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We often see dredges up and down the water ways. Each year dredging in the United States moves approximately 300 million cubic yards of material from our waterways.
Dredging is the term used to describe underwater excavation. There are several different types of dredges but they essentially fall into two different categories: mechanical and hydraulic. This issue we will focus on mechanical dredging.
Mechanical dredging was the first type of dredging used. Mechanical dredges work by something like a bucket or rake immersing into the water to grab or drag the material out of the water. The material is placed on a boat or barge and moved to another area. When dredging first started this was done manually by man or animal with small primitive boats.
Today mechanical dredges are very similar to the excavation that you see above ground. The equipment is normally mounted on a pontoon and the pontoon is then anchored via spuds or cables. A towboat is used to move the dredge and a barge is used to collect the material. Some mechanical dredges are self-propelled and contain a hopper to collect the material. Mechanical dredges include clamshell (grab) dredge, bucket (backhoe) dredge, bucket ladder dredge and more.
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Bucket ladder dredges. Top image reflects shore side style. Bottom image reflects pontoon style.
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The bucket ladder dredge was introduced early in dredging history. It consists of a large frame, or ladder, that has an endless chain of buckets mounted on it. The ladder then revolves the chain and each bucket scoops a small amount of material. As the bucket is rotated back around, the material is deposited onto a chute where it is collected on a barge. The ladder can normally be moved side to side to continue excavation while the pontoon is stationary. There are also shore side versions that are used for underwater mining.
Clamshell and bucket dredges are very similar. They both consist of a mechanical arm that lowers a bucket into the water to claim the material. The main difference is the type of bucket that is lowered. The bucket dredge, commonly called a backhoe dredge, uses a half scoop like you see on a common backhoe. Rudimentary bucket dredges are simply a backhoe placed on a pontoon. Other more complex bucket dredges will consist of a rotating mechanical arm that is mounted on tracks on the pontoon.
The clam shell dredge will be mounted onto the barge in a similar fashion. The only obvious difference is that the bucket is much as it name says. It consists of two halves that close together around the material. This type of dredge is good for precious material removal in tight areas.
Mechanical dredges are good for areas where large pieces of material need to be moved. The equipment is normally very reliable. In rockier areas mechanical dredges may be used with explosives. They will use dynamite to blast rock into smaller pieces that the buckets can pick up. Don't be fooled by "small" rocks. One of the largest bucket dredges out there today is the New York. The bucket on the New York has several large protrusions that allow it to cut into rock. It has the ability to cut 256 tons of material every 60 seconds. The 3000 HP mechanical arm has 370,000 pounds of breaking force.
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HOW TO GIVE YOUR 2016 RESOLUTIONS STAYING POWER
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Do it the SMART Way
The New Year is upon us. It's the time of year when most of us make a resolution to improve some part of our lives.
But also like most of us, you may get discouraged and abandon that resolution after a few weeks or months. So what can we do to increase the chance of sticking with our resolutions?
We start the New Year with fresh goals and good intentions to lose weight, master our finances, be a better partner to a loved one - or any number of changes we want to accomplish.
But if we fail to plan, we plan to fail. In other words, when we make a resolution and don't deliberately plan to change our behavior, we are destined for failure. Specifically, we need three key ingredients to get results: information,
motivation and strategy.
Setting SMART goals allows you the best chance of success. SMART goals are specific, measurable, achievable, relevant, and time specific.
Specific
Specifics help us to focus our efforts and clearly define what we want to accomplish. "I want to lose 10 pounds" is better than "I want to lose weight."
Measurable
Your goals must be measurable. In other words there is usually a number involved - dollars, days, times per week, weight. When you create a goal that is measurable, it's easy to determine when you're getting closer or if you've reached your goal.
Achievable
Nothing happens without action. Your goal must promote action. You must be able to break your goals down into actionable tasks.
If you can't control the outcome of your goal (I want to win the lottery), it's not a real goal. It's a wish and a dream. Your goals must be something you can control (I want to run my first marathon by this time next year).
Relevant
Your goals should inspire you. If they don't, set new goals. Your goals must be in line with your values. If there is a conflict between your goals and values, you won't achieve them.
