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| Hydration is Key
Heat and humidity are no strangers to the Gulf Coast. With temperatures now soaring and the sun beating down, what does you crew need to do to keep hydrated when working on deck?
First, how much water do I need?
Throughout the day and night, we are losing water through our breath, perspiration and bodily functions. For your body to operate properly, you must replenish its water supply by consuming beverages and foods that contain water.
A good rule to use is the "8 x 10 rule" - drink eight - 10 ounce glasses of water a day. The rule could also be stated, "Drink eight-10 ounce glasses of fluid a day," as all fluids count toward the daily total.
Although the approach really isn't supported by scientific evidence, many people use this easy-to-remember rule as a guideline for how much water and other fluids to drink.
Second, what are the signs of dehydration?
While tanking a barge in the heat of the day, it is easy to become dehydrated. Symptoms of dehydration usually begin with thirst as the need for water becomes more dire. Mild dehydration symptoms often show up as:
Capt. James "Bub" Meredith and Tkmn Gary Smith take a water break.  |
Abnormal Thirst
Loss of Appetite
Dry Skin
Skin Flushing
(Redness of the Skin)
Dark Colored Urine
Dry or Cotton Mouth
Fatigue (Weakness)
Chills
Dizziness, faintness or light-headedness when standing up
Third, what is the first aid for dehydration?
You can usually reverse mild to moderate dehydration by increasing your intake of fluids. Many sports drinks on the market effectively restore body fluids, electrolytes, and salt balance.
For moderate dehydration, intravenous fluids may be required, although if caught early enough, simple re-hydration may be effective. Cases of serious dehydration should be treated as a medical emergency, and hospitalization, along with intravenous fluids, is necessary. Immediate action should be taken.
The safest approach is prevention of dehydration. Monitor your fluid loss during hot weather and heavy exertion. Remind your watch mates to keep hydrating while out on deck.
Always drink enough liquids to replace what you lose. |
| Painting in Progress
 With the painting season in full progress, you may find it helpful to have a quick reference to our paint scheme. The MMI Paint Scheme that we all know so well with the green, gold, and black strips over white, is only one part.
Here are the details of the rest:
- Exhaust pipes on top of stack - High heat resistant black
- Houses including stack - 36" green base, 4"high cream band, 4" black band (spaces between the bands need to be 3").
- Top of wheelhouse - white nonskid with black railing
- Visor - Green
- Stack Logo - Green
- Decks - non skid red
- Hand rails and bulwarks - black, with the top of the bulwarks yellow
- Kick plates on the top two decks are green
- Top of push knees - non skid yellow
- Safety Chains - yellow
- Steps - yellow (tips only). (Decatur, Sandy Point and Skipjack. Do not paint interior steps)
The scheme is listed on Higmanboats.com under " Miscellaneous". There you will find the paint scheme with examples of each characteristic. The " Paint Kit" on also on Higmanboats.com can only be filled out once a year. If you require additional supplies (rollers, brushes, sandpaper, etc) these will need to be added to your Boat Supply Order. |
| M/V KYLE A SHAW Lends a Hand
A dropping tide and a lack of local knowledge is a bad combination.
There is not much out there at mile 422 ICWW, east of Matagorda, TX. At 1830 on May 28, 2010, the M/V KYLE A SHAW was west bound, awaiting traffic, when the crew spotted a stranded Sports Fishing Boat up on a mud flat. The boat had become the victim of an outgoing tide and would not be going anywhere soon. 
The boat's owner had neither a VHF radio, a working cell phone nor supplies of food and water. There were no charts or tide tables aboard. He was about to spend a long night in an area where if the mosquitoes don't carry you off, the wild hogs will.
Capt. Dave Box noticed the boater's plight and was able to contact him through the loud hailer. Tankermen Mike Rack and Juan Pena were then sent via skiff to assess the situation. They offered the boater the option to ride with the tow to the next landing near Matagorda or they could leave him with food/water/bug repellant with the hope that the tide would later raise enough for self rescue.
