The Higman 2011 Calendar will soon be in production and we need your pictures.  We are looking for pictures of Higman Boats and/or Barges and our crews. 

All pictures will be voted upon and the top 13 photos will be published in next year calendar.  If you would like to submit pictures for consideration please submit them to Kayla at the Channelview office before November 1, 2010.

• Vessel Security
• Marine Vapor Recovery Operations

We always appreciate your input on our courses.  If there is something you would like to see published, please let us know. 

  

Buoy's: Ship Channel vs. ICW
 
You have always heard the terminology "Red Right Returning".  This refers to the red buoys and day boards being on the right side when you are returning from sea.

 

 

 
What about on the ICW?  Well the ICW actually follows a similar rule, only its "Red Right Clockwise".  The red markers will be on the right hand side when you are proceeding clockwise around the continent; southbound down the east coast, west on the gulf coast, and north up the west coast. 
 
There comes a problem with these simple rules when you come to an area where a ship channel and the ICW merge for a period of time.  A good example of this is in Pensacola, FL.  If you are westbound on the ICW coming into Pensacola you will see your typical red markers on the right side.  However, when you merge into the ship channel you are now outbound.  Which means the buoys on your LEFT will be red. There have been problems with vessels running aground because they are following the ICW rules while in the ship channel. 
 
During the daytime there is a simple solution to this problem.  Remember that ICW markers display a yellow marker.  A yellow triangle is to be left on the starboard side and a yellow square is to be left on the port side when you are proceeding clockwise.  ICW markers that do not indicate lateral (left or right) position display a yellow band.

Notice the yellow squares and triangles in this picture

 

At night, if you are approaching these areas you need to pull out the old chart to verify which lights you should be seeing port and starboard.

   

Skiff Operations is the topic of the new series started last week.  With falls overboard the most dangerous part of our job, any time in the skiff should be approached with the understanding that a safe operation is the only operation acceptable. 

How did your crew do?

 

Question 4......It is important to evenly distribute the load in the skiff to maintain....

 

 

 

 

Cummins KTA 38 on M/V Chesapeake

 

No, your eyes were not tricking you.  That was the M/V SKIPJACK with a three barge empty tow you saw heading up the Lower Mississippi River. 
 
The M/V SKIPJACK with the three barge tow is en route to ARGO, IL, just below Chicago to load for a trip south.  They are making good progress and should arrive at the end of September.
 
We are not often asked to make trips that are non-routine, but when we are, the team needs to be at its best.  The teamwork skills that the crew use every day, become even more important when we are out of our operational norm. 

• Communications are always important no matter what the task, both internally between the crew and externally with their shore support.
• Sharing operational information with all involved should always be a primary goal.
• Planning beyond the Voyage Plan, the crew will be one step ahead all the way to ensure a smooth operation.  For example, locks that some of the crew may not have seen before can be described by those that have before arriving.
• Debriefing after any part of the operation goes a long way.  A quick debriefing can help tighten up the crew to work their best during the next task.

At the end of the day, the crew must ensure that everyone is onboard with the plan and ready to succeed.