Time Specific
Anybody who starts a goal with "someday I want to..." will never achieve the goal. It's too vague, and there is no time frame. The best goals have a deadline.
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For the next few months, the Higman Training Newsletter will highlight the products carried aboard Higman Barges. The information below is general and is not meant to replace the Material Safety Data Sheet (MSDS). For detailed product safety and health information, be sure to read the most current MSDS for the product you are interested in.
Today's Chemical is:
What is it?
Sour crude oil is a refinery feed stock. It is defined as a crude oil containing the impurity sulfur. When the total sulfur level in the oil is > 0.5 % the oil is called sour. Sour crude is usually processed into heavy oil such as diesel and fuel oil rather than gasoline to reduce processing cost.
Crude oils are generally referred to as "sour" if they can release dissolved hydrogen sulfide (H2S) which could result in a hazardous condition. The amount of dissolved H2S can vary considerably with the crude oil source. Some sour crude oils can have an appreciable percentage of H2S.
The impurities need to be removed before this lower quality crude can be refined into gasoline, thereby increasing the cost of processing. This results in a higher-priced gasoline than that made from sweet crude oil. Thus sour crude is usually processed into heavy oil such as diesel and fuel oil rather than gasoline to reduce processing cost.
Sour crude oil needs to be stabilized by having hydrogen sulfide gas (H2S) removed from it before being transported by barge for safety reasons.
During the refining process, sulfur is removed from the crude oil. Hydrogen sulfide is created during the hydro treating process. The usual process then involves two steps:
- the removal of the hydrogen sulfide gas from the hydrocarbon stream.
- the conversion of hydrogen sulfide to elemental sulfur, a non-toxic and useful chemical.
As the reaction products are cooled, the sulfur drops out of the reaction vessel in a molten state. Sulfur can be stored and shipped in either a molten or solid state.
The sulfur, as a byproduct of sour crude oil treatment, is the exported from the refinery primarily for fertilizer production.
How is it shipped?
Sour crude oil is typically shipped in bulk via tank barge, rail tank car or ocean going tanker.
Normally, sour crude oil will be closed loaded while connected to a vapor collection system at the dock. Because of the high H2S levels, shore tankermen that are specially trained and proficient in using supplied air equipment will normally be employed for loading and discharge. A bottle watch associated with the use of supplied air equipment will be performed with qualified personnel.
When transporting sour crudes with expected high H2S levels, crews are supplied with the following additional PPE:
- EEAP's (Emergency Escape Air Packs) for cargoes containing 10+ppm H2S. (1 per crew member)
- SCBA's (Self Contained Breathing Apparatus) for cargoes containing 100+ppm H2S. (2 per tow, plus EEAP's)
What are my concerns?
Sour Crude Oil can release H2S. Adhere to all hydrogen sulfide policies when working with this cargo. Wear all recommended PPE.
Be sure H2S precautions are understood by all crew members and communications with dispatch and the loading dock are open to know if the potential levels.
In the event of a release, evacuate personnel to safe areas. Remove all sources of ignition. Response and clean-up crews must be properly trained and must utilize proper protective equipment.
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Conducting an effective drill means thinking outside the box.
We all remember fire drills in our grammar school days. The fire alarm would sound at a predetermined time and each of us would happily file out one by one usually to the school parking lot. The teacher would patrol relentlessly around the class trying to keep everyone quiet and in line. The girls would be giggling and there was always one kid making weird sounds and jumping around like he was on fire.
Were these drills effective? Of course there is only so much you can do with a group of eight-year-olds. If the fire was real and in close proximity to the classroom, how effective would this type of monthly drill be? We conduct drills aboard our vessels with simulated fires, man overboard, sinking, loss of steering to name a few.
Are the Higman required monthly drills
conducted aboard your vessel effective in building a team that can react in an emergency?
The goal of the monthly emergency drills should be to build the crew into a unit that can react instinctively and naturally to a situation that would otherwise require direction and thinking. Drilling on a regular basis replaces panic and fear with the reflex for action if the real scenario ever happens. When the general alarm rings for the real thing, a well-trained and well-drilled crew can jump into action with great effectiveness. As with any action aboard, proper planning will lead your crew to that point.
