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| Revisit Policy and Procedure
Two Tows, drip pans and voids have water issues.
Two Higman tows during the past weekend showed up at their  scheduled customer's dock with water in the drip pans. One of these tows also had water in voids of both barges.
Both tows were obviously delayed to correct these problems. One tow was also undergoing a SIRE inspection during that time which showed poorly on their operation.
This was an embarrassment to the crew and an embarrassment to the Captain/Relief Captains on these vessels. Yes, we did have significant rain during the weekend, but that does not absolve these crews from being absolutely sure that their barges are ready to tender in.
From Section 1, Part C Barge Operations of the Policy and Procedure Manual:
- Pre-Docking Preparation This Checklist must be completed prior to arrival at the terminal
It is not optional, it is not to be filled out without checking each item. A top boat begins with leadership from the Wheelmen and works its way down to the deck. Do not let this happen to your crew. |
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Understanding a DOS
DOS, or Declarations of Security, is an agreement between a vessel and a facility on their security arrangement. Since  TWIC implementation on April 15, 2009, you may see more docks requiring a DOS. In most cases a DOS is not required, however they will need to be completed if the customer asks for it.
A DOS is required for towing vessels during MARSEC levels 2 and 3 involved in a facility interface. A DOS is not required for unmanned barges (regardless of tankerman or towing vessels crew onboard).
Per our ASP, there are two types of DOS, standard DOS and continuing DOS
A standard DOS is only valid for that particular visit to the facility.
· Must keep the 10 most recent DOS involving MARSEC Levels 2 and 3.
· DOS signed under MARSEC Level 1 does not need to be retained.
A continuing DOS is for towing vessels that frequent the same facility.
· During MARSEC Level 1 a continuing DOS may have an effective period of less than 90 days.
· During MARSEC Level 2 a continuing DOS may have an effective period of less than 30 days.
· A continuing DOS may not be issued in MARSEC Level 3.
· A continuing DOS must be kept onboard for 90 days after the end of the effective period.
All crews should refer to the Higman ASP to ensure familiarity with the DOS process. |
CBT Update
CBT is off to a great start. Since its introduction, 920 courses have been completed! We would like to thank those of you that have completed your courses. We would also encourage that all crew members become actively involved. There are currently 10 courses available for you to take with more additions coming soon. If you have not yet logged onto CBT you can do so from any computer with internet access. Just go to: http://www.smmr01.com/higm/ and log in. Your log in ID is your Higman Employee ID and your password is also your Higman Employee ID. Once logged in you can click on any of the courses you would like to take. We have also added the feature to see and communicate with other employees that are also logged in.
If you have any questions or suggestions please contact the training department, we love to hear your input.
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Captain Darrell Daigle
We regret to inform you that on April 14, 2009, Captain Darrell Daigle passed away unexpectedly while at his camp near Hemphill, TX.
Darrell had been a valued employee of Higman since 1990. For the past three years he was Captain of the M/V Louisianan. Services were held on April 17, 2009 at Hixson Funeral in Welsh, LA. He was survived by his wife Elizabeth Daigle; his three daughters, Rachel Daigle, Danielle Daigle and Deidra Daigle: grandchildren, Hunter Breaux, Kenzleigh Bertrand and Paul Daigle and brother-in-law; JJ Conner (M/V Louisianan) and Tony Gotreaux (M/V George H. Thomas).
Darrell was a down to earth kind of guy that everyone loved to be around. If you ever had the pleasure of working with him you know that he will be greatly missed.
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RULES of the Road
INLAND ONLY.... The masthead light may be located at other  than the fore and aft centerline on a power-driven vessel __________.
a. less than 20 meters in length
b. less than 12 meters in length
c. which has separate sidelights carried on the outboard extremes of the vessel's breadth
d. engaged in fishing
BOTH INTERNATIONAL & INLAND....The NAVIGATION RULES define a "vessel not under command" as a vessel which __________.
a. from the nature of her work is unable to keep out of the way of another vessel
b. through some exceptional circumstance is unable to maneuver as required by the rules
c. by taking action contrary to the rules has created a special circumstance situation
d. is moored, aground or anchored in a fairway
BOTH INTERNATIONAL & INLAND.... Additional light signals are provided in the Annexes to the Rules for vessels __________.
a. engaged in fishing
b. not under command
c. engaged in towing
d. under sail
BOTH INTERNATIONAL & INLAND.... Which vessel may combine her sidelights and stern light in one lantern on the fore and aft centerline of the vessel?
a. A 16-meter sailing vessel
b. A 25-meter power-driven vessel
c. A 28-meter sailing vessel
d. Any non-self-propelled vessel
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Online Training Questions
ALTERNATE SECURITY PROGRAM(ASP) NO. 1 GENERAL INSTRUCTIONS, Section 1
This group of questions concentrates on the Higman ASP or  Company Security Plan. Each crew member should be familiar with with the Higman ASP and be TWIC ready. How did your crew fair?
