Lightning and Towboats

If there is lightning, it must be summertime!
 

Your tow is west bound on the ICWW on a hot late June afternoon. Off to the southwest, some dark clouds start to build getting higher and denser by the minute. You have been greasing hatch dogs near the head of the tow, not paying much attention to the surroundings beyond your work area, when you hear a distant rumble of thunder.

Are you in danger?

From the National Weather Service, there is no safe place outside when thunderstorms are in the area. If you hear thunder, you are likely within striking distance of the storm. Just remember, "When Thunder Roars, Go Indoors."

Too many people wait far too long to get to a safe place when thunderstorms approach. Unfortunately, these delayed actions lead to many of the lightning deaths and injuries in the U.S.  Texas and Florida rank on top when it comes to lightning caused fatalities.

How far away is the storm?

Experience tells us that it takes some time for the thunder to reach your ears after you see a bolt of lightning unless it is very close. Most of us have been in the vicinity of a close hit when the flash and the roar happen at the same time; never a fun experience.

The flash you see travels at the speed of light which is much too fast for us to perceive with our senses. The sound of the thunder is a different animal though. It travels at a relative crawl when compared to the speed of light. Sound travels through the atmosphere at about 761 miles per hour. Divide that by 60 and you get 12.6 miles per minute. Divide by another 60 and you get 0.2 miles per second. So if we see lightning and then count, "one Mississippi, two Mississippi, three Mississippi, four Mississippi, five Mississippi, that lightning bolt is 1 mile away. Count to 10, and the lightning strike is 2 miles away.

A study done by the National Storms Laboratory found that you need to be at least 6 to 8 miles away from the successive lightning to be relatively safe. Using our distance monitoring technique above, you need to be able to count to thirty between the flash and the sound. Any closer than that, you could be in danger.

With a storm appearing to head your way, take no chance; leave the work and get back to the boat. Once inside the boat you are relatively safe. The electrical charge should travel through the steel vessel and then into the surrounding water.

For those in the wheelhouse, keep off the radio unless it is an emergency. So far in June, there have been two lightning strikes on Higman boats. In both incidences, electronic equipment was damaged from the electrical surge.

If you are loading or discharging barges at a marine facility, most likely the operators will shut down the transfer when the radar image of the storm reaches a pre-determined distance. Take this warning seriously. Safely secure the transfer and then get back to the boat. If the boat is not with your barges, take shelter in the dock house.

When is it safe to go back out on the barge?

After the last flash of lightning, the general rule is to wait 30 minutes before leaving the boat. More than one half of lightning deaths occur after a thunderstorm has passed.

What happens if a crewmember is stuck by lightning?

Victims of lightning strikes may suffer cardiac arrest. They require prompt, aggressive resuscitation.

• Sound the general alarm and call the USCG for medical assistance
• Help the Person When It Is Safe - If you are at risk from ongoing lightning, wait until danger has passed or move to a safer place if possible
• Begin CPR - It is safe to touch the person. The body does not retain an electrical charge. Because cardiac arrest is the most common cause of death in lightning victims, immediate resuscitation of people struck by lightning greatly improves survival.
• For an adult, start adult CPR
• Do not remove burned clothing unless necessary
• Treat for Shock, if necessary
• Lay the victim down with head slightly lower than trunk and legs elevated and supported.

Besides cardiac and respiratory arrest, other lightning-caused injuries are burns, shock, brain injury, muscular and skeletal damage, and sometimes blunt trauma including broken bones and ruptured organs. Some victims also experience nervous system disruption with loss of consciousness and amnesia. Treat all these injuries with basic first aid until help arrives.

Medical attention is needed even if the person seems to be ok. 

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 GRETCHEN C: 

During a narrow entrance to a lock or floodgate when there are two men on the tow communicating with handheld VHF radios, it is easy for critical information to become lost in the radio transmission. If both tankermen/deckhands are talking at the same time, one's transmission will "step on" the others.

To avoid losing critical information, have the deck crew practice working in sync. Designate positions and determine who should speak first and who should follow up. For example, the crewman assigned to the long wall would transmit first. "You are 100 feet out and 3 feet down".

The person assigned to the short wall would immediately follow up with his observations. Continue this process throughout the locking.

 

It may take some practice and should be discussed in the pre-evolution conference before locking. When the deck crew knows how to speak in sync, the wheelman's job becomes easier.

 

From: Relief Capt. Brian Merritt 

401K Open Enrollment  

July 1, 2013

Enrollment

To be eligible to enroll an employee must have reached their six month anniversary by July 1, 2013. To enroll please obtain a 401k packet from the Channelview office or on Higmanboats.com under "Office Forms".

Changing Contribution Percentage

If you would like to change the percentage which you contribute there is a two page form available at the Channelview office or on Higmanboats.com. The first form is to change your contribution. The second form is available for those over 50 who would like to contribute extra.

All forms need to be returned to the Channelview office by June 20th.