Over and Over
The Higman SMS requires monthly fire drills. Also required are monthly emergency drills such as man overboard, loss of steering, loss of propulsion, loss of generator, grounding, flooding, sinking, collisions and allusions. There is plenty to choose from and that offers a chance to spice up your drills.
Here are some good drill ideas:
- Plan the drill in advance. With regular drills, use each opportunity to explore a different scenario for the crew to explore. For example, an out of control fire is underway in the forward hold as the boat begins to sink after a collision with a tow that just lost steering. Jot down a script for the drill.
- Layer the drill. For example - Step one: A fire in the engine room is put out in step one. Step two: The boat is now sinking because a through hull fitting ruptured from the heat. Step three: The power has gone out; we have to get the skiff off of the rack to get ashore.
- Use Reflective Learning. As important as the drill action itself, is the post drill critique. The drill planner should lead a discussion on lessons learned from the drill action. How did the drill go? What went right? What went wrong? What can we improve in a real emergency?
- Pass it on. Are there any lessons learned that might be of value to the rest of the fleet?
- Have a "Drill Day." While waiting cargo or dock space with consideration of your manning situation, conduct a Drill Day. A Drill Day can revolve around different type of drills. Make it challenging and reflective to get the most out of every drill.
- Use the new monthly Safety Meeting Format to enhance your drills since each month will have a new topic as determined by the Safety Department. Plan your drills around these themes. For example, the January topic is "PLANNING AHEAD FOR NAVIGATION HAZARDS." After reviewing the SMS chapters designated for this topic, go right into a drill that fits the bill.
- Throw in some curve balls to see how the crew reacts. A well-rehearsed crew should be able to adapt to unexpected changes.
- A maritime casualty does not respect the time of day or the schedule and neither should your emergency drills. Night time drills are especially important. Many will remember the often heard question I pose to our Tankerman Seminar groups, "It is 2 am, the engine room is on fire and the captain has asked you to fire off the engine room fixed CO2 system. Describe how you would do it."
Emergency response needs to be second nature in a marine operation. There is only one way to make something second nature and that is with practice, practice and more practice.
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REMINDER ABOUT REQUIRED TRAINING
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Tankerman Seminar, Steersman Boot Camp, Wheelman Seminar
All boat crew employees are required to attend scheduled training meetings for their specific position and will receive a day's pay for attending. Please know that an unexcused absence from a required training session may be grounds for possible dismissal.
The 2015/2016 Tankerman Seminar sessions continue at 8 AM Tuesday, January 26 at the Peninsula office. Call or email now to register while there is still room to accommodate. Or, check the other dates at the end of this newsletter to choose the one that works best for your schedule.
The first Steersman Boot Camp this year is Monday-Tuesday, February 22-23 starting at 8 AM at the Peninsula office. Steersman are required to attend one of the boot camps within their training. Boot Camp is held each quarter. Plan now to register for the session you will attend.
Before you know it, it will be time to attend a 2016 Wheelman Seminar. Register early for the session that best fits your time off.
2016 Wheelman Seminar dates:
April 20-21
May 2-3
May 11-12
To sign up for a training session, click here to email Janis or Kelly. They will register you for the event and will also handle hotel room reservations if needed.
As a helpful reminder, each training event and all dates are listed at the end of every Training Newsletter.
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Calling All Photographers
It is time to click away once again and submit your photos throughout the year for the Higman 2017 Calendar Contest. We need pictures of Higman boats and/or barges. Be creative and take pictures of boats or barges in various areas and settings.
Submit a high resolution digital photo. Focus as close as possible so the subject is crisp and clear. Be sure there is sufficient lighting to provide a photo with good exposure. These guidelines are necessary so the photos will be of good quality and able to be enlarged for the calendar.
It is very important to remember to take your photos in landscape (wide) mode only, not portrait mode. Landscape orientation is necessary for the photo to be wide enough to fit properly in the calendar. If you submit tall, narrow photos, unfortunately they cannot be used for the calendar because they do not fit the publishing format.
