Training News from HIGMAN BARGE LINES, Inc.

At our monthly Tankerman Seminars we have a segment called "States of Matter in a Barge". In the segment we discuss simple concepts of physics that are important basics for Tankermen. One of the topics discussed is buoyancy, which is obviously important to anyone working on a boat. If it doesn't float, we might as well be out of the business.

So the discussion always asks, "Why can a steel hulled boat float"?

Tank Vessel SELMA, 1919

Not a bad question considering your real life experiences tells you that steel is a heavy material. What about cement? During WWI and WWII, there were a number of ships made of cement; they floated just fine. Just off of the Houston Ship Channel east of Pelican Island, you can see the remains of one of those ships, the T/S SELMA. The T/S SELMA was built of steel reinforced cement in 1919 as a tanker. She operated on the Gulf Coast until hitting a jetty while entering Tampico, Mexico. She ended up in Galveston where repairs failed.

Back to the real question; why do displacement hulls float?

First, what is "displacement"? Displacement literally means the moving of something from its place or position. When we displace water with a boat, we are moving the water out and replacing it with the hull. Salt water weighs about 63.4 pounds per 1 cubic foot. If my boat displaced 1 cubic foot of water, it would have to weigh less than 63.4 pounds to float. Any heavier, it is going to the bottom.

Every boat depends on the displacement of water to provide the buoyancy for the hull. When a towboat is floated, she sinks into the water until the weight of the surrounding water displaced by her underwater volume is equal to the weight of the entire boat. As additional weight is added to the hull either by equipment, fuel, water, etc., the boat will sink lower and lower. The upward force created by this displacement is the vessel's buoyancy.

If additional weight in terms of cargo, etc is added to the boat, and the boat sinks below the normal waterline, the buoyancy addition needed to keep the hull from sinking comes from the "reserve buoyancy". This is the difference between the volume of a hull below the designed waterline and the volume of the hull below the lowest opening incapable of being made watertight.

Most towboats are no longer watertight once we reach the first deck windows. That then becomes the end of our reserve buoyancy if we ever sank that low.

Ok, what does a typical Higman towboat displace? Let's do some rough calculation assuming we are floating in salt water that weighs 63.4 pounds per 1 cubic foot.

Start with our hull dimensions:

Our boat is 78 feet long and 34 feet wide. The hull from the base line to the deck is 10 feet deep. There is a rise from the deepest part to the bow, and another rise from the base to the stern.

Here is a ROUGH calculation for the hull volume in cubic feet:

78 x 34 x 10 minus the volume of the 2 cut-outs of the rises; = (78*34*10)-((25*34*7)/2)-((18*34*7)/2)

This equals 21, 403 cubic feet (I emphasize it is a Rough Calculation).

Now multiply this by the weight of the water that could be displaced by this hull: 21,403 x 63.4 = 1,356,950 pounds

Divide by 2,000 and we get tons of displacement or......678.5 tons.

This says that for our boat to float no deeper than the main deck, all the steel, machinery, fuel, water, equipment, and crew cannot weigh more that this amount, 678.5 tons. Anymore weight and you get wet feet.

What about the open spaces in the hull? We all know that the engine room is the largest open space in the hull. What happens if it fills with water?

Back to the calculations....Calculate the engine room volume which is the length, width and height of the space minus some dead rise in the stern:

33 feet long, 34 feet wide and 10 feet high minus the small dead rise; (33*34*10)-((1.5*6*34)/2).

This equals 11,067 cubic feet. Use the same calculation to see the weight of the water it could hold and you get.....350.8 tons

Remember this is a rough calculation but it highlights the importance in keeping your engine rooms secured while underway. Over half of your buoyancy is being provided by that space. If it starts to fill due to down-flooding from an open door, it does not take much for the vessel to start sinking.

How about the forward hold? That is another large space located below the waterline.

If we do the calculation like the ones above, a forward hold volume could hold about 100 tons of salt water. This is a critical area since this equals about 15% of your total buoyancy. Fill it with water due to collision or operational failure and the overall buoyancy will be critically affected.

Towboats are designed for inland waters. They can be safely operated on these waters but they are still vessels constrained by the laws of physics and the realities of buoyancy. Keep your watertight doors shut!

