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Line Snapback
Knowing the Dangers
Synthetic line snapback is a dangerous and sometimes deadly occurrence. In the past two decades several United  States Navy sailors have been killed, and inland waterways crewmembers have been injured. At Maryland Marine, we have had injuries which include broken bones and serious bruises.
The Navy initiated a research and development program in the 1980's to look at the problem and see if there was a way to make line snapback safer, and the result of the study led to a much better understanding of what happens when a line breaks as well as a training video on the dangers of line snapback, which is part of the deckhand orientation.
Maryland Marine, together with our line vendor, conducted a series of tests on many different kinds of line and decided that the line we currently use is the safest available on the market. It is a combination of polyester and Dacron line, which has a lower stretch and less recoil than other lines, and it also tends to part, rather than snap right away, which will give crewmembers a little more warning.
The most effective solution Synthetic Line Safety is to make personnel aware of the dangers involved in linehandling and the proper procedure for handling the lines to avoid injury due to snapback.
- EASING-OUT AND CHECKING LINES. Exercise extreme care when easing out (relaxing the strain) or checking (allowing only enough line to render around the fitting to prevent a line from parting) synthetic lines. Because of their rapid recovery, low coefficient of friction and high extensibility under heavy loads, these lines may slip suddenly on easing out or checking, thereby causing injury to line handlers. For control in easing out, take no more than two round turns on a cleat or bitt.
- For checking a line under strain, take two round turns followed by no more than two figure-eight bends. Because figure-eight bends tend to lock up and surge unexpectedly, the use of figure-eights in easing out or more than two figure-eights in checking will present a danger to personnel and cause extreme difficulty in handling lines.
- Since a snap-back action inevitably occurs when a line parts under tension, never allow personnel to stand in the direct line of pull of the line when it is being pulled or when it is under tension. A synthetic line parting under tension will snap back at near the speed of sound, and reaction time to clear the area will not be available. Where possible, position line handlers 90° from the direction of the tension force.
- Synthetic line has higher breaking strengths than equal sizes of manila line. Failures of blocks, pad eyes, shackles, and line couplings can be caused by improper substitutions. For this reason, personnel should determine the identification and capacity of all gear and fittings used with synthetic fiber line to ensure that their strength exceeds the minimum breaking strength of the line.
- Synthetic line has poor knot-holding characteristics. Some knots that offer good characteristics for securing manila line, such as the square knot, are not adequate for belaying or securing synthetic line. The bowline is one knot known to offer reasonable security when securing synthetic line.
- Especially on double skin barges working alongside the trunk, use extra caution in preventing lines from binding. Keep an escape route always open.
Look out for each other when on the deck during line handling.
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| Barge Preparation
Picking up barges, preparing barges to go to dock and starting a voyage all require barge inspection by the crew to  ensure smooth operations and to document problems.
Section 1, part C of the Policy and Procedure Manual discusses crew responsibly as it relates to barge inspections. Below are some comments from our 2008 incident reports that highlight the usefulness of barge inspections. Some of these problems were discovered due to good inspections. Some problems became bigger because they were not discovered due to lack of inspection or due to poor inspections:
"Crew reported that wrenches and green and red warning light were missing after barges were in fleet. Tow was in fleet at least 3 to 4 days before items were discovered..."
"Stbd side shell and internal damage discovered on 8 January and surveyed on dry dock on 1/15/08. There is no specific incident to tie this damage to so it is date, time and place unknown..."
"Crew was discharging at Sun Nederland and discovered water in STBD # 1 void after discharge..."
"Tow was moored in Magnolia Fleet. The Sarah Cenac was mooring tow CTCO 3021 in fleet and landed on the HTCO 3015. Causing a dent in knuckle of barge. Pilot was contacted and requested pictures..."
"Captain discover dent when viewing barge from wheelhouse. Upon further inspection a 2' x 3' long dent 3' to 4' deep was reported. No holes were apparent at time. Suspect damage occurred while in Freeport Kirby Fleet..."
"Tow had moored loaded barges in Magnolia Fleet for three days, 8-13-08 to 8-16-08 departing 0200 on 08-16-08. (HTCO 3004/HTCO 3014). Barge damage was discovered at to starboard side of third void. Twenty five foot long crease four inches deep at the deck knuckle. Captain reported by written report and verbally."
Use the checklists located in Section 1 of the Policy and Procedure Manual to document barge problems and to ensure each barge is ready for the upcoming assignment.
- Picking Up Barge Checklist...This checklist should be completed whenever a boat picks up a barge. It should be filed in the boat filing system for 6 months. A copy is to be faxed to the Senior Barge Superintendent within 12 hours.
- Pre-Docking Preparation Checklist...This checklist must be completed prior to arriving at the terminal. Keep in your files for 6 months. A copy must be faxed the Port captain prior to arrival at the terminal.
- Dropping Barges(two page form) The Tankerman and Wheelman immediately upon dropping barges should complete this checklist. It should be kept in the boat file system for 6 months.
- Pre-Voyage Inspection...This checklist must be completed within 2 hours of leaving a dock. This form should be kept in the boat filing system for 6 months.