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CORRECT *WIDE* PHOTOGRAPH ORIENTATION
Photo by Relief Captain Robert Ivy - M/V Palacios - ICW at Morgan City
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Please note this important change! There is now a designated email address to send your calendar pictures: calendar@higman.com
Have fun and get started now so you will have plenty of time during the year to capture some winning shots. Thank you for your participation and keep your camera handy!
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Prevent Dryer Fires!
Every clothes dryer is designed to accumulate fibers from your clothing that become trapped inside the lint trap. Most of the time this lint burns away inside the machine leaving only a burning smell, but even this may cause damage to the appliance.
However, be especially aware that lint can easily ignite and cause a devastating fire. When the flames spread, they can quickly destroy a family's home or a boat crew's living quarters, all belongings, and sometimes even take lives.
Here are important steps you can take to keep this from happening to you:
1. Clean your lint screen. Always clean the lint screen right before you push the dryer's start button for EVERY LOAD! Even if there is just a small amount of lint on the lint trap, clean it anyway. Take a few seconds to perform this
habit each time you do laundry.
2. Check your vent hose. Make sure the vent hose is clean and in good condition. If you have a white plastic vent hose, replace it now! It is not safe and is against fire safety codes. The probability of the fire spreading greatly increases with the use of these plastic hoses and with Mylar (foil) ducts, with plastic being the most hazardous. Instead, use an aluminum vent hose and make sure the length is as short as possible and that the hose it not crushed or kinked.
3. Clean your vent line regularly. It's very important that the vent line from the wall behind the dryer to the outside is not restricted or clogged. Lint trapped here greatly increases the likelihood of a fire.
4. Keep the area around the dryer clean. In the event that your dryer does have a lint fire, don't leave items nearby to give more fuel to the fire and destroy your home or vessel. Make sure there are no articles of clothing, boxes, cleaning supplies, or anything else behind or surrounding the dryer. Always keep items
off the top of the dryer.
If your clothes are taking longer to dry than usual or if the velocity of air exhaust from the dryer vent hood is minimal, maintenance is needed. Clothes dryers are prone to problems not only from lint, but also if there are numerous curves in the lines or if the hose length is excessive. Correct this immediately to help decrease the chance of a dryer fire that can cause the tragic loss of property, and much worse, possibly lives.
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High Water Advisory
VTS Measure at MM 219 to MM 240 AHP LMR
As a result of the Baton Rouge gauge reading 35 feet and expected to continue to rise, a U.S. Coast Guard Vessel Traffic Se1vice (VTS) Measure is being established in accordance with the Navigation Safety Regulations, Code of Federal Regulations Title 33, Subpart 161.11, for all waters of the Lower Mississippi River from Mile 219 Above Head of Passes (AHP), to Mile 240 AHP. This VTS Measure is needed to protect persons and vessels from the potential safety hazards associated with the effects of high river. This Measure is effective on January 05, 2016, beginning at 6:00 a.m. local with the following provisions. |
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St. Louis on December 30, 2015
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Port Allen Lock LMR MM 219-229
- All vessels are required 1horsepower (HP) per 5 tons or 280 HP per regulation loaded barge restriction on canal tows entering/exiting the Locks. Empty barges may be calculated at half the horsepower requirements to that of a loaded barge when computing the overall horsepower requirement.
- Any tow having a destination in the Baton Rouge Harbor below the Hwy 190 Bridge may turn northbound exiting out of Port Allen Lock if making use of an assist vessel of at least 1200 HP and meeting minimum horsepower requirements and must receive approval from the Vessel Traffic Center (VTC).
- All tows >600 feet (excluding towboat) exiting the lock must use an assist vessel with a minimum of 1200 HP and when topping around between MM 226-221.
- All tows >600 feet (excluding towboat) planning to top around without the use of an assist vessel must proceed southbound to the safest point below MM 221.
- All tows >600 feet in length entering and exiting the locks (excluding towboat) must use an assist vessel with minimum of 1200 HP.
- If unable to meet the horsepower-to -ton requirements, and/or obtain alternative permissions from the VTC, then Assist Vessel is mandatory for entering or exiting the Locks.
Wilkerson Point LMR MM 232-237
- All vessels are limited to a max tow size to a limitation of 30 barges with 280 HP per barge for southbound transits within this area. Empty barges may be considered 1/2 barge when computing the overall horsepower requirement, but no more than 30 barges maximum.
