How many Pilots/Favorite Queen

For now, its 2 pilots 6 on, 6 off, and a Master. Word is that is to be changed next year, unfortunately.

How so? Do you mean that next year the Captain will stand a pilot's watch with a Pilot on the opposite, thereby eliminating the Master (Roof Captain)? That would eliminate some folks jobs.

Bingo!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!

thanx Judy..
It was nice to meet you at the lock..now I can put a face to the words I read. I hope they don't eliminate any jobs up top(or any more anywhere else)

Change the COI's

That's the norm on towboats and the gamblin' boats, and it would take a change of the Certificates of Inspection (COI's) on each boat and that is ultimately up to the Coast Guard after the company makes a request to drop the Roof Captain's job. From a cost-cutting standpoint, that would be an option the company might see as a logical option. Next the NATCHEZ and BOL could take the same course if the 3-Q's get their approval to change their COI's and drop the Captain's position.

While it is certainly possible for a man to be in charge as well as steer, the two jobs are not compatible on passenger-carrying vessels. Someone still has to schmooze the passengers, which is enough of a job. The general herd-riding of navigation, engineering, deck, purser's and steward's departments will certainly be neglected. One of my blessings is that I am not a Coast Guardsman in charge of approving such a cost-saving scheme, but if I were it would be disapproved.

Both Alan and Sam are right here. It is the common practice on towboats, but is becoming more and more difficult even for those of us on towbotas to adequately perform all the duties now required. There is talk of wanting roof captains to return on towboats -- no RUMOR to that effect, but a desire amongst many Captains, echoed by some Port Captains. As Alan pointed out, schmoozing the passengers and dealing with all the other departments on a large passenger boat is a full-time job, as is being a good pilot. With the additional regs large passenger boats must comply with, I think it would be difficult, if not impossible to believe one person can adequately do both jobs. New security requirement issues are a headache enough for the towboats, much less passenger boats.

How would this figure in with the 12-hour rule? This is already an issue on towboats with the Master having to do so many new things in addition to piloting. Talk has been rampant for some time about a 3 watch system much as is used at sea and the Great Lakes. It almost boils down to that or a roof Capatin, take your pick.

That Old B-Line

What we boat dudes, and dudettes, know to be reasonable and practical doesn't always hold true when it comes to the proverbial "bottom line". For example: if a company has three boats with two Roof Captains (one on-board; the other on days-off); with each making (let's say) $70k. That six slots, or Full Time Equivalents (FTE), getting paid a grand total of $420,000/year. Slashing these FTE's would surely put a red feather in some bean-counter's cap. $420-thousand smackers can buy enough smoozers, paper pushers, and other what-have-yous with change to spare. That's the way those who juggle the little black and red numbers see the matter, and the rest be danged. Of course, some of the Roof Captains will become Captain/Pilots, but six FTE slots will be eliminated and the job(s) will still get done.

What was/is the situation regarding "roof captains" in regard to towboats?? Did he stand a pilot watch?

Tom, on many of the old-time towboats the pilot could not see the foredeck or the towknees. The roof captain stood at the forward edge or corner of the roof and told the pilot, mate, and deckhands what to do. Most modern diesel towboats are arranged so the pilot can see the foredeck, so the roof captain is not needed. Incidentally, the roof captain was master of the entire boat.
In the present discussion about the DQ Co.'s proposed economy move it is rumored they hope to do away with an expensive officer. They will pay a heavy price for doing it is my opinion. Steering is a heavy responsibility without adding all of the other chores a master must attend to. For example: should the pilot be involved with firing the chef? Should he tie the boat to a tree to take care of that? Should the pilot boss a fire-fighting effort, or should he steer the boat? Will the pilot listen to the passengers' complaints, or should he call a lock? Should the pilot greet the passengers and have a public meal at the captain's table, or should he avoid a collision?
I find it hard to believe the company is even considering such a move

Alan, Sam etc.: Since the "roof captain" is master, what are his working hours? Obviously, as master, he is responsible around the clock, but, does he usually observe any typical working hours?? Or, does it vary with the situation/personality involved?

