There is another by AWO in this/last month’s marine news.
[QUOTE=z-drive;108606]There is another by AWO in this/last month’s marine news.[/QUOTE]
What is AWO?
[QUOTE=Capt. Phoenix;108605]Since when does a vessel have to go outside 200 NM to be bound by STCW?[/QUOTE]
To answer your rhetorical question, see 46 CFR 15.1103. STCW applies to vessels operating beyond the boundary line.
This is quite a good thread. I’m surprised I did not see this before. I only skimmed through some of it and would like to clear up some things for you all. The crews from the Blue Ridge and Coast Range were dispersed onto the 750 class vessels, Legacy, Legend, and Liberty. The company wanted us to run them as well as we ran the old steamers. Obviously there was some growing pains in not having the all of the tools, spares, and space we were used to having. Some of us had worked on the US Shipping or Crowley ITB’s in the past so this was nothing new. We made due, worked out the kinks and I’m proud to say that when I left the company, we had the Legacy dialed in engine room wise.
Crowley runs the 750 class with a crew of 14-15 depending on if they send a 3rd mate trainee. On deck the 2nd and 3rd mate stand 6/6 in port along with the 2 Utilities. The 3 AB/Tankerman work standard 4/8 watch schedule. At sea the Chief mate stands the 04-08 morning watch. Captain works doing paperwork or maneuvering. Downstairs, C/E works 06-18 unless there is maneuvering or bunkering coming up. 1 A/E works 06-18 or adjusts to help with bunkering or maneuvering. 2 A/E works 00-12. 3 A/E works 12-24. Mind you almost all of the officers have unlimited licenses. When I left they had started bringing up some Captains from the 650 class who only had 1600 Masters.
In terms of efficiency, as 2nd engineer I can say that a state class or veteran class tanker burns much less fuel at a higher cruising speed. The 750’s average about 12.5-13 kts fully laden burning 42 MT/day. The highest I’ve ever seen us go was 14.8 during sea trials with no current, sucking the fuel down at 54 MT/day. As for engine room maintenance, they have all the same equipment a ship does due to the heavy fuel equipment.
In my opinion, I do think ATB’s have their place, but once you scale everything up to a certain size, the efficiency is lost. Granted you save on crew costs, but fuel consumption also increases and maintenance requirements equal that of a ship with less crew to handle it. I know the company touted shored based maintenance, but I can say that the Blue Ridge had an average on hire rate of 98% in the 8 years it was on charter to Marathon. It was because we had a good crew and everything we needed to fix whatever broke on board. As a side note I remember when we had ISM inspection, the inspector specifically said “I don’t know how these companies get away with declaring an ‘unmanned barge’ when there is a head, office, and a constant flow of people over there during the day.”
I don’t know the ATB Courage was looking pretty rusty. That would indicate a lack of time for maintenance.
Ok so I don’t really know what I’m talking about here, but maybe someone can enlighten me. Pretend an 330k bbls ATB came out of the notch in 15 foot seas and properly made up the emergency towing line 1000’ of low stretch spectra rated for a lot. There is no towing winch, just an H bit. Can the best of the best really tow this somewhere? or is this a question of keeping her off the beach like the cherry valley did with 5? lines? Little help from a towing expert please and thank you.
I am no towing expert, but we came to the conclusion if we ever got knocked out of the notch, we could only be effective in holding onto 750-1 until help could arrive. We had a “towing winch” which was a basically a useless electric capstan. The drills we did were to get the line on the H-bitt and keep to the barge. [QUOTE=steeltoesonplanes;108737]Ok so I don’t really know what I’m talking about here, but maybe someone can enlighten me. Pretend an 330k bbls ATB came out of the notch in 15 foot seas and properly made up the emergency towing line 1000’ of low stretch spectra rated for a lot. There is no towing winch, just an H bit. Can the best of the best really tow this somewhere? or is this a question of keeping her off the beach like the cherry valley did with 5? lines? Little help from a towing expert please and thank you.[/QUOTE]
The crowley barges are set up with 2 emergency tow hawsers stowed in break-out boxes. One on the bow and stern. The tug is tethered to the stern hawser while underway. On emergency break-out, the tug strings out and station-keeps until a REAL tugboat arrives to tow off the bow.
As long as we’re talking about ATB’s… U.S. Shipping seems to have some really nice equipment (Brownsville, Freeport, Corpus Christi, and Galveston) but I hear they only hire U/L tonnage officers. How strict are they about that policy? Any 1600-ton licenses in the pilot house over there? Anyone over there/have friends over there?
I have a friend that works for US Shipping still. They contract through AMO for officers and SIU for crew. All officers are unlimited licenses. They do a 35/35 schedule.
No way in 15’ seas with only a 1000’ of line with no stretch. You would see that h-Bitt on the tug or barge in the water if the line didn’t part first. Empty barge maybe if you had a monster nylon line for some shock absorbing effect. You may be able to hold the barge at an idle but with the two heavy weights I would see it more as a kulluk situation…
They only hire U/L people.
Crowley recently made a training video on using the emergency tow gear. It was filmed in SF bay on a 550. After watching what it took to get everything rigged in flat calm seas on a sunny day I’d say whether the barge could be towed or not is a moot point. In 15’ seas I don’t even think you could get made up.
[QUOTE=“50thState;108786”]Crowley recently made a training video on using the emergency tow gear. It was filmed in SF bay on a 550. After watching what it took to get everything rigged in flat calm seas on a sunny day I’d say whether the barge could be towed or not is a moot point. In 15’ seas I don’t even think you could get made up.[/QUOTE]
That explains the image going around the Internet last year
[QUOTE=PaddyWest2012;108765]As long as we’re talking about ATB’s… U.S. Shipping seems to have some really nice equipment (Brownsville, Freeport, Corpus Christi, and Galveston) but I hear they only hire U/L tonnage officers. How strict are they about that policy? Any 1600-ton licenses in the pilot house over there? Anyone over there/have friends over there?[/QUOTE]
I don’t hear people hating the place but nobody seems to like it. The company only wants people who have “been in the regiment” per hiring ads, both on the water and IN THE OFFICE! lolz regiment requirement to push paper…sounds like a fine outfit.
And Mr. Pilot does everything, no boat handling or steering shoreward of the pilot station.
I totally agree with you.
Sounds like a real charlie foxtrot if you ask me.
Forgot to add. The 750 class take on pilots for maneuvering also.
[QUOTE=highseasmechanic;108873]Forgot to add. The 750 class take on pilots for maneuvering also.[/QUOTE]
The 550 class require a pilot also.
Its just a shame to see someone who’s a “tugboat” captain need a pilot to dock/undock and do basic stuff. I don’t have any issue whatsover with taking a pilot because its good for everyone but have the balls to touch the throttles. The bigger issue is that the next generation isn’t/wont learn anything other than just let a pilot do it.