Maritime Safety Bulletins

New Feature on Higman Boats

On Higman boats you can now find Marine Safety Bulletins. These can be found under the "Navigation Publications" section. The bulletins are a collection from many different agencies including the US Coast Guard, Gulf Intracoastal Canal Association (GICA), AWO and more. The bulletins will contain information pertaining to the safe navigation upon waterways which we operate.

Some recent examples of the information contained include:

Off station buoys in Mobile Bay
Algiers lock updates
High water restrictions in Morgan City
Tows must stay 180 ft from Mississippi river levees in New Orleans

These bulletins should be checked daily by each Wheelman. They are available for two weeks, so you may be updated with information when you get back from your off time.

Best Practices

Every boat has good ideas.

Good ideas need to be shared, refined and become "Best Practices".

A "Best Practice" is defined as a method or technique which shows results superior to those achieved with other means, and that is used as a benchmark. In addition, a "Best Practice" can evolve to become better as improvements are discovered.

This column is dedicated to sharing the best practices developed while operating your tow. Each issue we will outline a "Best Practice" sent in by the fleet. Share your Best Practice by sending to Gordie

This week's "Best Practice" is sent by the crew of the M/V REDFISH:

"On crew change day, I leave my relief, Capt Mike Serrette, a "Turnover Report". In the "Turnover Report", I type up specific events and updates on our vessel operation. The report lists prior jobs and specifications on future jobs planned.

With all that goes on during a crew change, the report is available to him to review in case I forget a specific event or repair. The "Turnover Reports" are saved in a file on the boats' wheelhouse computer."

Relief Capt Mitch Gorman

Send your "Best Practices" to Gordie

Your Maritime Legacy

Prepare them for the future.

Have a kid ready to graduate from high school and thinking of a maritime career?

San Jacinto College, located in Pasadena, TX, has an Associate Degree in Maritime Technology program that might be right path for them. Launched in the fall of 2012, the Marine Tech program combines USCG approved maritime training with the college level academics required of a two year college degree. Students will merge USCG approved and required maritime coursework with math, science and English preparing them for professional maritime careers, both inland and seagoing.

San Jacinto College Maritime Campus rendition

San Jacinto College future Maritime Campus artist rendition.

As our industry becomes more complicated each year with federal regulations, customer demands and the upcoming Subchapter M, an associate degree will give them a great start in the field.

Go to San Jacinto College Maritime Technology Degree for more information.

Nav Zone

High Water Operations

As the rivers continue to rise in Baton Rouge, Morgan City and New Orleans all crew members should be aware of Company policies regarding High Water. Here is a summary of these policies to review.

Closely monitor river stages
Maneuvering downstream during high water must be avoided, if possible
Never attempt to downstream land a light boat to the rake end
Watertight doors must remain closed
Buoys may be off station, submerged or missing. If in doubt contact nearby tows or the nearest Coast Guard unit.
Be aware of hidden dikes and other hazards
Try to make "soft" landings at levees (if permitted) and beware of any riprap under the barges
Currents will be stronger, especially in the outer bends
Be aware of eddies that may push you upstream while waiting on down bound traffic
If river conditions or other vessels create unsafe navigation conditions in the area you are transiting, you should stop your tow until conditions improve and inform your dispatcher of any delays.
Operating High River Stages, downstream landings are strictly prohibited
When doubling up: use four part new lines with standbys available, have two men on deck, double up in slack water, and use assist boat if necessary

Here are a few questions that you can ask your crew to test their knowledge.

1) When can you attempt to downstream land a light boat on the rake end of the barge?

2) Currents are typically stronger when?

a) Inside the bend

b) Outer side of the bend

c) In the middle of the river

3) T/F Buoys are Coast Guard navigation aids that are always on station.

4) Which procedures should be used when doubling up tow in high water?

a) Four part new lines

b) Two men on deck

c) Use assist boat if necessary

d) All of the above

5) T/F You may hold up if navigation creates an unsafe condition.

Stern Shots

The GAK gets outfitted at the Orange office.

Capt Chris Jourdan sets up the new wheelhouse.

Capt Roy Lunson makes sure it is all perfect!