The anxious boater opted for the ride offer. Once aboard the M/V KYLE A SHAW, he was feed, given dry clothes and was later delivered to his family.
Though the rescue was not dramatic and no life was really ever in jeopardy, the crew of the M/V KYLE A SHAW arose to the occasion and helped a stranded boater.
What lessons can we learn from this?
Always be prepared!
Capt. Dave Box and Tankerman Mike Rack | |
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Squat
When vessels are operating in narrow channels there are three effects that can greatly affect the handling of larger vessels; bank cushion, bank suction and squat. Squat is the interaction between the hull and the bottom. As a ship, moves the water under the hull pushes upward toward the stern. This displacement of water causes the ship to "squat" or sink lower into the water. The faster the ship is operating, the more squat will be noticed. Reducing speed can avoid squat giving a greater under keel clearance.
 This picture is of a Chinese coal ship that went aground outside Australia on April 2, 2010. This incident caused almost 2 miles of reef scarring and releasing about 3-4 long tons of oil. Experts are attributing this grounding to squatting. Reports from the fleet
Relief Captain Rusty Hanson on the M/V ANNAPOLIS reports excessive shrimp boats in the Ingleside area. A reminder that Rule 9, Narrow Channels states that vessels engaged in fishing shall not impede the passage of any other vessels navigating within a narrow channel or fairway. INLAND ONLY....You are operating a vessel through a narrow channel and your vessel must stay within the channel to be navigated safely. Another vessel is crossing your course from starboard to port, and you are in doubt as to her intentions. You __________. a. must sound the danger signal b. are required to back down c. may sound the danger signal d. should sound one short blast to show that you are holding course and speed  BOTH INTERNATIONAL & INLAND....You are on Vessel "A" engaged in fishing as shown in a narrow channel. Vessel "B" is a tanker proceeding in the channel. Vessel "B" sounds five short and rapid blasts. You should __________. (DIAGRAM 37 ) a. not answer the whistle signals from vessel "B" b. maintain course and speed c. not impede the passage of vessel "B" d. sound one prolonged followed by two short blasts BOTH INTERNATIONAL & INLAND....You are preparing to cross a narrow channel. You see a vessel that can only be navigated safely within the channel. You should __________. a. not cross the channel if you might impede the other vessel b. initiate an exchange of passing signals c. sound the danger signal d. hold your course and speed BOTH INTERNATIONAL & INLAND....Which vessel shall NOT impede the passage of a vessel which can safely navigate only within a narrow channel or fairway?
a. A vessel of less than 20 meters in length
b. A vessel sailing
c. A vessel fishing
d. All of the above
BOTH INTERNATIONAL & INLAND....While underway in a narrow channel, a vessel should stay __________.
a. in the middle of the channel
b. to the starboard side of the channel
c. to the port side of the channel
d. to the side of the channel that has the widest bends
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Online Training Questions
Four weeks ago, we started the Wheelmen's Edition Series. Last weeks presentation discussed Voyage Plans.
Voyage Plans are regulated mainly by 33CFR 164.80 which is directed toward vessels heading offshore. In the future though, Subchapter M, now in draft form, will be very specific on voyage plans for all vessel, inland and offshore.
Here are answers to the questions that were presented.
How did your crew do?
Wheelmen's Edition
Set Number 3
Voyage Planning
To view this question set again, go to
Question 1.....33 CFR164.80 regulates voyage plans for vessels under Answer....1600 gross tons
Question 2....Subchapter M will soon change un-inspected vessels to _______________ vessels. It specifies what is required in a voyage plan designated as a voyage assessment.
