is a tight body of water surrounded by a man-made barrier islands and was home to the New York Shipyard, Revere Sugar Company, and numerous small barge concerns.  The property surrounding the basin is purported to be home of the most hotly contested real estate issues in the 5 boroughs.

The newest occupant is the IKEA Corp. which acquired the NY Shipyard property and built its newest Brooklyn facility there.  The New York Water Taxi calls this basin home as well as the being a holding berth for the Reinauer Shipping Company’s many barges and tugs.  The NYC Police department maintains an evidence impound yard here as well.  (Not a good place for a vehicle to end up.)

Traffic in and out of this small 240′ wide entrance is year round and large scale.  It’s not unusual to see small tugs with sand and trap-rock scows gliding through the “cut” as well as impossibly large tug and oil barge combinations headed for the tie up berths along the NYC Police vehicle impound yard.  It was once home to one of the many shipyards that worked here in New York.  Getting a ship in this cut was a daunting task for the pilot and assist tugs that had to shape up and then catch the big guy inside the cut and assist the turn.  Tricky stuff.  This link shows a photo of the basin from over 50 years ago and illustrates perfectly how busy a place it was.

This tiny part of New York’s harbor is one of the most challenging to negotiate with a tug and tow and is a defining skill of every Reinauer wheelhouse man.  The currents of the Upper Bay and the East River influence the basin’s approaches and make this a particularly difficult inlet to pilot.  Prevailing winds in the winter months are Northwesterly for the most part and will have a tendency to drive and inbound unit southeastward toward the long concrete bulkhead of its 240′ wide entrance.

The summer winds are generally southwesterly and present the north side’s collapsing bulkhead with its ragged profile.  The method I’ve used and prefer when towing alongside into the basin is to have the tow made up on the starboard side of the tug.  The reason I recommend this to my mates and anyone who asks is that the tow will almost always set toward the south wall, given the nature of the prevailing wind and the anticipated effect of the current.  Having the tow on the starboard side allows me to land flat along the south wall and take advantage of the installed rubber fenders that line the wall (thanks to Reinauer).   The approach for the opening is affected by crosscurrents flowing either north (flood) or south (ebb) and will require the inbound unit to have a good amount of steerage to safely negotiate the cut.  The approach is lined up well out in the upper end of Bay Ridge Anchorage in order to set up the entry and stabilize the slide as the entrance is neared.  On the south bulkhead one can see reflective markers that act as a range and will assist the inbounder with detecting the slide as the entrance is approached.  The addition of this homemade range was the result of the Reinauer wheelhouse men making a simple suggestion that made the situation a little better.

With a nod to the skills exhibited by the Reinauer workforce, there is a small cadre of men who earn the respect of every real boatman in the harbor as they transit this small cove in the heart of New York.  The men running the “Brown tugs” and the men steering for “Buchanan” can rightly claim to be occupational experts when it comes to negotiating Erie Basin cut.  These guys do it with loaded sand and gravel barges at nearly any stage of the current in almost any weather and do it every day.  It’s a regular thing to see the boys on the Thomas or John Brown taking a loaded scow or scows through the cut with only a couple of soft lines and nothing else as they glide into the bay from the inner berths of the basin.  It’s graceful and appears effortless, we all know it’s not.

There’s a special knack for handling scows on soft lines that only years of practice can refine.  The amount of boat handling these men do in a day outpaces nearly any other tug in the harbor.  They handle more scows into and out of more berths in a week than we in the petroleum transport business do in months.  This creates extraordinarily skilled boathandlers and deckhands.   It’s a real pleasure to watch them as they untangle a flotilla of 16 or so scows and separate them into various rafts for delivery.  These are the largest tows on the Hudson River anymore and are frequently seen transiting the East River for ports east or heading up the Arthur Kill and Kill Van Kull bound for the “stakeboats” in the upper bay.  Their “stakeboats” are the moorings on the Jersey flats that serve as staging areas for the empty trap rock scows headed back up north to Clinton Point and loaded ones just arrived and bound for construction sites all over the tri-state area.

Erie Basin is also the staging area for most of the city’s fireworks displays.  The Grucci family and others like them set up their pyrotechnic magic inside the confines of the Basin.  It’s a regular thing in the summer months to see the firing tubes of these displays being set up and arranged for an evening’s show.

The many operations that originate here are an integral part of the port that is New York Harbor.  It’s easy to dismiss this little hole in the wall as unimportant.  The next firework display you witness on the Fourth of July will be crafted here.  Your roadways and skyscrapers will be supplied by the efforts of the men who move their charges through this narrow portal safely.  The gasoline and heating oil that is delivered to your neighborhood is done by the tugs barges that wait patiently for the next order to be loaded and delivered to any of dozens of  terminals in the tri-state area.