If you need any assistance with your retirement planning Principal provides several tools on their website. (Do not use the website to change your 401k).

If you would like to enroll or change your 401k now is the time. January 1st and July 1st are open enrollment deadlines. Open enrollment is the only time to sign up or change your 401k percentage.

2000th CBT 

We have issued 2000 CBT certificates this year.  Our 2000th certificate went to David Leahy on June 3rd.  David will receive a $150 gift certificate.

 

Matagorda Bay Chart 11319

 

Nautical Chart 11319, Cedar Lakes to Espiritu Santo Bay, which includes Matagorda Bay has some confusing indications.   On the chart there are two routes listed through Matagorda Bay.  The southern route, closer to Matagorda Peninsula, is listed as the Intracoastal Waterway.  However this has been unnavigable waterway for several years!!!  If you read Note B on the chart it states:

 

"Due to strong currents, these aids to navigation are being established to temporarily mark an alternate channel for the Intracoastal Waterway through Matagorda Bay to the north of the existing channel.  It has been established to accommodate vessels with no greater than 10 feet draft, due to the presence of several pipelines crossing the channel at approximate positions 28°27'31.21"N, 96°22'59.2"W; 28°27'30.3"N, 96°22'59.6"W, and 28°27'11.5"N, 96°23'10.0"W.  Mariners should be aware of the draft limitations in this alternate channel."

 

The buoys have been removed from the Southern route but it is still listed on the chart as the "Intracoastal Waterway".  We have contacted NOAA regarding the marking of this channel that has been nonexistent for over 10 years.  In the meantime, all vessels MUST use the marked NORTHERN/Alternate route through Matagorda Bay and should be aware of the 10 water depth near the pipelines between the Matagorda Ship Channel and the Port O'Conner Jetty.

 

 

Keith Parish shows his steersman, Raymond Bogs, the Northern Channel.

 

USCG Navigation General

 When using a buoy as an aid to navigation which of the following should be considered?

A: The buoy should be considered to always be in the charted location.
B: If the light is flashing, the buoy should be considered to be in the charted location.
C: The buoy may not be in the charted position.
D: The buoy should be considered to be in the charted position 

A: channels for shallow draft vessels
B: general anchorage areas
C: fishing grounds
D: junctions or bifurcations 

A: radiobeacon
B: lighted buoy
C: prohibited area
D: 5-fathom curve 

A: change course to 359ø T to pass near to the buoy
B: stay in the channel and leave the bouy to port
C: alter course to 000ø T and leave the buoy well clear to starboard
D: check the chart to see where the marked danger lies in 

 In the U.S. Aids to Navigation System on the Western Rivers, a preferred channel buoy to be left to port while proceeding downstream will ________.

A: have the upper band red
B: show a red or white light if lighted
C: have a characteristic of composite group flashing if lighted
D: All of the above 

Stern Shots

Jonathan Newman thinks its funny that Bubba Bogs has to think about where to put the mops

Willis Washington cleans up on the Bolivar Point

Clifford Cooper takes fuel readings on the Sabine Pass

Keith does not want his pictures taken.....

The Bolivar Point is going to look sharp thanks to Andres Mendoza

Nautical Trivia 

The 2nd Rise of the Towing Industry

Paddle Wheel Sprague "Big Mamma"(1901) pushing 50,000 tons of coal.

In the 1800's the towing industry was a booming business.  Steamboats were towing and pushing barges up and down the river systems.  By 1889 barges were carrying more than 19 million tons of freight per year.

During the turn of the 20th century there was a huge expansion in the railroad industry and the barge industry was unable to compete.  From 1917 to 1931 the amount of transported cargo fell to 750,000 tons (around 3% of what was transported in 1889).  There were several things that had led to the decline.  The First World War led to a decline in the barging workforce.  Raft towboats had disappeared and river services became short haul instead of long distance.  River navigations hazards need removal.  Cargo terminals were in need of repair.  Fleets needed updating.

Despite the increase in the rail industry, they were unable to meet all the demands of the war.  In 1917, the US Shipping Board allocated 3.16 million to the Emergency Fleet Corporation to build and operate barges and towboats.  In 1918 the Federal Control Act was passed and the US Railroad Administration formed the Committee on Inland Waterways to oversee the work.    All floating equipment on the Mississippi was commandeered and $12 million was appropriated for new construction.  Most of this construction was designed by prominent naval architects and built by yards known for high quality construction.  Facilities were constructed to handle bulk and packaged freight.

In 1920 the Federal Barge Fleet was transferred to the War Department and the name changed to Inland and Coastwise Waterways Service.  The ICWS lost less money than the Railroad Administration and was allowed another modification in 1924.  The Mississippi Barge Line Company formed and built a fleet in 1927.  The industry continued to grow through the 1930's increasing cargo rates to 2.7 million tons by 1938.  Diesel engines were introduced into the towing industry in the late 30's.  This made towboats much more economical and the business became its rise again.

Have a great and safe week!