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RULES of the Road
BOTH INTERNATIONAL & INLAND Which vessel sounds the  same fog signal when underway or at anchor? a. A sailing vessel b. A vessel restricted in her ability to maneuver c. A vessel constrained by her draft d. A vessel not under command
BOTH INTERNATIONAL & INLAND You are approaching a bend in a river where, due to the bank, you cannot see around the other side. A vessel on the other side of the bend sounds one prolonged blast. You should __________. a. sound passing signals
b. not sound any signal until you sight the other vessel
c. sound a prolonged blast
d. sound the danger signal
BOTH INTERNATIONAL & INLAND As shown, vessel "A", which is pushing ahead, and vessel "B" are crossing. Which is the stand-on vessel? (DIAGRAM 5 ) a. Vessel "A" is the stand-on vessel because she is to port of vessel "B".
b. Vessel "A" is the stand-on vessel because she is pushing ahead.
c. Vessel "B" is the stand-on vessel because she is to starboard of vessel "A".
d. Neither vessel is the stand-on vessel in this situation.
BOTH INTERNATIONAL & INLAND Which vessel is "underway" according to the Rules? a. A vessel made fast to a single point mooring buoy
b. A purse seiner hauling her nets
c. A pilot vessel at anchor
d. A vessel which has run aground
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| Maryland Marine Vessel Names
M/V DRUM POINT named for historical Maryland Lighthouse
Drum Point Light is one of three surviving Chesapeake Bay screw pile lighthouses.. Originally located off Drum Point at the mouth of the Patuxent River, it is now an exhibit at the Calvert Marine Museum.
 The earliest recorded call for a light at Drum Point came in report by Lt. William D. Porter to the Secretary of the Treasury in the 1838. In spite of subsequent requests by steamship operators, it was not until 1882 that a $25,000 appropriation was made, and in the following year a five acre offshore lot was obtained. A screw-pile light was prefabricated in parts at Lazaretto Point, and the light was erected in about a month, being lit for the first time in August of that year.
The light was needed because of the considerable shoaling around the point. This gradually shifted the shoreline to the point where the light, which originally stood in ten feet of water, was entirely on land in 1970. At the turn of the century a small bridge was constructed from the light to the shore (as visible in the photograph), allowing the keeper's family to live with him in the light.
Originally a fixed red light was shown, with dark sectors added starting in 1989. This was changed in 1911 to a fixed white light with red sectors. The light was converted to electricity in 1944 and automated in 1960. The light was discontinued two years later, replaced at first by a lighted buoy, and then a fixed offshore light. Unlike other such conversions, however, the house was not torn down, but simply abandoned. The Calvert Historical Society attempted to acquire the light as early as 1966, but they did not gain possession until 1974, and the federal government retained the land on which it sat. With a grant and the timely assistance of the B.F. Diamond Construction Company (which was constructing a bridge over the Patuxent nearby), the light was cut from the ground and barged to its current location. Restoration was aided by many grants and the donation of many period furnishings, and the light was rededicated as an exhibit in June 1978.
Fortuitously, the complete logbooks from 1883 to 1943 survive as well, providing an excellent glimpse into the life of a lighthouse keeper. |
| Stern Shots
Oscar Balderas studies the the underside of the DRUM POINT's console.
Relief Capt Aubrey Whittington takes charge at the USACE Engineer Research and Development Center in Vicksburg, Miss.
Todd Whittington, Jr. at the shows the USACE how it is done at the Vicksburg simulator.
Tankerman Gerry Gower from the M/V DRUM POINT gets his barge ready for cargo ops. |
| Nautical Trivia
CUT SPLICE - Two rope ends spliced so as to form a slit.  Used in standing rigging, jib guys, breast backstays. A splice similar to the eye splice. It is typically used for light lines (e.g., the log-line) where a single splice would tend to come undone, the rope being frequently wet. It makes a very strong knot. A cut splice is a join between two ropes, made by side splicing the ends slightly apart, to make an eye in the joined rope which lies shut when the rope is taut.
From the "International Marine Dictionary" by D. Van Nostrand...copyright 1948 |
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Dates to Remember SEP/OCT 2008
Tankerman School - Two Rivers SEP 15 - SEP 20
Last Simulator Class for 08 SEP 24 - SEP 26
Tankerman School - Two Rivers OCT 13 - OCT 18
(note: last Tankerman class for 2008)
Pilot to Relief CAPT Prep OCT 29 - OCT 31 Candidates for Simulator training for SEP session, please call or email Diana. This is the last session for 2008.
answers to this weeks RULES OF ROAD...b, c, c, b. |
September and October are the most active times of the year for Tropical Storms and Hurricanes. A job well done needs to go to our crews for their diligence and professionalism during Hurricane GUSTAV and TS EDOUARD. Keeping crews, boats and barges safe during these events takes experience and planning.
As Hurricane IKE take a run at the Texas coast during the next few days....let's keep up the good work. BE DILIGENT, BE SAFE!
Maybe the rest of the season will be a bit quieter than the beginning.
Sincerely, | |
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GORDIE KEENAN
HIGMAN MARINE SERVICES, Inc. |
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