It’s a big job starting in a small place, right in your backyard.

Safe Hatch Locks, The “Shadow Locking System”

Among the many things to deal with these days in the new age  is securing sensitive and critical areas of the vessel from unauthorized access from the outside.  Doing so can sometimes put the crew at risk in an emergency of the combustible sort.  Here’s a simple but elegant solution that has been put in use on my vessel.  The “Shadow Lock” system designed by Chief Engineer Gordon Oliver is an effective locking system that will defeat quick unauthorized access when engaged.  It can be “unlocked” with the flick of a wrist in mere seconds and drop out of the way to allow escape as necessary.

The pictures explain the system better than words, check it out, click on the thumbnails to enlarge.

The inner sleeve is 1" pipe, the outer sleeve has an I.D. of 1 1/4 ". The set screw is 3/8" with a tab tack welded to the top. The outer sleeve is drilled and threaded to accept the set screw. Note the cut-out. Align this to capture the opposite dog and slide the outer sleeve into place

The left end of the device (without the cut-out) has a small nub tacked on to prevent the outer sleeve from sliding off the end. Once in position, tighten the set screw. The device is invisible from the outside and it will take a rather noisy effort to defeat. When not in use it can be stored on an open dog.

Alignment detail

Locked, it's that simple.

College Point, NY to the Battery in less than 3 1/2 minutes…

Time lapse video, NYC's East River.

Lou Vest of the Houston Ship Pilots did a few time lapse videos of transits in the Houston Ship Channel.  I was inspired to try my hand at the game with the East River Transit since shouldn’t be said that a New York boatman can’t run in such fast company..

How to correct your publications, save a tree, and quite possibly save your mind……

I’m going to describe a couple of publication correction methods that I employ.  I believe these methods will save you and your Mates time when it comes to keeping things up to date and offer it up to those of you who wish to comment. First I should emphasize that this alternative method may or may not meet the needs of your situation.  Check with your Port Captain or Compliance Office to be certain that these  methods meet the intent of any company policy or vendor preference.  You’ll need to have reliable internet access for this method to work well.

The NtM corrections to the US Coast Pilots and the Light Lists are the most tedious and time consuming chores the mate must accomplish in the course of his day-to-day duties.  I’ve always seen it as a huge effort for a frequently redundant and limited application/resource, resources that aren’t utilized enough in my day-to-day operations to require so much attention.

The traditional method for correcting the Coast Pilot has always been recognized as a poor solution for those of us not equipped with self-updating software and E.C.D.I.S. systems,

“Cut and Paste” is the name of the game and each Coast Pilot  becomes a confetti farm after only a few cycles of the Notice to Mariners weekly editions.

It always begins with a pile of freshly issued hard copies of the Notice to Mariners, a pair of scissors, two rolls of cellophane tape, a pot of coffee, and most of the afternoon watch to bring your catalog of Coast Pilots up to date.  As time goes by with each edition nearing the end of its service life, one windy day is all it takes to blow half of your corrections all over the pilothouse the moment you open the damn thing and all your work is literally “in the wind”.

Then as if that wasn’t enough, this was followed by a marathon session of correcting the many volumes of the Light List at hand using a perfectly medieval method involving perhaps a magnifying glass and the ability to print in miniature like a Gregorian monk rewriting Ted Kaczynski’s Unabomber manifesto.  It could quite possibly drive a man insane, especially after completing about 10,000 corrections  just in time to receive the next newest NtM with 10,000 more.

When you think about it, the corrections to the Light List are really a list of completed work orders for the gang working Aids to Navigation in the USCG.  Every time they move an aid, paint a buoy, or reset a range light it generates a correction.  I mean I  do get it, but ladies and gentlemen, these folks are really busy.

First, how do we deal with this cut and paste thing?

The Coast Pilot corrections using this new method are easy.  The NtM has been available online for many years and anyone with a laptop and internet access can download and save a couple of years worth of NtM’s without taking up more than a gigabyte on their hard-drive.  This ability to archive the NtM is a huge improvement over the old method of keeping the butchered hard copies somewhere aboard to show they’ve been utilized.  With this method you’ll never need to print out Coast Pilot corrections.

Now that an archive has been created, the Coast Pilot can be updated using a ballpoint pen and about 25 minutes of your time.  Turning to the pages in the NtM that list the corrections to the CP, note the volume, edition and change number.

1. Open the Coast Pilot, enter the change number as always; Change#, NtM#, your initials, and the date the change is being entered.

