Comments on: The Anatomy of Allisions http://gcaptain.com/the-anatomy-of-allisions/?1153 Wed, 08 Feb 2012 23:08:17 +0000 hourly 1 http://wordpress.org/?v=3.3.1 By: The Anatomy of Allisions [ GCaptain ] http://gcaptain.com/the-anatomy-of-allisions/?1153#comment-11850 The Anatomy of Allisions [ GCaptain ] Sat, 07 Jun 2008 19:28:37 +0000 http://gcaptain.com/maritime/blog/the-anatomy-of-allisions/#comment-11850 [...] 21st 2008 10:57am [-] From: gcaptain.com [...] [...] 21st 2008 10:57am [-] From: gcaptain.com [...]

]]> By: OneEighteen http://gcaptain.com/the-anatomy-of-allisions/?1153#comment-7050 OneEighteen Fri, 22 Feb 2008 17:42:28 +0000 http://gcaptain.com/maritime/blog/the-anatomy-of-allisions/#comment-7050 "managers and supervisory persons must be held responsible to verify that the requirements of the regulations, rules and procedures have been met" Oh, boy. Another ream of paperwork to be filled out by the mates and captain. One of the problems we face in the industry today is nonsense requirements from a host of people who have never navigated a vessel in their lives and who are trying to cover every inch of their ass with a memo and a signature. An example: On many ships a mate is now assigned to record in a logbook the number and time each buoy in the channel is passed. With over 50 pairs of beacons in a 30 mile stretch of Galveston Bay the mate is constantly engaged in this task and unavailable for anything useful. He/she is not effectively monitoring the progress of the transit, is not learning any shiphandling skills, and (at night) is a nuisance running around turning on and off lights, parting darken bridge curtains, and generally preventing everyone else on the bridge from fully becoming adjusted to night navigation. Safety would be better served by having a mate doing his duty "in the ordinary practice of seamen" instead of complying with a CYA requirement from some distant dock-wholloper who has never been to sea. “managers and supervisory persons must be held responsible to verify that the requirements of the regulations, rules and procedures have been met”

Oh, boy. Another ream of paperwork to be filled out by the mates and captain.

One of the problems we face in the industry today is nonsense requirements from a host of people who have never navigated a vessel in their lives and who are trying to cover every inch of their ass with a memo and a signature.

An example: On many ships a mate is now assigned to record in a logbook the number and time each buoy in the channel is passed. With over 50 pairs of beacons in a 30 mile stretch of Galveston Bay the mate is constantly engaged in this task and unavailable for anything useful. He/she is not effectively monitoring the progress of the transit, is not learning any shiphandling skills, and (at night) is a nuisance running around turning on and off lights, parting darken bridge curtains, and generally preventing everyone else on the bridge from fully becoming adjusted to night navigation.
Safety would be better served by having a mate doing his duty “in the ordinary practice of seamen” instead of complying with a CYA requirement from some distant dock-wholloper who has never been to sea.

]]> By: OneEighteen http://gcaptain.com/the-anatomy-of-allisions/?1153#comment-13651 OneEighteen Fri, 22 Feb 2008 14:42:28 +0000 http://gcaptain.com/maritime/blog/the-anatomy-of-allisions/#comment-13651 "managers and supervisory persons must be held responsible to verify that the requirements of the regulations, rules and procedures have been met"<br><br>Oh, boy. Another ream of paperwork to be filled out by the mates and captain. <br><br>One of the problems we face in the industry today is nonsense requirements from a host of people who have never navigated a vessel in their lives and who are trying to cover every inch of their ass with a memo and a signature.<br><br>An example: On many ships a mate is now assigned to record in a logbook the number and time each buoy in the channel is passed. With over 50 pairs of beacons in a 30 mile stretch of Galveston Bay the mate is constantly engaged in this task and unavailable for anything useful. He/she is not effectively monitoring the progress of the transit, is not learning any shiphandling skills, and (at night) is a nuisance running around turning on and off lights, parting darken bridge curtains, and generally preventing everyone else on the bridge from fully becoming adjusted to night navigation. <br>Safety would be better served by having a mate doing his duty "in the ordinary practice of seamen" instead of complying with a CYA requirement from some distant dock-wholloper who has never been to sea. “managers and supervisory persons must be held responsible to verify that the requirements of the regulations, rules and procedures have been met”

Oh, boy. Another ream of paperwork to be filled out by the mates and captain.

One of the problems we face in the industry today is nonsense requirements from a host of people who have never navigated a vessel in their lives and who are trying to cover every inch of their ass with a memo and a signature.

An example: On many ships a mate is now assigned to record in a logbook the number and time each buoy in the channel is passed. With over 50 pairs of beacons in a 30 mile stretch of Galveston Bay the mate is constantly engaged in this task and unavailable for anything useful. He/she is not effectively monitoring the progress of the transit, is not learning any shiphandling skills, and (at night) is a nuisance running around turning on and off lights, parting darken bridge curtains, and generally preventing everyone else on the bridge from fully becoming adjusted to night navigation.
Safety would be better served by having a mate doing his duty “in the ordinary practice of seamen” instead of complying with a CYA requirement from some distant dock-wholloper who has never been to sea.

]]> By: John Denham http://gcaptain.com/the-anatomy-of-allisions/?1153#comment-7034 John Denham Thu, 21 Feb 2008 16:15:09 +0000 http://gcaptain.com/maritime/blog/the-anatomy-of-allisions/#comment-7034 In my pulished blog on tugs and bridges a graphic did not come through. What was portrayed is the assumed make up of the two tugs and the barge (tandem) to comprise a 628 foot flotilla. Included was an estimate of the salt water displacement tonnage of the three units. One should view the displacement comparison of the two tugs to the barge and consider the effect of the current. On a near similar transit with a very large floating oil rig and three, much less capable tugs, it was exciting. JGD In my pulished blog on tugs and bridges a graphic did not come through. What was portrayed is the assumed make up of the two tugs and the barge (tandem) to comprise a 628 foot flotilla. Included was an estimate of the salt water displacement tonnage of the three units. One should view the displacement comparison of the two tugs to the barge and consider the effect of the current. On a near similar transit with a very large floating oil rig and three, much less capable tugs, it was exciting. JGD

]]> By: John Denham http://gcaptain.com/the-anatomy-of-allisions/?1153#comment-13650 John Denham Thu, 21 Feb 2008 13:15:09 +0000 http://gcaptain.com/maritime/blog/the-anatomy-of-allisions/#comment-13650 In my pulished blog on tugs and bridges a graphic did not come through. What was portrayed is the assumed make up of the two tugs and the barge (tandem) to comprise a 628 foot flotilla. Included was an estimate of the salt water displacement tonnage of the three units. One should view the displacement comparison of the two tugs to the barge and consider the effect of the current. On a near similar transit with a very large floating oil rig and three, much less capable tugs, it was exciting. JGD In my pulished blog on tugs and bridges a graphic did not come through. What was portrayed is the assumed make up of the two tugs and the barge (tandem) to comprise a 628 foot flotilla. Included was an estimate of the salt water displacement tonnage of the three units. One should view the displacement comparison of the two tugs to the barge and consider the effect of the current. On a near similar transit with a very large floating oil rig and three, much less capable tugs, it was exciting. JGD

]]>