One of the interesting facets to this possible cutback is that for the last 10 years or more, the company has made the Master make all the locks on the UMR, along with the pilot on watch. This means every 3-4 hours at all hours. Back in our day, Bob Reynolds as First Mate handled the wingbridge work on the afterwatch in the locks, so the Master had a block of time after midnight to himself, theoretically. But something caused the company to change the policy to require the Master instead of the Mate on the bridge in locks. Bob never had a problem, nor did the other mates, including of course Shipyard, in handling this responsibility. It will be interesting to see what happens to Captains' dinners, receptions, etc. if this move does happen...there might be a first with the Captain appearing in a Harley-Davidson tshirt for those events with his 'affluent travelers'!!!!

Bex,

I was a great pleasure meeting you and your Mom aboard the MQ!

Regarding the new rates they are online now on www.deltaqueen.com. No further comment on that!

Carmen

Tom,
the arrangement was for the master to take his preferred watch, usually the forward, or six to twelve, watch. The mate stood the opposite, or (usually) after watch from twelve to six. On towboats there were normally one master, one mate, two pilots and two engineers. On packets of the largest class there would be one master, two or more mates, two pilots and two engineers. Each engineer's partner was a striker, or assistant engineer. There would be pursers, stewards, etc., to run the hotel side of the operation. There were other arrangements.

So, based on what Judy and Alan are telling us, do you think the "captain's dinner" will become the hotel manager's dinner or the cruise director's dinner- both of whom frequently have to dine with the passengers during that dinner anyway? Maybe. it will be re-named the "officers' dinner". Somehow that doesn't seem to have the same flavor.

Also, even though crew does have to be willing to multi-task and not stick to strict job descriptions, the hotel staff and the engineering staff are not duplicates- they tend to have very different training and personalities even if the captains have moved up the ranks through both sides of the operation.

I have the following questions:
Are there coast guard regulations about required staff?
What about the unions?
In the ownership transition, does the union contracts have to go with the transfer of ownership or is it like tenants and landlords?
Anyone care to speculate on what the future will hold IF boats don't have full passenger loads?

Just as aside, I was having a discussion yesterday with what a difficult time the airline industry has these days because on any given plane with 200 seats for example, there are 200 different prices paid for those seats. The only airline that does generally do that is Southwest which basically has two levels of pricing and non-assigned seats but a first come, first serve basis. Southwest also sells one-way tickets- something much more expensive on other airlines unless you are in the industry.

QUEEN's Best Handler

Though I can clearly see the paw prints on the wall, I truly regret hearing that the Roof Captains' job may find itself in the dustbin of steamboat history, for, like all the rest of Cap'n Wagner's charges, I was trained for the job and know it well. Once, when Wagner's Mate, I asked Mr. Bill Muster if I could become a Steersman, or Cub Pilot, and Mr. M. answered, "If I want a Pilot, I will hire one. I want you to look after the crew." So eventually I went over to M/G Transport as the first Steersman they hired, and was put uner the guidance of a great bargeline pilot, the late Capt. Bill Davis, who taught me the basics of the pilothouse art. The finest handler of the DELTA QUEEN, I knew, was Captain Ernest E. Wagner who refused to get his Pilot's license, as he feared what may be in the cards this many years later. Wagner and the DELTA QUEEN were one and the same when he was aboard. Cap wore the boat as tightly as he did his skivvy shirt.

Steamboats Needs a Roof Captain

After my recent visit on the DELTA QUEEN , at Decatur, and seeing all that that the "Roof Captain" must do, I hope that the company and the USCG never conspire to remove this most-needed post from the boat(s). A steamboat, unlike an more automated diesel boat is, to quote Chief Engineer Cal Benefiel, "another catagory", and needs that additional element for the security and safety of the vessel(s).