2. Next find the page and paragraph of the correction listed in the NtM.

3. In the left margin of the cited paragraph, write the NtM # in ink and repeat this practice for every correction available for the CP.  For example, you’re using NtM 25/09, the note in the margin should read “25/09“, that’s it.  Also, remember that a NtM may contain numerous “change numbers”, be sure to enter these properly as you correct each CP.

4. Now close the book.

Since you’ve changed how you correct this book, you must change the method in which this book is used.  Now the archive you’ve created must be maintained for as long as the edition is valid.

If you find yourself referring to the CP for information and come across a notation you’ve made in the left margin you know to refer to the NtM archive and must seek out and read that particular NtM (25/09) for the applicable update for that specific paragraph.  As you’re doing that you’ll note a definite lack of confetti present, no matter the age of the book.

The Light List ( the list that never ends) is even easier.

The Light List does not lend itself to correction easily using the old Gregorian method.

It’s wickedly tedious , but the method to update this publication needn’t be so overwhelming.

The NtM is not the publication of choice for me for correcting the Light List. What ’s that you say? Well, the USCG publishes a cumulative summary of corrections for each volume of the LL.  Basically, every correction for Volume 1 of the Light List is compiled into a regularly updated archive available for download and saving just like the NtM, but each archive is dedicated to its respective volume.  From the date the volume is published to the most recent NtM, each volume’s corrections are compiled as they appeared in each NtM.

So, I can go to the NavCen website and download all of Light List Volume 1 corrections and save it each month as I can for every volume of the Light List offered by the National Ocean Service and USCG.  The archive found on the update page always carries the same name for each volume number unlike the Ntm which necessarily increases (01/09 to 52-/09) as the weeks go by.  Volume 1’s summary will always be named V1D01.pdf.  When you download the newest archive it will prompt your browser to ask if you wish to overwrite the old file and of course you will select yes.  You now have the latest correction summary for Light List 1 since it was published.

1. At this point, you only need to make one mark in the Light List and that is to note the NtM# that your archive is current with in the record of change in the front of the book and after you’ve done that, you can close the book.

Now we dip our toes into the 21st century;

2. If you find yourself referring to the LL, the same method as always is used to identify any aid, by its LL#.  Once you locate the aid you want, (or the place where it should be listed), the original “date of publish” info is all you have.  How do you know the information is current if there aren’t any physical corrections in the book?

The summary of correction archive contains a copy of every Vol1 correction page printed in the NtM since the publish date from low to high.  In the case of LL1, from 51/08 at the bottom of the list to 25/09 at the top.

3. Once the aid in question has been found in the LL, the archive is scanned from the bottom to the top of the list for the same LL#.

3a. If you don’t find the LL# for the aid your looking at, the book is the latest information available for that aid.

3b. If you do find the LL#in the archive, you’ll need to scan the entire summary for any other incidence of that number.  If you have found the LL# of your aid in the summary, that information will be the most current and correct.  You need to remember as well that new sub-sets may have added, so a scan above and below the specific aid’s LL# you’re referencing is in order.

So, instead of spending hours of your life writing corrections into this publication, you’ve spent five minutes scanning an archive to find what you need.

Take a look at this method, if you would like to discuss it further, drop me a line.

Light List Summary Links;

Volume 1 First District, Volume 2 Fifth District, Volume 3 Seventh District, Volume 4 Eighth District GOM, Volume 5 Eighth District WR, Volume 6 Eleventh District,  Volume 7 Ninth District,

July 9th 2009 Hearing before Congress, the N.M.C. has some ‘Splainin’ to do…

Follow this link to the gCaptain Forums; this series of posts was submitted by a former contract evaluator at the NMC and makes interesting if discouraging reading.  The information has been addressed by many well respected voices on the gCaptain Forum and by many that are suffering through the excruciatingly slow renewal/application process that is the N.M.C.

Hearings will be held this July 9th  before the House Coast Guard and Maritime Transportation Subcommittee, and Mr. Elijah Cummings will be in attendance.  The committee should pay heed to all the comments but give a particularly critical listen to Captain Richard Block’s comments and concerns as he champions  the working mariner.

I have a deep desire to see Captain Richard Block succeed in conveying the necessary urgency to Congress on the 9th and see some real progress.  It just seems that with all he is suggesting, there wouldn’t appear to be a glimmer of hope that anything concrete will be accomplished for years…..the pile of sh…. er, EGO that needs to be navigated has run lesser men aground, good luck Capt. Block.

Carteret, N.J. to Execution Rocks, just for fun….

This is what happens when you give a tugboat guy time lapse software.

My N.M.C. Renewal Experience

In a previous post I pondered my renewal process and promised an update.  To recap, starting in January I submitted my documents and hoped for the best knowing the NMC was just in its rookie year.  The time frame I anticipated was about 4 to 5 months.  I was starting well before my license was to expire and I didn’t believe I had any issues that might slow the process.   All my paperwork was accepted through the Boston REC and after some wrangling over semantics (the new “dateless” radar endorsement) I had a completed set of renewal documents on their way to West Virginia.  The NMC had my package by February 18th.