- An 8000 HP tug is allowed to push a 30 barge tow makeup (400 HP less than requirement above).
- All South Bound traffic will utilize the towing assist vessel (TAV) (min 5000 HP) and will be escorted until transit of the Hwy 190 Bridge is complete. The TAV must meet the southbound vessel no lower than 2,000 feet above Wilkerson Point. The TAV will position itself alongside the stern barge. Additionally, vessels unable to meet the minimum barge-per-horsepower requirement, must utilize the TAV until below MM 229.
- No more than two southbound vessels will be allowed below Thomas Point (MM 240) at any time regardless of tow size
- All southbound traffic will transit Wilkerson Point during daylight hours only.
- Northbound vessels unable to make 3 MPH under the Highway 190 Bridge and around Wilkerson Point must use a Private Assist Vessel (PAV).
- A "no meeting or passing zone" is in effect for MM 232 to MM 237.
- Tank barges shall be placed in the most protected position in the tow makeup.
- All tows shall be squared off. No spiked barges shall extend greater than 50 feet beyond the head of the tow. All towing companies should use their most experienced crews.
Tows Topping Around between the 1 -10 and the HWY 190 Bridges and Harbor Fleet Tows
- Tows greater than 600 feet in length must use a 1000 HP Private Assist Vessel when topping around between the bridges.
- It is recommended that tows 300 to 600 feet in length use a 1000 HP Private Assist Vessel when topping around between the bridges.
- It is recommended that tows less than 300 feet in length use an 800 HP Private Assist Vessel when topping around between the bridges.
- Harbor Fleet Tows consisting of one barge tows and mid-stream fueling operations are exempt from daylight only restrictions, but must coordinate transits with the VTC, and must not transit south through the Hwy 190 bridge unless light boat.
- Harbor Fleet Tows of one load or two empties are authorized for harbor shifts during both day and night operations.
Check In/Reporting
- Vessels will primarily contact the Vessel Traffic Center via VHF-FM channel 12; and can be hailed using the Call Sign "BATON ROUGE TRAFFIC". In the event the VTC cannot be reached via radio, they may also be contacted via the 24-hour contact number at (504) 365-2230.
- Downbound vessels shall report at MM 255 (Port Hudson Light) and at MM 240 (Thomas Point)
- Upbound vessels shall report at MM219 (Sardine Crossing) and MM 226 (Bottom of the Baton Rouge Anchorage).
- Vessels getting underway or entering the river between MM 255 and MM219 must provide a sail plan report prior to entry. The sail plan report must include the following information:
a. Name of Vessel
b. Current Location
c. Vessel Type and Horsepower
d. Number of loaded barges & number of empty barges
e. Number of Red Flag barges in the tow
81-Mile Point
- All tows should stay 300-400 feet off the left descending bank within 1/2 mile of 81-mile point to avoid dangerous eddies and potential groundings.
For additional information, contact the following:
Vessel Traffic Center Lower Mississippi River: (504) 365-2230 (24 HR), VHF-FM ch 05A, 11, or 12
Coast Guard Baton Rouge Waterways Management: (225) 298-5400 X230
Coast Guard Sector New Orleans Command Cente1·: (504) 365-2200
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USCG RULES OF THE ROAD QUESTIONS
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INLAND ONLY Yellow lights are NOT used to identify __________.
a. U.S. submarines
b. vessels pushing ahead
c. law enforcement vessels
d. dredge pipelines on trestles
BOTH INTERNATIONAL & INLAND Which display of lights shown indicates a dredge underway and not dredging? (DIAGRAM 72 )
a. A
b. B
c. C
d. D
BOTH INTERNATIONAL & INLAND At night, which lights are required to be shown by a dredge on the side of the dredge which another vessel may pass?
a. One red light
b. Two red lights
c. One white light
d. Two green lights
BOTH INTERNATIONAL & INLAND You see the display of lights shown. It could be a __________. (DIAGRAM 54 )
a. pilot vessel with a motor launch alongside
b. fishing vessel adrift and fishing with handlines
c. fishing vessel making way
d. dredge making way
BOTH INTERNATIONAL & INLAND During the day, a dredge will indicate the side on which it is safe to pass by displaying __________.