Steersman Wes Vineyard putting final

touches on the engine room.

Tankerman Jonathan Hughes knows generators!

Tankerman Jody Ward ready to start them up.

Nautical Trivia

The Old Betty Powell.

Below is an article from the Galveston Daily News from December 1907 discussing a river boat, The "Betty Powell" that was constructed for operation on the Colorado River in 1853:

Son of Builder Tells of the Ambitions to Ply the Colorado.

To The News....

La Grange, Tex, Dec.-"In Mr. B. C. Stuart's "Old Time Events" in the Sunday News of Nov. 3, 1907, he says much interest Is now manifested in the improvements of the navigation of the rivers of Texas, and that a half century of steamboats were built and plied upon the Colorado River, and the Betty Powell, one of the staunchest built steamers that runs our bays, was built in 1853 on the Colorado River near La Grange and has been constantly since in service. He is correct as to the year the Betty Powell was built, as it was on my father's farm. Capt. John. T. Holman, and every stick of timber used in constructing her hull was gotten out of the river bottom by hand, adjacent to the boat. Although I was only 11 years old, I vividly remember the great event when the whole community, composed of white and black, turned out to witness the launching of, this boat, and the shouts of those present when slid off her foundation into the water without an accident, and to the satisfaction of all present, and floated out into the stream, winding up the event with a barbecued dinner for all present, given by the citizens living in the community.

Steam Boat "BEN HUR", 1890 was a dinner/ excursion boat at Lake McDonald (now called Lake Austin), on the Colorado River.

The boat was then floated down the Colorado River to Matagorda, thence to Galveston, where the machinery and a completion of the boat for service was made, when it was found that she drew too great a depth of water for the river trade, but went into commission in other places, to the threat regret of the people who had expected to see her plying up and down the Colorado River, carrying their cotton to market at Galveston and goods in return. Instead of the slow ox wagon route to Houston, thence by boat to Galveston.

While fifity four years is a long time, but as I now own the farm that the boat was built on, and can to this day point out the identical spot where her hull was constructed, there may be others living who witnessed this great event in that time. There were two other boats that made a few trips up and down the river. One was built at Bastrop in the '50s and was called the Water Moccasin, but the shoals of the Colorado were too numerous for her safe passage and it was abandoned, and in 1868 Capt McCumber of this county constructed a small boat named the Lorena, which made a few trips between this place and Columbus, the latter place being the terminus of the Southern Pacific Railroad, to which he delivered a few bales of cotton, but finally abandoned the project as a paying enterprise". NATT HOLMAN

Dates to Remember

National Maritime Day......MAY 22

May 22 is National Maritime Day in the United States each year. This day reflects the gratitude that Americans have for the maritime industry and the benefits it brings to the country. It also recognizes ships, towing vessls and mariners who have held a special place in the nation's history.

Does your boat have any special plans to celebrate National Maritime Day? Let Gordie know.

2013 Advanced Pilothouse Management at SCI

Second Session JUN 3 - JUN 5

Third Session JUL 8 - JUL 10

Fourth Session AUG 19 - AUG 21

Fifth Session SEP 23 - SEP 25

2013 Higman Leadership and Management Course

First Session Oct 3 - 4

Second Session Oct 15 - 16

2012/2013 Tankermen Seminars

Eleventh Session June 5, 2013

...LAST SESSION FOR 2013...

2013 Wheelmen's Seminar

Complete for 2013.

To schedule training please email Kelly or call at 281-864-6011.

CBT Certificates earned by Higman employees during 2013...........1814

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Marlinespike is the art of seamanship that includes the tying of various knots, splicing, and working with cable or wire rope, even making decorative ornaments from rope or line. I could say that I learned most of what I know of it from years of going to sea on oil tankers, but that would be wrong.

Most of my marlinespike seamanship came from being in the the Boy Scouts.

I am amazed with some of the marlinspike skills I see on our boats. There are some very talented folks out there that really know the art.

My point today is to make sure you pass it on to the folks coming up. Tying a bowline is great, but there is so much more to learn and who better to teach it than our own employees with so many years of experience!

Have a great and safe week!

Sincerely, Gordie

GORDIE KEENAN
KELLY CLEAVER