As the weeks dragged by I noted little progress.  While the paperwork was definitely in West Virginia, its status had remained a mystery…..the MEB thing was taking too long.  On March 10th I was checking the NMC site for progress when I noted the good folks at MEB needed more info.   I called to try and get some detail and was eventually able to discern that a procedure I had 4 years prior (and reported on my annual 719k) was creating a problem.  Luckily the supervisor on watch sent me an email detailing exactly what was needed rather than make me wait for the snail mail.  I was able to schedule most of the appointments prior to returning to work.  The snail mail notice didn’t arrive for 7 more days. After a couple of weeks of work and  a battery of tests at my doctor’s office, I submitted 15 pages of documents to the good people of MEB.  Luckily they were true to their word that I would be moved along to the top of the pile now that they had the necessary info.  It was now April 4th.

After progressing to the next level I was informed that PQEB could take a couple of weeks before they even looked at my folder, it was then I began to  sweat.  Once I cleared MEB I thought I was home free, but facing this new information and a delay that was encroaching on my expiration date I asked for special consideration by sending an email to the staff supervisor at NMC requesting (politely) that my situation be given special dispensation.  (I wouldn’t have known to ask  if an operator at the NMC had not suggested the option was available.)  To my surprise, special dispensation is exactly what I got.  My paperwork was accelerated through the maze and I received my new license, MMD, and STCW in the mail in short order.  I was printed and issued on April 15th.  The whole thing took a mere 86 days from the day I sent my package to my License Consultant.

Now as if that wasn’t enough, the regulations regarding the VSO endorsement came into the picture.  My outfit wanted all of  its Masters so endorsed.  This endorsement is only required if you are the designated security officer on a vessel over 200 gross tons that sails past the Demarcation line.  Your MMC needed to carry the USCG endorsement and it needed to be done by July 1st, 2009.(this deadline has since been extended due to the high volume of mariners submitting  for the endorsement)

I sat through a 3 day CSO,VSO, FSO course at Kings Point MMA and submitted my paperwork yet again.  My license consultant doesn’t handle STCW endorsements, so I spoke with the NMC which directed me to send my stuff to the center and that I would have my endorsement in due course.  Of course this information was completely wrong.  I found out after 4 days that I needed to reclaim my paperwork and submit it via my REC of choice, REC Boston did my stuff before, so Boston it is.  After speaking with Boston and confirming my requirements for submitting (turns out I’ll be issued the new MMC for no charge) I sent my documents to Boston. After being approved at my favorite REC, it was on to West Virginia and within 3 weeks my new MMC was in hand.

That would be a great ending but nooo……..since I was at work when my new MMC arrived, I wasn’t able to read it to be sure it included all that it should.  Well, there you go…..

The Master’s ticket I sat for in 1984 was no longer included in my “credential” even though it is prominently listed on my recently issued “legacy document”.  Jeez, now I called the NMC and asked why it was omitted from my license and was promptly handed off like a hot potato.  I would have to speak with a supervisor, gee d’ya think? BUT, the supervisors have all gone home for the day, call back tomorrow.

Today (July 18th) I call the center and speak with said supervisor who agrees I have been shortchanged and now will send a note to my evaluator so they can dig my files out of the archives.   I was told there is only one guy at the NMC that handles these kind of errors…….I’ll let that one sink in.  One guy.

Anyway, I sat down after that call expecting another week or two of wrangling the system to get what I needed.  Later that day I made a followup call on the off chance that I would catch someone “in the know” before they headed for the coffee machine, but it was “no joy”.  I had all but accepted my fate.

Then the damnedest thing happened, my original evaluator called me and after apologizing for the omission promised to send out an endorsement sticker for the MMC to make everything right.  Her explanation for omitting the endorsement was credible, she didn’t want to mess up my pilotage and in focusing so very hard on that, my Inland Master’s AGT endorsement was overlooked.

Okay, so now I’ll carry a slightly disorganized MMC for the next five years. When the endorsement sticker shows up and if I don’t mess it up sticking it, I won’t have to deal with the NMC again until early 2014….right?  I’m pretty sure I could push the issue and demand a new and correct MMC, but by doing that even I would think I was just busting balls.

So, in a nutshell here’s the smart thing to do.

Start early, 6 months is the least amount of time I would suggest you allow.

Check your status frequently on the NMC website, have your mariner’s number handy.

