Topic starter
21/01/2011 6:30 pm
Greetings From New Orleans !
Every oncce in a while we as NOBRA ship pilots are assigned to move ships that we affectionately refer to as a " Dead Ship " . We have coined the term
" Dead Ship " , due to th fact that the ship has either no steering , no engine or for that matter neither steering or a working engine ! We accomplish this assignment by using a number of tugs in order to literally
man handle the " Dead Ship " by positioning the tugs in such a manner and location that we can not only propell the " Dead Ship " but to actually steer the " Dead Ship " as well .
Futhermore , the biggest single factor that has recently come on the scene to accomplish this maneuver is the presence of highly maneuverable and high horse power " Tractor Tugs " ! The beauty of the " Tractor Tugs " is the fact that their twin engine and twin propellers can rotate a full 360 degrees and thus give the " Tractor TUg " the ability to maneuver and operate in any direction regardless of current .
Generally , most Pilot's will locate two tugs on both the port and starb'd hip or quarter of the " Dead Ship " with three tug lines in order to both back and come ahead and to even steer to a certain degree . Then we place another tug on the " Dead Ship's " transome to assist with the steering of the stern of the " Dead Ship " and to slow the " Dead Ship " if neccessary by simply going astern on the " Tractor Tugs " engines . last but certainly not least , we will place another " Tractor Tug " on the very bow or fore peak of the
" Dead Ship " in order to both control the ship's heading and direction .
These high powered and very maneuverable " Tractor Tugs " have certainly made the job both easier and safer but in no way will they or any other high piece gadgetry will replace the need of the highly skilled and trained Pilot to literally orchestrait these different componets to accomplish the job at hand with a " Dead Ship " !
In the pictures below you will see how we position and operate these tugs to not only steer the " Dead Ship " but to maneuver in down the river , around points and bends and into docks as well !
Just another day at the office !
Smooth Sailing !
Ted Davisson
24/01/2011 3:12 am
Intriguing post as always, Cap'n Ted.
How might a dead ship of this size have been handled differently in the days of the single screw tugs?
Topic starter
24/01/2011 5:09 am
With Much More Difficulty !
Richard ,
First of all , thanks for your interest and your question concerning this matter . To answer your question , simply put these Dead Ship maneuvers in the past were handled with much more difficulty and with much less overall success ! Now having said that , years ago the ships that we handled were not as big and as deep with draft but then again the tugs that we had at our disposal back then were not as strong and as maneuverable either .
Now having said that , we as the NOBRA ship pilots have always placed and located even the older , less powerful and less maneuverable single screw tugs in the same locations that you see in the pictures . The purpose of these tugs on both the stern port and starb'd sides of the Dead Ship in the picture is to provide both propulsion and steering to the Dead Ship . These stern quarter tugs are made up on three tug lines so as to facilitate them to both pull the ship through the water and to steer the ship as well . These stern tugs regardless of their size and type will act as the rudders and engines for the Dead Ship .
Now with the advent of the Tractor Tug , due to their high maneuverability and high horse power , we can place the Tractor Tug in a location on the Dead Ship , to better steer the ship in the desired direction .
For example , with a Tractor Tug we often place him on the transom of the Dead Ship so he can help steer the ship by backing out in one direction or the other . Remember that the pivot point on a ship or for that matter any vessel is usually one third back from the bow depending on its trim and draft . So , when the Tractor Tug on the transom backs out even on a ninety degree angle , say to the port , he will actually steer the bow of the ship to the starb'd and vice versa . Also , the stern Tractor Tug , can act as a breaking system for the Dead Ship by backing his engines on a mid ship rudder and thus slowing or even stopping the Dead Ship through the water . The Tractor Tug on the bow , whose azi pod propulsion systems are located on his stern , will face the bow of the Dead Ship and literally go down the river stern first , with his azi pods pulling the bow of the ship in the desired direction .
Once again in my opinion all this high tech , high power and high maneuverable tugs and ships is fine and good but without a highly trained and skilled operator such as a Pilot to conduct and orchestrate all these different variables that come into play in these tricky maneuvers , success will be limited at best especially in a close quarter and congested marine environment such as the Mississippi River .
Smooth Sailing !
Ted Davisson
Roger Prichard;24363 wrote: Intriguing post as always, Cap'n Ted.
How might a dead ship of this size have been handled differently in the days of the single screw tugs?
24/01/2011 12:35 pm
Thanks, Cap, fascinating.
Now another "how'd they do that?" in those days - what complex language of whistle signals did this take before VHF existed?
24/01/2011 1:17 pm
That's a good question, Roger! As of about 10 years ago, they STILL used whistle signals to communicate with tugs on the Sabine-Neches Waterway in Texas.
Topic starter
24/01/2011 5:09 pm
" Bells & Whistles " !
Roger ,
Captain Bob Reynolds is absolutely right that years ago the ship pilots communicated with the tug captains by using whistle signals . Futhermore , it is my understanding that for the most part the tug captains were well experienced and seasond mariners and had experience with all manner of maneuvers with ships . Also , Bull Horns were used as well to communicate with . Remember also that back then the ships were smaller and lighter in draft and although the tugs were smaller and less maneuverable , I am sure that an old steam tug packed a pretty good punch . Also , these old steam tugs were well onstructed and were extremely heavy vessels for their time . So , once you get these heavy steam tugs in motion their very weight alone would man handle these old steam ships of long ago . It is also my understanding that these same old steam tugs used a " Bell & Whistle " system to communicate with the tug's engine room as well . Those old pilots that influenced me told me that when they were on these old steam tugs that the tug's bells and whistles all had a certain meaning as to the speed and direction the tug captain needed the tug engine to be operated in .
Hope this answers your question concerning this topic and thanks for your questions .
Smooth Sailing !
Ted Davisson
Roger Prichard;24366 wrote: Thanks, Cap, fascinating.
Now another "how'd they do that?" in those days - what complex language of whistle signals did this take before VHF existed?
01/02/2011 12:13 am
Thanks to you both. Coincidentally "On the Waterfront" (1954) came up on our Netflix list this week and the number and variety of steam whistles on the background soundtrack is rich. Considering how many vessels you see on the Hudson in those days, with all those tugs docking steamers at the finger piers, and none of 'em having radios, the soundtrack probably wasn't an exaggeration. I'm sure NOLA was just as busy.