Question 1....CSO stands for...
Answer... Company Security Officer
94% got this right
Question 2 ....The Vessel Security Officer of VSO must have general knowledge, through training or equivalent job experience in the Security Organization of the vessel. The VSO must also have knowledge in ____________.
Answer...current security threats and patterns
93% got this question right.
Question 3....As per the ASP, Security drills and exercises as described in section 4 should be completed every __________. Answer....three months 78% got this question right.
Question 4....The primary responsibility for barge security starts with Higman, but in reality the towing vessel, barge fleeting areas, and other facilities where the barge is moored share in this responsibility. Towing vessels and facilities are not required to have a copy of the ASP for each barge in their care if the towing vessel's procedures to implement the AWO ASP or the facilities' Facility Security Plan (FSP) includes appropriate security procedures for all barges in care of the vessel or facility...TRUE/FALSE
Answer...True
83% got this question right.
Question 5...
The entire towboat and barges are designated a "Secure Area"....TRUE/FALSE Answer....TRUE
100% got this question right.
Question 6....
A Declaration of Security is not needed when transferring a barge from one boat to another boat (non Higman) or facility. But at MARSEC levels 2 and 3 the CSO _____________________________.
Answer....must confirm that the non Higman boat has implemented a Coast Guard approved security plan 74% got this question right
Question 7...All crew members should be familiar with the definitions of MARSEC Levels. At MARSEC Level 2 there is some ________________.
Answer....undefined security threat, but no specific target identified
85% got this question right
The group of questions below were a bit tricky......
ALTERNATE SECURITY PROGRAM (ASP) NO. 2 TRAINING AND DRILLS, Section 3 & 4
Question 1...Vessels that are transporting petroleum products or hazardous cargoes must have cargo security training. Cargo security training should include an emphasis on operations such as:
Answer...all of the above
57% got this question right
Question 2...Security drills are required on unmanned barges.
TRUE/FALSE
Answer...FALSE
66% got this question right
OUR PLAN CENTERS ON THE BOAT AND NOT THE UNMANNED BARGE.
Question 3...Crew members must have knowledge of:
Answer....techniques used to circumvent security measures
92% got this question right
Question 4...Crewmembers may participate in a docks security drill if docked there to transfer cargos.TRUE/FALSE
Answer...TRUE
100% got this question right |
| Stern Shots
In Memory of Capt Darrell Daigle here seen at the sticks of the M/V LOUISIANAN on DEC 26, 2008 with Will Swindell and Jonathan Cormier (from left) looking over his shoulder. |
The Head Ever wonder why they call the toilet on a vessel "the head". The term comes from the early sailing ships and is documented as early as 1708. To help with sanitation the toilet was located in the bow, or head, of the ship. This was done for two reasons: 1) the wind, usually coming from the aft of the ship, would blow the smell away from the vessel 2) small slits would be cut in the deck to allow water to splash into the "head" allowing for nature to dispose of the waste. |
Dates to Remember APR/JUL 2009
SCI Simulator APR 27 - APR 29
SCI Simulator MAY 18 - MAY 20
Tankerman Class Two Rivers MAY 18 - MAY 23
Long Term/Short Term Disability Insurance
Enrollment Forms Deadline JUN 1
401k Enrollment Deadline JUL 1
answers to this weeks RULES OF ROAD...B, B, A, A |
At this years Wheelman's meetings, we spent significant time discussing the cost and disruptions from Allisions, Collisions and Wheel/Rudder damage.
Has our record changed or improved since that discussion? The statistics say "NO". Vessel and facility dock damage have continued and are a real cost to our operation.
Is it just new Wheelmen fresh from Steersman Training? No, it is across the experience levels.
Yes, early spring brings Northern fronts with lots of wind and rivers are at high levels. These are things we know and our operations must be adjusted to meet the conditions.
It is not business as usual. It is time to emphasize with your crew the need for thorough planning for each operation. Docking, locking, tow building, etc are to be discussed and documented during the voyage planning stage.
Watch change procedures must be adhered to ensure the next watch has the proper information for their time at the sticks.
Throughout the voyage, as conditions change, constant communications are a must with all involved.
Continual improvement should not be just a goal, but a reality in our operations.
Make this week better.
Sincerely, |
GORDIE KEENAN
HIGMAN MARINE SERVICES, Inc. | |
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