Know your options; you can get things expedited if you write (email) and ask (politely).  You’ll get the consideration if they can give it.  I was fast approaching my expiration and unemployment, I asked and was moved along.  All my issues were already settled so it was just that I was at the bottom of the PQEB pile, and that pile was 2-3 weeks deep.

Don’t freak out because its taking so long.  It doesn’t speed things or people up, it just makes you and everyone else miserable.

Don’t hesitate to write an email, ask for a supervisor and demand an explanation from the NMC, just do it politely.  These folks have enough of us to deal with and I found that if I was quietly persistent, I got listened to.  Almost every person I dealt with by phone in the REC Boston and the folks in West Virginia did as good a job for me as the circumstances allowed.  I don’t doubt there are some huge hurdles facing the working stiffs down there in Martinsburg, I can only hope the command structure is taking care to retain the talent and not abuse the folks that are trying to do a good job.  I spoke with enough of them to believe they want to make us happy.

In 4 years I hope to be able to renew online from the comfort of my kitchen table and have it take nary a week to clear and receive my new license.  And of course, my next letter to Santa will ask for just that…….

Google Earth and Sharing Local Knowledge

A while back I posted a tutorial for sharing  information using Google Earth as it applies to “tow-biz”.  The tutorial is a bit  involved and may have appeared to be more trouble than it’s worth.  I decided to recap the method for those who may have seen it earlier and trim it down to its basic function.

Google Earth can be utilized to provide a means to share local knowledge that in the past would have required numerous radio and phone calls if a mariner was calling at an unfamiliar berth or port.

Generally the kind of information I’m referring to is the specific information we’d need regarding slack water info, how to approach, moor, or just go shopping which can sometimes be difficult to figure out when you calling on a terminal for the first time.

Once one gets familiar with the method for creating a “placemark” in the program it’s a simple matter of a right click on the mark and sending an email to share the “placemark” with another user.  If I wanted to indicate the approach and berths in say Erie Basin, I would create the Erie Basin placemark in Google Earth and send it to the interested party along with the information he needs to find his way.  The recipient clicks on the attachment which opens in GE.  The placemark can contain an unlimited amount of information in the “properties tab”.   It’s so much easier to have a visual representation handy when directing someone to a specific location.  Usually a phone call along with viewing the “placemark” will overcome any difficulty.

The route from Boston Towing's yard to Shaw's Market in East Boston.

Directions to the local market, cab companies, pharmacies, crew change directions and muster points, and anything else you could think of can be sent.  Sharing the information within a specific group becomes as easy as the click of a mouse.  It can be shared widely or kept private.  In the case of the database I created, it was shared with as many who were interested and had a need to know within my circle of colleagues.  Creating your own database is really quite simple, it will save a lot of confusion and even assist with getting the new guy up to speed on where he’s heading or how it’s done.

I’d be happy to provide more detail if you need it, drop me an email.

As an additional benefit to using GE, you’ll find an additional application that is useful as it applies to Live AIS information.  Although it’s not “realtime info”, it’s close.  Gcaptain explains a plan in the works to perfect a satellite based receiving system that can offer global coverage and accuracy.  Key phrase here is “in the works”.  I’ve seen this website show coastal coverage a lot greater than “line of sight” receivers could offer, but I believe I caught a test rather than normal operational status.

Still, if you access this page on the AIS Live website, it will offer a download link for inserting and displaying AIS info into the GE display.  I’ve found it quite useful for any number of reasons, impending crew changes for one.  It’s nice to get a general idea where the boat is when planning your next crew change.

Shipyard, uh boy……

9/2/09

I’ve found some time to put together some photos after couple of long days.  I’ll add to this post as we go along and close it out once we’re operational.

Few things are more exhausting than a vessel’s 5 year shipyard period.  All the items that had to wait for the boat to be “out-of-service” are now set for repair. Both crews have been compiling a list for the last year of items that will need attention and items we’d call our “wishlist”.  The wish list may just as well be a letter to Santa for all the consideration it gets as we start our ordeal with cleaning the tug and barge for the yard.  The primary objective is to take care of all critical systems and address the wishlist last (as long it won’t delay anything and can fit in the budget)

The Nicole Leigh Reinauer at Caddel’s Shipyard August 2009

Ahhh, Romeo and Julietta, please don’t tell the wife.

Once the fuel is pumped out, the ballast adjusted and the tanks and bilges are cleaned, the dockmaster takes over and lifts her up on the drydock so we can finally take a peak under her skirts for the first time in 2 1/2 years.

She’s a sight to see, massive wheels (140″ in diameter), barn door rudders and a hull that proves she’s fit for sea.  The barge has been cradled in a mammoth drydock one half mile away and it’s nearly impossible to absorb the whole unit in one glance, even at that distance.