Answer....inspected
Question 3....As per Company Policy, Voyage Planning Section:
"Planning will be carried out on a trip or voyage basis appropriate to the vessel's operational assignment, crewing level and area of operations."....TRUE/FALSE
Answer....TRUE
Question 4..... Prior to getting underway for a new trip, the Captain/Relief Captain must:
Answer.... Complete the Pre-Voyage Check List for all barges
Question 5....At the time a boat receives loading orders, the___________ will discuss with the Captain/Relief Captain the route to be taken and the maximum loading draft of the barges.
Answer.... Dispatcher
Question 6....The Voyage Plan shall be retained for a minimum of _________days.
Answer....90
Question 7.....Anticipated weather along the route is required on the Voyage Plan....TRUE/FALSE
Answer....True
Thanks for the good work! |
| Nautical Trivia
Marine Diesel Engine....an inland barge was the first.
In many historical discussions, there is always a question of who was first. In the development of Marine Diesel Engines, the picture is quiet clear and points to two separate installations in the same year.
The year 1903, in France, the barge Petit Pierre was equipped with a small diesel engine for operation on the Rhine-Marne canal . During the same year, in Russia, the river tanker Vandal was fitted with three diesel engines for Caspian Sea service.
Barge PETIT PIERREThe engine for this inland waterway barge was supplied and installed by Dyckhoff, on the Rhine-Marne-Canal, in 1903 and consisted of a two-cylinder, opposed piston-type engine. This four-stroke diesel had a bore of 8.27 inches and a stroke of 9.84 inches giving a cubic capacity of 1013 cubic inches.
Barge PETIT PIERRE |
At a speed of 360 rpm, the engine had an output of 25 hp although some sources claim it was 30 hp. Reversing of the propulsion unit was achieved by means of a variable-pitch propeller since the engine itself was not reversible.
With a length of about 126 feet a breadth of nearly 16.5 feet, the Petit Pierre had a cargo capacity of 265 tons.
Tanker VANDAL
Vandal was the first vessel to be fitted with a diesel-electric propulsion plant. Fitted with three diesel engines, they were directly coupled to a 500 volt DC generator giving an output of 85 kW.
The hull of the Vandal and her sister ship, Ssarmat, were built near Novgorod and had a length of about 246 feet and a breadth of 32 feet. With a deadweight of 800 tons, they were three times larger than the French barge Petit Pierre.
Tanker VANDAL | |
Dates to Remember
2010 Advanced Wheelhouse Management (Simulator)
Third Session JUL 26 - JUL 28
Fourth Session OCT 4 - OCT 6
Fifth Session NOV 29 - DEC 1
To schedule a Simulator session, please email Kelly or call at 281-864-6011. Answers to this weeks RULES OF ROAD... A,C,A,D,B
CBT Certificates earned by Higman employees from JAN 1, 2010 to date........2840!
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A blast of the danger signal and a warning call on channel 16; what else can you do when a flotilla of shrimp boats is working the channel ahead of your tow.
Relief Captain Rusty Hanson and I discussed this problem earlier today as he ran a shrimp boat gauntlet on the Intracoastal. Here is what we discussed:
Keep your cool. You are the "privileged vessel" which can only safely navigate within the confines of the channel. You have specific rights over the fishing vessels as per Rule 9.
Broadcast your concerns on Channel 16 to hopefully get attention of the shrimpers. Though the shrimp boats may not be listening, you can bet the USCG is. The more they hear of the problem, the more apt they are to do something about it.
By broadcasting your position and your status as a vessel constrained by draft, you are putting the shrimpers "on notice".
The danger signal should be used liberally. Though they may still ignore it, at least you have done your part by following the Navigation Rules.
Adjust your speed as appropriate. Rule 8 requires all vessels to take action to avoid collision and though the shrimpers must stay out of your way, you still must act responsibly.
Your job is tough enough as it is without having to deal with fishing vessels clogging the channel. By doing your part following the "Rules", you will come out ahead in the end.
Have a great and very safe week!
Sincerely,
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GORDIE KEENAN
KELLY CLEAVER
HIGMAN MARINE SERVICES, Inc. | |
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