a. two balls in a vertical line
b. two diamonds in a vertical line
c. a single black ball
d. no shape is shown during the day
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A Dredging History
Man-made water ways have been used for drinking water, irrigation, sanitation, cultivation and transportation for thousands of years. Egyptian hieroglyphs have hinted that the Pharohs were using slave labor to conduct canals as early as 5000 B.C. It is believed that the Ancient Suez canal (different from the modern Suez canal) was started as early as the 18 th century B.C. The Chinese Miracle Canal has been dated as far back as 3rd century B.C. and still connects the Yellow River with the Yangtze River. It is assumed these were all built by very basic dredges that consisted of men or animals dragging a cloth bucket through the canals.
During the height of the Roman Empire (100 BC - 400 A.D.) there is evidence that they used cofferdams to build canals sealed off from the water. It is well established through literature that they also had advanced cranes and pile driving equipment. Though these dredging mechanisms allowed them to build waterways, they found them inadequate over extended periods and they eventually filled with silt.
From medieval times to the Industrial Revolution men invented pulleys, winches, cranes, tackles, barges and more to improve the dredging process. Such inventions included the dredging rake that could be pulled by a horse from shore, or the 16th century Dutch mud mill, similar to a modern bucket ladder dredge (pictured below). In the 17th century the centrifugal pump was invented by Denis Papin, which made hydraulic dredging possible. However, all these devices were limited by man or horse power.
It all started to change in the 19th century with the invention of the steam engine. When the current Suez Canal was started in 1854 all the labor was done by slaves and animals. During the first 10 years the manual labor removed about 19 million cubic yards of dirt. From 1864-1869 over 78 million cubic meters would be removed due to the use of steam-powered bucket dredgers. The finished canal was 91 miles long, shortening the trade route by 5000 miles. This was a pivotal point of dredging.
Though the centrifugal pump was invented in the 17th century they were not widely used on dredgers until 1876 when Henri-Émile Bazin developed a new, cheap and efficient technique. The Adam II used this technique in Holland to move almost 8 million cubic yards from 1877-1880 for half the cost, an astonishing feat for the time.
By the end of the 19 th century the steam engine, centrifugal pump and rotating cutter head were all being used on dredges. The hydraulic dredging of today uses the same basic techniques. Of course, all of these have increased in size, capacity and horsepower with the addition of diesel fuel and improved technology.
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You're looking at 30+ years of one-on-one training passed down among these fellas (L-R): Relief Capt. "Gene" McGlothlin of M/V Antietam; Capt. "Mike" Maneely of M/V Higman Pride; Capt. "JJ" Conner with Mate Pilot Waylon Johnson both of M/V Horn Island
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Tankerman Harold Calkins of M/V Karl G. Andren
takes charge putting away groceries
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Relief Captain
Clarence Luden of M/V Karl G. Andren lends a hand
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2015/2016 TANKERMAN SEMINARS
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Sixth Session
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| January 26
| Seventh Session
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| February 11
| Eighth Session
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| March 1
| Ninth Session
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| April 7
| Tenth Session
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| May 31
| Eleventh Session
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| June 21
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First Session
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| April 20-21
| Second Session
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| May 2-3
| Third Session
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| May 11-12
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First Session
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| January 18-20 | |
Second Session
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| March 21-23 | |
Third Session
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| TBD | | Fourth Session |
| July 18-20 | | Fifth Session |
| August 15-17 | | Sixth Session |
| September 12-14
| | Seventh Session |
| Oct 31 - Nov 2 |
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First Session
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| February 22-23 | |
Second Session
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| April 28-29 | |
Third Session
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| July 21-22 | |
Fourth Session
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| October 3-4 |
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Make sure crewmembers have access to the Training Newsletter
- Print a copy of each issue for the crew.
- You may join our mailing list by clicking below:
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Answer to this weeks Nav Gen: C,B,D,C,B
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Happy New Year to all!
Sincerely, GORDIE KEENAN
KELLY CLEAVER
JANIS ANDERSON
DENNIS ZINK
© 2015 HIGMAN MARINE SERVICES, Inc.
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