Our boat is now ready for the onslaught.  Contractors of every trade swarm by the dozen over her engines and piping, the wheels are clanged and coaxed off the shafts and sent for reconditioning.  A rudder has been removed and new bearings for all are in the works.  Pressure washers take the beard off the hull, super high pressure units are used to strip the foredeck of paint.

The engine room looks like it exploded with parts scattered in every corner of my engineer’s once pristine engine room.  Grease, grime, and trash is the order of the day.  Hoses, wires, chainfalls, buckets of every size fill every space in sight.  Open deck plates, tripping hazards, cranes swinging loads overhead.  It’s a safety officer’s nightmare.  It amazes me that anyone can keep track of it all.  Talk about a puzzle!

The lower level cabins/crew accomodations are uninhabitable for a while due to open fuel tanks scheduled for inspection.  The sanitation system is offline for the duration since we are unable to get a sewage line plumbed to the dock.  We get a temporary set-up with a “port-o-san”, not the best of all worlds, but it beats climbing down a 30′ ladder and taking a hike up to the shipyard’s facilities a quarter mile away.

The pilothouse is a disaster, all the electronics are put away and the masking for paint has taken over.  Handholds and boxes of bits and pieces are everywhere.  The new Clearview defroster screens are in, the painting is taking a toll on our knees.  I almost forgot how many lil’ nooks and crannies there are around the windows….

One of the coolest things that took place was the pulling of the “pins”.  The Intercon pins are the moneymakers and each one weighs in at 28,000 lbs +/-.  It was incredible how the techs from Intercon disassembled the units and coordinated the crew of the yard and themselves to pull these behemoths out of their sleeves all the while bobbing from wakes and surges caused by passing traffic.

The end isn’t in sight yet, but we continue to take small bites out of it every day.  It’ll get done, of that we’re certain, but it’s gonna hurt a little before it’s over.

Next up will be the pins, fitting the wheels, and re-hanging the rudder.  And that’s just the big stuff, as they say “the Devil is in the details”.  More pics later, I’m freakin’ tired!

9/3/09

The pins are in and the wheels are being fitted today.  Tanks are being buttoned up, painting continues and we’re seeing a light at the end of the tunnel.

9/6/09

It’s been a busy couple of days.  The work is starting to wind down and cleanup has begun.  While this may be a holiday weekend for many, we are still at it trying to bring all the mess that’s developed under control.  The pilothouse is finally back together and looks great.  The new insulting material we’re trying is supposed to reduce the condensation we’re seeing in subfreezing temps on the exposed metal surfaces in the pilothouse around the windows.  We’re hopeful it will help.  It took 7 coats to buildup a decent thickness.  The new window films from Clearview have completed the forward window array so that all of the 9 forward facing windows are heated.  The films alone should reduce the amount of moisture we can expect this winter..

The A/B is busy scrubbing the main decks and stripping the wax buildup so a fresh shine can be applied.  All the internal surfaces will get “soogee’d”, scrubbed down clean so all the grease and grime from the workers can be erased.

Two rooms got a new installation of a soundproof deck underlayment and new carpet to replace the flooring that was basically destroyed when the forward fuel tanks were opened, cleaned, and inspected.

The new emergency hawser rack and setup will be completed once the shipyard returns to work on Tuesday.  A little more welding and rigging for that remains.

The rudder which had been sent out to have the palm resurfaced and new machine bolts cut  is expected soon.

My Ch/Eng is busy with cleanining his engine room and trying to bring order to what was a nightmare only a few days ago.  I don’t envy his job in any way.  The cleanup is making slow progress, but it’s getting done.

One of the really good things about this shipyard period has been at the end of the day after dinner.  Once everyone has been able to get a nice hot shower andsomething to eat , a few of the crew (myself included) have taken to cigars on the O1 deck as the sun goes down.  It’s a pleasant way to unwind and talk about anything and everything.

9/6/09

It’s been a busy couple of days.  The work is starting to wind down and cleanup has begun.  While this may be a holiday weekend for

many, we are still at it trying to bring all the mess that’s developed under control.  The pilothouse is finally back together and looks

great.  The new insulting material we’re trying is supposed to reduce the condensation we’re seeing in subfreezing temps on the exposed metal surfaces in the pilothouse around the windows.  We’re hopeful it will help.  It took 7 coats to buildup a decent thickness.  The new window films from Clearview have completed the forward window array so that all of the 9 forward facing windows are heated.  The films alone should reduce the amount of moisture we can expect this winter..

The A/B is busy scrubbing the main decks and stripping the wax buildup so a fresh shine can be applied.  All the internal surfaces will get “soogee’d”, scrubbed down clean so all the grease and grime from the workers can be erased.

Two rooms got a new installation of a soundproof deck underlayment and new carpet to replace the flooring that was basically destroyed when the forward fuel tanks were opened, cleaned, and inspected.

The new emergency hawser rack and setup will be completed once the shipyard returns to work on Tuesday.  A little more welding and rigging for that remains.

The rudder which had been sent out to have the palm resurfaced and new machine bolts cut  is expected soon.

My Ch/Eng is busy with cleaning his engine room and trying to bring order to what was a nightmare only a few days ago.  I don’t envy his job in any way.  The cleanup is making slow progress, but it’s getting done.

Ahhh, Romeo and Julietta, please don't tell the wife.

One of the really good things about this shipyard period has been at the end of the day after dinner.  Once everyone has been able to get a nice hot shower and something to eat , a few of the crew (myself included) have taken to cigars on the O1 deck as the sun goes down.  It’s a pleasant way to unwind and talk about anything and everything.  Soon the boat will be wet and we’ll be back at it.  It can’t come too soon….

9/9/09

It’s the last day for my crew in the yard for this hitch.  This last two weeks just flew by.  My relief will be taking her out and conducting the sea trials once the boat gets wet. The pins will be tested and tweaked, the engines will get tuned, the deck cleared and painted, and the boat will be back in service as she was before.   The charts and pubs are up to date, we’ll have the gyro spun up after we get off shore power and her engines will awaken from their month of rest.

As the 5 year shipyard period draws to an end we acknowledge all the help we’ve had from our shoreside staff and hope we haven’t stepped on each others toes too awful bad.  The crew and staff can rightly feel a sense of accomplishment, they worked their asses off.

Shipyard is a tough job for everyone, it’s a series of projects big and small, compromises, and innovation “on the fly” in some cases.  It’s getting dirtier than you ever thought you could get from the grinder dust , needle scalers,and grime.  You honestly believe you’ll scrub your last layer of skin off by the time it’s all over.

Some repair items will remain open, but most are resolved.  All the critical safety and mechanical issues have been put to rest and the cleanup will take priority once we are released from the yard.

Re-fuel, top the fresh water, grub up, and off we’ll go.

Taxis, Grub, and the Seaman’s Church. 215-922-2562

215-922-2562

Write this number down and put it in your logbook for reference, if you work a tugboat in the Philadelphia area from Marcus Hook to Philly, theSeaman’s Church will provide a van to pick your guys up, take them to the market, bring them back and all it costs is what you would consider a fair donation.

I received this information from Captain Pete Monks of the tug Stephen Reinauer only a couple of days ago and felt as he did, the information should be spread to the four winds.  The good people of the Seaman’s Church are no stranger to me, I spent many an hour studying for my First Class Pilot’s ticket in the Seamans Church Insitute that was above to the Church at the Battery, NY.  They have visited my boat during the Christmas holidays with small tokens for the crew that helped them feel like they weren’t forgotten a long way from home.

Any of us can tell you one of the worst parts of grub shopping is the wait for the cab.  Sometimes it’s hours only to find they forgot about you. You’ve heard it said so many times “Yeah, we’ll be there in ten minutes.  He’s around the corner”.  Yeah right, as the ice cream has reverted to its liquid state and the poultry is going to be suspect unless its cooked immediately.  This doesn’t even begin to take into account how much sleep is being sacrificed to get re-supplied.

So as I understand this, you call the SC and ask if they can give you a lift to the market, since they aren’t required any security escort, because of who they are, they have an easier time getting access to the boat.  They can drive to you rather than you needing to arrange a security detail fit for Obama to get you up to the front gate.  They will take you to the store and then back, no waiting no mus, no fuss.  When you’re done, back to the boat and away they go into the mist.  The rate of compensation I’ve been advised is in the $60.00 neighborhood, but one of our crews donated $80.00 since the driver not only saved them a ton of time, he hauled groceries as much as anyone else.

So, the next time you’re in or near Philly, and you need grub, call the folks who’ll show up, hang around, and bring you back and only ask that you make a donation….be generous.  Yup, sounds like a good thing.

215-922-2562

Write this number down and put it in your logbook for reference, if you work a tugboat in the Philadelphia area from Marcus Hook to Philly, the Seamen’s Church will provide a van to pick your guys up, take them to the market, bring them back and all it costs is what you would consider a fair donation.

I received this information from Captain Pete Monks of the tug Stephen Reinauer only a couple of days ago and felt as he did, the information should be spread to the four winds.  The good people of the Seaman’s Church are no stranger to me, I spent many an hour studying for my First Class Pilot’s ticket in the Seamans Church Insitute that was above to the Church at the Battery, NY.  They have visited my boat during the Christmas season with small tokens for the crew that helped them feel like they weren’t forgotten a long way from home during the holidays.  And that’s just a fraction of the services they perform for the maritime community.  They treat everyone the same, from ships to tugs and barges.

Any of us can tell you one of the worst parts of grub shopping is the wait for the cab.  Sometimes it’s hours only to find they forgot about you. Nothing like standing in the rain, or snow waiting for someone who isn’t coming.  You’ve heard it said so many times “Yeah, we’ll be there in ten minutes.  He’s around the corner”.  Yeah right, as the ice cream has reverted to its liquid state and the poultry is going to be suspect unless its cooked immediately.  This doesn’t even begin to take into account how much sleep is being sacrificed to get re-supplied.

So as I understand this, you call the SC and ask if they can give you a lift to the market, since they aren’t required any security escort, because of who they are, they have an easier time getting access to the boat.  They can drive to you rather than you needing to arrange a security detail fit for Obama to get you up to the front gate.  They will take you to the store and then back, no waiting, no muss, no fuss.  When you’re done, back to the boat and away they go into the mist.  The rate of compensation I’ve been advised is in the $60.00 neighborhood, but one of our crews donated $80.00 since the driver not only saved them a ton of time, he hauled groceries as much as anyone else.

So, the next time you’re in or near Philly, and you need grub, call the folks who’ll show up, hang around, and bring you back and only ask that you make a donation….be generous, it’s well worth it.

Yup, sounds like a good thing.

Ahhh, Paris

Push tow on the Seine

Tugboating on the Seine, Paris 2009

A self-propeller,I love how they take their car with them….

Of course when a boatman goes on vacation he sees the sights a bit differently.

“Single Man Error” and Digital Distraction

Errors happen all the time.  Course lines are mislabeled, current calculations are left uncorrected for Daylight Saving Time and vital information can be overlooked.  It’s natural and human.  The many things that make up a safe transit are predicated on competent voyage planning, execution, and attention to detail.  These things are even more critical when the watch-stander is alone and conning the vessel while the rest of the crew is occupied with maintenance, cooking, cleaning or sleeping.  The crew depends, and yes takes for granted, that the wheelhouse watch is taking every measure necessary to negotiate the transit in a safe and professional manner.  So it would follow that it’s absolutely unacceptable to have one’s head buried in an internet search, texting frenzy, or passionate call to their significant other.

This “problem” is a progeny of the “digital age”.  A quick look around will illustrate what I mean.  We’re keenly aware (or should be) that texting, cell phones, and various other practices shouldn’t be part of the morning drive.  It’s illegal in most states of the Union along with the a multitude of studies available as to why we should be at least “hands-free” while we’re behind the wheel.  Yet, everywhere you look, the digital addiction is taking the eyes of drivers (on the interstate and waterways) when the focus should be on the road.  Every other person seems to have an irresistible need to be “in touch” at all times.

Any error can ignite the lethal chain of failure and it’s increased exponentially when we allow ourselves to be distracted from the primary concern of getting from “point a” to “point b”.  There’s no good reason for anyone to be checking their messages or email while underway.  It can wait.  Try this link to see how well you can do while engaged in a highway situation using your “Crackberry”.

Recent incidents have pointed out something all digital addicts should be aware of.  The authorities are zeroing in on personal digital evidence as we fondle our IPhones and Crackberries.  Of the first things being checked post-incident these days are the cell phone records and internet access logs of those unfortunate enough to have had any kind of incident and one can be sure it’s gonna be painful when you have to admit in front of an Administrative Law Judge that you were checking out your latest IPhone app or text from your mom when your tow went aground on a large rock and the pristine recreational waterway that once was, is now an oil-slicked Superfund candidate.  All because you couldn’t wait until you were dockside to check in.

I marvel at the oblivious self-involved fog that people allow themselves to become blinded with as they try to stay in touch at every turn of the day and ringtone of their cellphone (If I hear “She’s A Brick-house” one more time I’ll scream).  No one has that much to say and it’s dangerous to the rest of us while they say it.  ”Facebook”, “Twitter”,  and “MySpace” have a place, after everything has been secured and long after the work is done.

I’ve said this before, if you’re off-watch you can talk, text, Skype, surf, and anything you’d like.   But when you are in charge of the watch, your eyes should be scanning the world outside the windows and monitoring the radios and devices that will assist with the safe delivery of your charge.  It’s derelict, irresponsible, and downright stupid to be anywhere but in the moment and on the job when you are the single watch-stander.

The cost of being so distracted could be more than just your career, it could be the lives of you and your crew.  It’s not unreasonable to expect a watch-stander to be professional and focused.  The job is challenging enough when one’s head is in the game, there’s little need to hobble your awareness with nonsense.